An adaptive damping adjustment system based on acceleration variation and a car seat

Abstract

This invention designs an adaptive damping adjustment system based on acceleration variation and an automotive seat. The adaptive damping adjustment system based on acceleration variation includes an acceleration sensor, a displacement sensor, an ECU, an actuator, an adjustable damper, a first connecting part, and a second connecting part. The ECU calculates the root mean square of the displacement within a time window in real time according to a preset program based on the acceleration detected by the acceleration sensor, obtains the current vibration level according to a preset vibration grading standard, determines the desired damping level of the adjustable damper based on the vibration level, and sends an adjustment command for the damping level to the actuator. Using this system can effectively improve the vibration reduction effect of the shock absorber and overcome the inherent defects of manually adjusting the actuator, such as the lack of awareness of damping adjustment during driving, and fully utilize the advantages of the adjustable damper in adapting to multiple application conditions.

Description

Technical Field

[0001] This invention relates to the field of dampers, and more specifically to a damping adaptive adjustment system. Background Technology

[0002] Generally, the vibration reduction effect of a vibration reduction system is closely related to the damping characteristics of the damping elements. Existing damping elements include fixed dampers and adjustable dampers. Fixed dampers, because their damping is not adjustable, have poor vibration reduction effects and have been gradually replaced by adjustable dampers. The advantage of variable dampers is that they provide multiple sets of damping states with different damping characteristics for selection, allowing users to choose the appropriate damping state based on the severity of external disturbances.

[0003] However, existing adjustable dampers require manual intervention to change their damping characteristics. This manual adjustment method cannot adjust the damping state in real time according to the severity of vibration; furthermore, while the vehicle is in motion, the driver is focused on driving and often unaware of the need to adjust the damping. Both of these factors affect the actual vibration reduction effect of the adjustable damper. To address the shortcomings of manual adjustment of adjustable dampers, an adaptive damping adjustment system based on acceleration changes was designed. This system can automatically switch between multiple damping states of the adjustable damper according to the strength of external disturbances. Summary of the Invention

[0004] In view of the above problems, the present invention is proposed to provide an adaptive adjustment system and car seat based on acceleration variation damping that overcomes or at least partially solves the above problems.

[0005] According to one aspect of the present invention, an adaptive adjustment system based on acceleration variation damping is provided.

[0006] Preferably, the acceleration-variable damping adaptive adjustment system includes an acceleration sensor, a displacement sensor, an ECU, an actuator, an adjustable damper, a first connecting part, and a second connecting part;

[0007] The acceleration sensor is used to measure the acceleration of the first connecting part;

[0008] The displacement sensor is used to measure the displacement of the second connecting part relative to the first connecting part;

[0009] The ECU calculates the root mean square of displacement within a time window in real time according to the acceleration detected by the acceleration sensor and a preset program, obtains the current vibration level according to the preset vibration grading standard, determines the desired damping level according to the vibration level, and sends an adjustment command for the damping level to the actuator.

[0010] The ECU calculates the maximum absolute value of the relative displacement in real time based on the relative displacement measured by the displacement sensor, and determines whether the maximum relative displacement exceeds the critical displacement. Once it does, it immediately sends an adjustment command for the maximum damping level to the actuator.

[0011] The actuator adjusts the damping level of the adjustable damper in real time according to the damping level adjustment command sent by the ECU, thereby changing the damping value of the adjustable damper.

[0012] Preferably, the ECU can use the data sent by the acceleration sensor and the displacement sensor to evaluate the vibration intensity transmitted to the system from the outside in real time and evaluate the relative displacement of the system.

[0013] Preferably, the ECU calculates the desired damping gear in real time based on the received acceleration and relative displacement information, and drives the actuator to adjust the damping gear state in a timely manner to reduce the vibration energy transmitted from the first connection to the second connection.

[0014] Preferably, the ECU obtains the acceleration power spectral density distribution function G within the time window based on the acceleration a(t) sent in real time by the acceleration sensor. a (f);

[0015] According to G z (f)=G a (f) / f 4 Let f be the frequency, then the displacement power spectral density distribution function G is obtained. z (f);

[0016] By integrating the displacement power spectral density distribution function, the root mean square displacement is obtained.

[0017] The root mean square of the displacement is filtered, and the filtered data is used as an indicator to measure the vibration intensity. The vibration level corresponding to the current vibration intensity is evaluated according to the preset grading standard.

[0018] Based on the relationship between the preset vibration level and the damping level, the damping level of the adjustable damper is determined, and the ECU sends the damping level command to the actuator.

[0019] Preferably, the ECU evaluates the maximum absolute value y of the relative displacement within a time window based on the relative displacement y(t) sent in real time by the displacement sensor. max The critical displacement y d The maximum relative displacement threshold of the second connecting part relative to the first connecting part is preset;

[0020] If the maximum relative displacement y maxNot less than the critical displacement y d Then the ECU directly sends the command for the maximum damping level to the actuator;

[0021] If the maximum relative displacement y max Less than the critical displacement y d The ECU then obtains the damping gear according to the root mean square of the displacement.

[0022] Preferably, the displacement power spectral density distribution is calculated by the acceleration power spectral density distribution, and then the root mean square of the displacement is estimated. The root mean square of the displacement is used as an indicator to evaluate the vibration level, and the current vibration level is estimated according to the range in which it is located.

[0023] Preferably, different vibration levels correspond to different gear states of the adjustable damper.

[0024] Preferably, the root mean square of displacement is used as the indicator of vibration intensity, rather than the root mean square of acceleration, because the vibration energy of the system, processed by gain according to the frequency range, can connect the characteristics of external vibration energy with the system's vibration reduction characteristics to form an effective indicator of vibration level. This connection can be achieved through various methods, such as G... z (f)=G a (f) / f n , n≥1.

[0025] Preferably, when the maximum relative displacement reaches the critical displacement, the vibration level assessment is no longer used as the basis for determining the desired damping level, but is directly set to the maximum damping level.

[0026] Preferably, the car seat includes the acceleration-variable damping adaptive adjustment system, and the car seat achieves adaptive adjustment under the action of the acceleration-variable damping adaptive adjustment system without the need for manual adjustment.

[0027] The beneficial effects of this invention are: the "acceleration variation-based damping adaptive adjustment system" can effectively improve the vibration reduction effect of the damper and overcome the inherent defects of manual adjustment actuators, such as the lack of awareness of damping adjustment during driving, and give full play to the advantages of adjustable dampers in adapting to multiple application conditions.

[0028] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0029] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0030] Figure 1 The flowchart of the adaptive damping adjustment system based on acceleration variation is shown.

[0031] Figure 2 The working principle diagram of the adaptive adjustment system based on acceleration variation damping is shown;

[0032] Figure 3 A structural diagram of an adaptive damping system based on acceleration variation for use in a car seat is shown.

[0033] Figure label:

[0034] 1. Adaptive Adjustment System Based on Acceleration Variation Damping

[0035] 2. Accelerometer

[0036] 3. Displacement sensor

[0037] 4. ECU

[0038] 5. Actuator

[0039] 6. Adjustable damper

[0040] 7. First connecting part

[0041] 8. Second connecting part

[0042] 9. Car seats Detailed Implementation

[0043] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0044] Example 1:

[0045] According to one aspect of the present invention, an adaptive adjustment system 1 based on acceleration variation damping is designed. Figure 1 The flowchart of the adaptive adjustment system based on acceleration variation damping is shown, as follows: Figure 1As shown, the acceleration-variable damping adaptive adjustment system 1 includes an acceleration sensor 2, a displacement sensor 3, an ECU 4, an actuator 5, an adjustable damper 6, a first connecting part 7, and a second connecting part 8.

[0046] Specifically, the acceleration sensor 2 is used to measure the acceleration of the first connecting part 7;

[0047] Specifically, the displacement sensor 3 is used to measure the displacement of the second connecting part 8 relative to the first connecting part 7;

[0048] Specifically, the ECU4 calculates the root mean square of displacement within a time window in real time according to the acceleration detected by the acceleration sensor 2, obtains the current vibration level according to the preset vibration grading standard, determines the desired gear according to the vibration level, and sends the damping gear adjustment command to the actuator 5.

[0049] Specifically, the ECU4 calculates the maximum absolute value of the relative displacement in real time based on the relative displacement measured by the displacement sensor 3, and determines whether the maximum relative displacement exceeds the critical displacement. Once it exceeds the critical displacement, it immediately sends a maximum damping gear adjustment command to the actuator.

[0050] Specifically, the actuator 5 adjusts the damping level of the adjustable damper 6 in real time according to the damping level adjustment command sent by the ECU 4, thereby changing the damping value of the adjustable damper 6.

[0051] It is evident that this system can effectively improve the vibration reduction effect of the damper, and realize the automatic adjustment of the adjustable damper based on the acceleration changes detected by the acceleration sensor.

[0052] According to some embodiments of the present invention, Figure 2 The working principle diagram of the adaptive adjustment system based on acceleration variation damping is shown, as follows: Figure 2 As shown, the ECU4 can use the data sent by the acceleration sensor 2 and the displacement sensor 3 to evaluate the vibration intensity transmitted to the system from the outside in real time and evaluate the relative displacement of the system.

[0053] As can be seen, the ECU can collect motion data of the first connecting part and the second connecting part in real time and depict the motion changes of the first connecting part and the second connecting part within a time window.

[0054] According to some embodiments of the present invention, still as Figure 2 As shown, the ECU4 calculates the desired damping gear of the adjustable damper 6 in real time based on the acceleration information and relative displacement information received in real time, and drives the actuator 5 to adjust the damping gear state in a timely manner to reduce the vibration energy transmitted from the first connecting part 7 to the second connecting part 8.

[0055] As can be seen, the ECU can perform calculations according to a preset program based on the received motion parameters in real time, obtain the optimal damping level for that time period, and adjust the damping of the adjustable damper in real time to reduce the influence of the first connection part on the second connection part.

[0056] According to some embodiments of the present invention, still as Figure 2 As shown, the ECU4 obtains the acceleration power spectral density distribution function G within the time window based on the acceleration a(t) sent in real time by the acceleration sensor 2. a (f);

[0057] Furthermore, according to G z (f)=G a (f) / f 4 Let f be the frequency, then the displacement power spectral density distribution function G is obtained. z (f);

[0058] Furthermore, by integrating the displacement power spectral density distribution function, the root mean square displacement is obtained.

[0059] Furthermore, the root mean square displacement is filtered, and the filtered data is used as an indicator to measure the vibration intensity; according to the preset grading standard, the vibration level corresponding to the current vibration intensity is evaluated.

[0060] Furthermore, based on the relationship between the preset vibration level and the damping level, the damping level of the adjustable damper 6 is determined, and the ECU 4 sends the damping level command to the actuator 5.

[0061] As can be seen, the ECU can obtain the optimal damping level for the current time window through various calculations based on the acceleration parameters transmitted by the first connection part.

[0062] According to some embodiments of the present invention, still as Figure 2 As shown, the ECU4 evaluates the maximum absolute value y of the relative displacement within a time window based on the relative displacement y(t) sent in real time by the displacement sensor 3. max The critical displacement y d The maximum relative displacement of the second connecting part 8 relative to the first connecting part 7 is preset in the ECU4. This maximum relative displacement is a fixed value and is related to the farthest distance between the second connecting part and the first connecting part.

[0063] Specifically, if the maximum relative displacement y max Not less than the critical displacement y d Then the ECU4 directly sends the command for the maximum damping level to the actuator 5;

[0064] Specifically, if the maximum relative displacement y max Less than the critical displacement y d Then, the ECU4 obtains the desired damping level according to the vibration level evaluation method.

[0065] It is evident that the displacement sensor effectively prevents the adjustable damper from being adjusted to the maximum damping level when the displacement of the second connection relative to the first connection is not less than the maximum displacement, thereby increasing the damping force and enhancing the vibration reduction effect.

[0066] According to some embodiments of the present invention, still as Figure 2 As shown, the displacement power spectral density distribution is calculated by the acceleration power spectral density distribution, and then the root mean square of the displacement is estimated. The root mean square of the displacement is used as an indicator to evaluate the vibration level. According to the range of its location, the current vibration level of the system is estimated.

[0067] It is evident that the system evaluates the vibration level of the first connection based on the root mean square value of the displacement.

[0068] According to some embodiments of the present invention, still as Figure 2 As shown, different vibration levels correspond to different damping positions of the adjustable damper 6, and there is a separate table showing the correspondence between vibration levels and damping positions.

[0069] As can be seen, for each vibration level obtained by the ECU, a damping level can be obtained according to the preset correspondence table between vibration level and damping level.

[0070] According to some embodiments of the present invention, still as Figure 2 As shown, the root mean square of displacement is used as an indicator of vibration intensity, rather than the root mean square of acceleration, because the vibration energy input to the system, processed by gain according to the frequency range, can connect the characteristics of external vibration energy with the system's vibration reduction characteristics, forming an effective indicator of vibration level. This connection can be achieved through various methods, such as G... z (f)=G a (f) / f n , n≥1.

[0071] It is clear that this connection method is not singular; there are multiple options available.

[0072] According to some embodiments of the present invention, still as Figure 2 As shown, when the maximum relative displacement reaches the critical displacement, the assessment of the vibration level is no longer used as the basis for determining the desired damping level, but is directly set to the maximum damping level.

[0073] As can be seen, this method can reduce the computational load on the ECU and react immediately when the relative displacement is not lower than the maximum relative displacement, sending the maximum damping level command to the adjustable damper to enhance the vibration reduction effect.

[0074] Example 2:

[0075] According to another embodiment of the present invention, a car seat 9 is designed. Figure 3 A structural diagram of an acceleration-variable damping adaptive adjustment system for a car seat is shown, as follows. Figure 3 As shown, the car seat 9 includes the acceleration-variable damping adaptive adjustment system 1. The car seat 9 achieves adaptive adjustment under the action of the acceleration-variable damping adaptive adjustment system 1, without the need for manual adjustment.

[0076] In summary, the adoption of this "acceleration variation-based damping adaptive adjustment system" can effectively improve the vibration reduction effect of the shock absorber and overcome the inherent defects of manual adjustment actuators, such as the lack of awareness of damping adjustment during driving, thus giving full play to the advantages of adjustable dampers in adapting to multiple application conditions.

[0077] The above are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention are included within the scope of protection of the present invention.

Claims

1. A damping adaptive adjustment system based on acceleration variation, characterized in that, The acceleration-variable damping adaptive adjustment system includes an acceleration sensor, a displacement sensor, an ECU, an actuator, an adjustable damper, a first connecting part, and a second connecting part. The acceleration sensor is used to measure the acceleration of the first connecting part; The displacement sensor is used to measure the displacement of the second connecting part relative to the first connecting part; The ECU calculates the root mean square of displacement within a time window in real time according to the acceleration detected by the acceleration sensor and a preset program, obtains the current vibration level according to the preset vibration grading standard, determines the desired damping level according to the vibration level, and sends an adjustment command for the damping level to the actuator. The ECU calculates the maximum absolute value of the relative displacement in real time based on the relative displacement measured by the displacement sensor, and determines whether the maximum relative displacement exceeds the critical displacement. Once it does, it immediately sends an adjustment command for the maximum damping level to the actuator. The actuator adjusts the damping level of the adjustable damper in real time according to the damping level adjustment command sent by the ECU, thereby changing the damping of the adjustable damper. The ECU obtains the acceleration power spectral density distribution function G within the time window based on the acceleration a(t) sent in real time by the acceleration sensor. a (f); According to G z (f)=G a (f) / f 4 Let f be the frequency, then the displacement power spectral density distribution function G is obtained. z (f); Integrating the displacement power spectral density distribution function yields the root mean square displacement. ; The root mean square of the displacement is filtered, and the filtered data is used as an indicator to measure the vibration intensity. The vibration level corresponding to the current vibration intensity is evaluated according to the preset grading standard. Based on the relationship between the preset vibration level and the damping level, the damping level of the adjustable damper is determined, and the ECU sends the damping level adjustment command to the actuator. The ECU evaluates the maximum absolute value of the relative displacement y(t) within a time window in real time based on the relative displacement y(t) sent by the displacement sensor. max The critical displacement y d The maximum relative displacement threshold of the second connecting part relative to the first connecting part is preset; If the maximum relative displacement y max Not less than the critical displacement y d Then the ECU directly sends the command for the maximum damping level to the actuator; If the maximum relative displacement y max Less than the critical displacement y d The ECU then obtains the desired damping level according to the vibration level assessment method.

2. The adaptive adjustment system based on acceleration variation damping as described in claim 1, characterized in that, Different vibration levels correspond to different settings of the adjustable damper.

3. A car seat, characterized in that, The car seat includes the adaptive adjustment system based on acceleration variation damping as described in any one of claims 1-2, and the car seat achieves adaptive adjustment under the action of the adaptive adjustment system based on acceleration variation damping without the need for manual adjustment.

Images