A method and apparatus for damping control of an automobile seat

Abstract

The application relates to a damping control method and device for a car seat, which comprises the following steps: acquiring a vibration signal of a connection between seat adjacent structures in at least one direction within a preset time; judging whether a correction object exists in the seat adjacent structures according to the vibration signal; and selecting a natural frequency of a vibration absorber corresponding to the vibration signal for correcting the connection in the corresponding direction based on the judgment result of whether the correction object exists in the seat adjacent structures, so that the difference between the natural frequency of the corrected vibration absorber and the actual vibration frequency of the seat adjacent structures is within a preset difference range. The damping control method provided by the application can not only solve the problem of simultaneous vibration of the seat adjacent structures, but also eliminate the vibration of the seat adjacent structures under different frequencies, greatly improve the experience of users, and improve the senior attribute of the vehicle. Meanwhile, the structure is simplified as much as possible, and the development and production cost is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle seat technology, and in particular to a vibration reduction control method and device for automobile seats. Background Technology

[0002] Currently, due to the trend of intelligent and high-end development of automobiles, passengers have increasingly higher requirements for the comfort of car seats. Among them, the vibration performance of the seat during vehicle operation directly affects the riding experience. Excessive seat vibration will cause strong discomfort in the waist, shoulders and head, which in turn affects the premium attributes of the vehicle. Therefore, effectively reducing vehicle seat vibration is extremely important for high-end cars.

[0003] In related technologies, in order to solve the above problems, a vehicle seat vibration absorption device has been developed. The principle is that the structure of the vibration absorption body mainly includes springs. The frequency of the entire vibration absorber can be changed by adjusting the stiffness of the springs. Therefore, when the vibration absorber is used, a vibration absorber with an appropriate frequency can be selected according to the vibration frequency of the seat, or the performance of the springs can be flexibly adjusted by adjusting springs with different stiffnesses or designing a multi-cavity spring structure to meet the vibration absorption requirements.

[0004] However, the above solutions can only eliminate seat vibrations at a single fixed frequency, and cannot eliminate seat vibrations caused by different frequencies, nor can they solve the problem of simultaneous vibrations of different structures of the seat. Summary of the Invention

[0005] This application provides a vibration reduction control method and device for automobile seats, which can solve the problem that related technologies can only eliminate seat vibrations of a single frequency and cannot solve the problem of simultaneous vibration of different structures of the seat.

[0006] Firstly, a vibration damping control method for an automobile seat is provided, the steps of which include:

[0007] Acquire vibration signals in at least one direction at the connection point of adjacent structures of the seat at a preset time;

[0008] Based on the vibration signal, determine whether there is a correction object in the adjacent structure of the seat;

[0009] Based on the determination result of whether there is a correction object in the adjacent structure of the seat, the natural frequency of the vibration absorber in the corresponding direction of the connection is selected to correct the vibration signal, so that the difference between the natural frequency of the corrected vibration absorber and the actual vibration frequency of the adjacent structure of the seat is within a preset difference range.

[0010] In conjunction with the first aspect, in one embodiment, determining whether a correction object exists in the adjacent structure of the seat based on the vibration signal includes:

[0011] The vibration signal includes the actual vibration frequency and the actual vibration amplitude;

[0012] The distribution of the actual vibration amplitude relative to the preset threshold is analyzed by comparing the actual vibration amplitude with the preset threshold.

[0013] Based on the quantity distribution, it is determined whether there are any correction objects in the adjacent structures of the seat.

[0014] In conjunction with the first aspect, in one embodiment, the step of analyzing the quantity distribution of the actual vibration amplitude relative to the preset threshold by comparing the actual vibration amplitude with the preset threshold, and determining whether there is a correction object in the adjacent structure of the seat based on the quantity distribution, includes:

[0015] If the actual vibration amplitude in the direction corresponding to the connection is greater than a preset threshold in the direction, it is determined whether there is a correction target. Based on the two largest actual vibration amplitudes and their corresponding actual vibration frequencies, the natural frequency of the vibration absorber in the direction corresponding to the connection is corrected.

[0016] If not, then it is further determined whether the actual vibration amplitude in the direction corresponding to the connection meets the condition that at least one of the actual vibration amplitude values ​​is greater than a preset threshold in that direction. If so, it is determined that there is a correction target, and the natural frequency of the vibration absorber in the direction corresponding to the connection is corrected according to the actual vibration amplitude with the largest value and its corresponding actual vibration frequency.

[0017] In conjunction with the first aspect, in one implementation, the determination that a correction target exists, and the correction of the natural frequency of the vibration absorber in the corresponding direction of the connection based on the two largest actual vibration amplitudes and their corresponding actual vibration frequencies, includes:

[0018] If a correction target is determined, the relay is activated to transmit the two largest actual vibration amplitudes in the corresponding direction and their corresponding actual vibration frequencies to the controller.

[0019] The controller calculates the corrected target frequency in that direction based on the received actual vibration frequency and actual vibration amplitude, and corrects the natural frequency of the vibration absorber in the corresponding direction of the connection based on the calculated corrected target frequency.

[0020] In conjunction with the first aspect, in one embodiment, correcting the natural frequency of the vibration absorber in the corresponding direction of the connection based on the calculated target frequency includes:

[0021] The current value and opening degree of the solenoid valve in that direction are calculated based on the calculated corrected target frequency and the frequency-current relationship diagram in that direction.

[0022] Adjust the natural frequency of the vibration absorber in this direction to the corresponding corrected target frequency based on the current value and opening degree of the solenoid valve.

[0023] In conjunction with the first aspect, in one embodiment, adjusting the natural frequency of the vibration absorber in that direction to the corresponding corrected target frequency based on the current value and opening degree of the solenoid valve includes:

[0024] The stiffness of the vibration damping system is determined based on the current value and opening degree of the solenoid valve.

[0025] The natural frequency of the vibration absorber is adjusted to the corresponding corrected target frequency based on the formula for calculating the stiffness of the vibration reduction system combined with the natural frequency.

[0026] In conjunction with the first aspect, in one embodiment, the maximum vibration amplitude at the connection between adjacent structures of the modified seat is no greater than 0.06 m / s. 2 .

[0027] In conjunction with the first aspect, in one implementation, the preset time ranges from 1ms to 10ms.

[0028] In conjunction with the first aspect, in one embodiment, the direction includes the vehicle length direction and the vehicle width direction.

[0029] Secondly, a vibration damping control device for an automobile seat is provided, which is used to implement the above-mentioned vibration damping control method, and includes:

[0030] The information acquisition module is used to acquire vibration signals in at least one direction at the connection between adjacent structures of the seat at a preset time.

[0031] The information processing module is used to determine whether there is a correction object in the adjacent structure of the seat based on the vibration signal;

[0032] The information execution module, based on the judgment result of whether there is a correction object in the adjacent structure of the seat, selects the natural frequency of the vibration absorber in the corresponding direction of the connection to correct the vibration signal, so that the difference between the natural frequency of the vibration absorber after correction and the actual vibration frequency of the adjacent structure of the seat is within a preset difference range.

[0033] In conjunction with the second aspect, in one embodiment, the vibration signal includes the actual vibration frequency and the actual vibration amplitude;

[0034] The information acquisition module is used to analyze the quantity distribution of the actual vibration amplitude relative to the preset threshold by comparing the actual vibration amplitude with the preset threshold, and is also used to determine whether there is a correction object in the adjacent structure of the seat based on the quantity distribution.

[0035] In conjunction with the second aspect, in one embodiment, the information acquisition module is used to determine whether the actual vibration amplitude in the direction corresponding to the connection satisfies that at least two of the actual vibration amplitude values ​​are greater than a preset threshold for that direction, or to determine whether the actual vibration amplitude in the direction corresponding to the connection satisfies that at least one of the actual vibration amplitude values ​​is greater than a preset threshold for that direction. The information processing module is used to determine whether there is a correction target, and to correct the natural frequency of the vibration absorber in the direction corresponding to the connection based on the two largest actual vibration amplitude values ​​and their corresponding actual vibration frequencies, or based on the largest actual vibration amplitude value and its corresponding actual vibration frequency.

[0036] In conjunction with the second aspect, in one embodiment, the information processing module includes a relay and a controller. The relay is used to transmit the two largest actual vibration amplitudes in the corresponding direction and their corresponding actual vibration frequencies to the controller, or to transmit the largest actual vibration amplitude in the corresponding direction and its corresponding actual vibration frequency to the controller. The controller is used to calculate a corrected target frequency in the corresponding direction based on the received actual vibration frequency and actual vibration amplitude, and to correct the natural frequency of the vibration absorber in the corresponding direction of the connection based on the calculated corrected target frequency.

[0037] In conjunction with the second aspect, in one embodiment, the information execution module includes at least one vibration absorber and at least one solenoid valve. The current value and opening degree of the solenoid valve are used to calculate and determine the corrected target frequency in the corresponding direction based on the frequency-current relationship diagram of the direction calculated by the controller. The vibration absorber is located at the connection between adjacent structures of the seat and is used to adjust its natural frequency to the corresponding corrected target frequency according to the current value and opening degree of the solenoid valve.

[0038] In conjunction with the second aspect, in one embodiment, the controller is used to determine the stiffness of the vibration damping system based on the current value and opening degree of the solenoid valve, and is also used to adjust the natural frequency of the vibration absorber to the corresponding corrected target frequency based on the stiffness of the vibration damping system and the natural frequency calculation formula.

[0039] In conjunction with the second aspect, in one embodiment, the maximum vibration amplitude at the connection between adjacent structures of the modified seat is no greater than 0.06 m / s. 2 .

[0040] In conjunction with the second aspect, in one implementation, the preset time ranges from 1ms to 10ms.

[0041] In conjunction with the second aspect, in one embodiment, the direction includes the vehicle length direction and the vehicle width direction.

[0042] The beneficial effects of the technical solution provided in this application include:

[0043] This application provides a vibration reduction control method for automotive seats. By acquiring vibration signals in at least one direction at the connection points of adjacent seat structures over a preset time, the method determines whether a correction object exists in the adjacent seat structures based on the vibration signals. Then, based on the determination of whether a correction object exists in the adjacent seat structures, it selects the corresponding vibration signal to correct the natural frequency of the vibration absorber in the corresponding direction at the connection point. This ensures that the difference between the corrected natural frequency of the vibration absorber and the actual vibration frequency of the adjacent seat structures is within a preset difference range. This vibration reduction control method not only solves the problem of simultaneous vibration of adjacent seat structures but also eliminates vibrations of adjacent seat structures at different frequencies, greatly improving the user experience and enhancing the vehicle's premium feel. It solves the problem in related technologies that can only eliminate seat vibrations at a single frequency and cannot solve the problem of simultaneous vibrations of different seat structures. Finally, while solving the above problems, it simplifies the structure as much as possible and reduces development and manufacturing costs. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 A schematic flowchart illustrating the vibration damping control method for an automotive seat provided in an embodiment of this application;

[0046] Figure 2 An amplitude-frequency relationship diagram before correction for the vibration damping control method of the automobile seat provided in the embodiments of this application;

[0047] Figure 3 A modified amplitude-frequency relationship diagram for the vibration reduction control method of the automobile seat provided in the embodiments of this application;

[0048] Figure 4 A comparison diagram of the amplitude-frequency relationship at the connection point of adjacent structures of the car seat before and after the modification of the vibration reduction control method for the car seat provided in the embodiments of this application. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0050] This application provides a vibration reduction control method for automobile seats, which can solve the problem in related technologies that can only eliminate seat vibrations of a single frequency and cannot solve the problem of simultaneous vibration of different structures of the seat.

[0051] See Figure 1 As shown, this vibration reduction control method mainly includes first acquiring vibration signals in at least one direction at the connection of adjacent structures of the seat for a preset time, then determining whether there is a correction object in the adjacent structure of the seat based on the vibration signals, and finally, based on the determination result of whether there is a correction object in the adjacent structure of the seat, selecting the natural frequency of the vibration absorber in the corresponding direction of the connection to correct the vibration signal, so that the difference between the natural frequency of the corrected vibration absorber and the actual vibration frequency of the adjacent structure of the seat is within a preset difference range.

[0052] Specifically, the adjacent structures of the seat are connected and fixed through a connecting structure. Therefore, the vibration frequency and amplitude at the connection point of the adjacent structures can largely reflect the vibration of each adjacent structure. After acquiring the vibration signal, it is first determined whether there is a correction target in the adjacent structures, i.e., whether the two adjacent structures need correction to achieve vibration reduction. Then, based on the determination of whether there is a correction target in the adjacent structures, the natural frequency of the vibration absorber in the corresponding direction of the connection point is corrected according to the vibration signal. This means that either both connected structures need correction, or only one structure needs correction. Depending on the determination result, the natural frequency of the vibration absorber in the corresponding direction of the connection point is corrected according to the corresponding vibration signal, so that the difference between the corrected natural frequency of the vibration absorber and the actual vibration frequency of the adjacent structures is within a preset difference range. The preset difference range is very small, so the actual vibration frequencies of the two adjacent structures after correction will be very close, thus achieving a better vibration reduction effect. This vibration control method can not only solve the problem of simultaneous vibration of adjacent structures of the seat, but also eliminate the vibration of adjacent structures of the seat at different frequencies, greatly improving the user experience and thus enhancing the premium feel of the vehicle. It solves the problem that related technologies can only eliminate seat vibration at a single frequency and cannot solve the problem of simultaneous vibration of different structures of the seat. Finally, while solving the above problems, it simplifies the structure as much as possible and reduces development and manufacturing costs.

[0053] Furthermore, the vibration signal includes the actual vibration frequency and the actual vibration amplitude. The steps of determining whether there is a correction object in the adjacent structure of the seat based on the vibration signal mainly include: firstly, analyzing the quantity distribution of the actual vibration amplitude relative to the preset threshold by comparing the magnitude of the actual vibration amplitude with the preset threshold, and then determining whether there is a correction object in the adjacent structure of the seat based on the quantity distribution.

[0054] Specifically, the vibration signal mainly includes the actual vibration frequency and the actual vibration amplitude. The actual vibration frequency can characterize the speed of vibration, and the actual vibration amplitude can characterize the amplitude of vibration. The distribution of the actual vibration amplitude relative to the preset threshold is analyzed by comparing the actual vibration amplitude with the preset threshold. That is, the actual vibration amplitude is first compared with the preset threshold, and then the number of actual vibration amplitudes that are greater than and less than the preset threshold is analyzed. Based on the distribution of the number of actual vibration amplitudes, it is determined whether there is a correction target in the adjacent structure of the seat. That is, it can be determined whether both connected structures need to be corrected or only one structure needs to be corrected, and then the correction target is determined.

[0055] Furthermore, the step of analyzing the distribution of the actual vibration amplitude relative to the preset threshold by comparing the actual vibration amplitude with the preset threshold, and determining whether there is a correction object in the adjacent structure of the seat based on the distribution of the number of vibration amplitudes, mainly includes: firstly, determining whether the actual vibration amplitude in the direction corresponding to the connection satisfies that at least two of the actual vibration amplitude values ​​are greater than the preset threshold for that direction; if so, determining that there is a correction object, and correcting the natural frequency of the vibration absorber in the direction corresponding to the connection based on the two largest actual vibration amplitude values ​​and their corresponding actual vibration frequencies; if not, further determining whether the actual vibration amplitude in the direction corresponding to the connection satisfies that at least one of the actual vibration amplitude values ​​is greater than the preset threshold for that direction; if so, determining that there is a correction object, and correcting the natural frequency of the vibration absorber in the direction corresponding to the connection based on the largest actual vibration amplitude value and its corresponding actual vibration frequency.

[0056] Specifically, when at least two actual vibration amplitude values ​​are greater than a preset threshold in that direction, it indicates that the vibration amplitudes of two adjacent structures have exceeded the preset threshold. Therefore, both adjacent structures are targets for correction. In this case, the natural frequency of the vibration absorber in the corresponding direction of the connection is corrected based on the two largest actual vibration amplitude values ​​and their corresponding actual vibration frequencies. This can reduce vibrations in adjacent structures of the seat simultaneously as much as possible, achieving the best possible vibration reduction effect. When at least one actual vibration amplitude value is greater than the preset threshold in that direction, that is, only one actual vibration amplitude value is greater than the preset threshold, only one of the adjacent structures is a target for correction. Although the vibration conditions of the two adjacent structures will not be exactly the same, since both structures are fixed to the seat and directly connected by a connecting structure, the difference in their vibration conditions will not be too large. In this case, the natural frequency of the vibration absorber in the corresponding direction of the connection is corrected based on the largest actual vibration amplitude value and its corresponding actual vibration frequency, which can also achieve a good vibration reduction effect.

[0057] For details, see Figure 2 As shown, this is the amplitude-frequency relationship before correction. Figure 2 Point A on the vertical axis is the starting point for determining whether to perform a correction on the vibration amplitude. That is, the value of the vertical axis corresponding to point A is the value of the preset threshold. At this point, there are two actual vibration amplitude values ​​that are both greater than the preset threshold in that direction; see [link / reference]. Figure 3As shown, it is the corrected amplitude-frequency relationship diagram. From the comparison of the two, it can be seen that before and after the correction, not only do the vibration amplitudes between the adjacent structures of the seat become more consistent, but the peak values ​​of the vibration amplitudes of the two adjacent structures are also significantly reduced, and the vibration reduction effect is better.

[0058] Furthermore, the steps of determining the existence of a correction target and correcting the natural frequency of the vibration absorber in the corresponding direction of the connection based on the two largest actual vibration amplitudes and their corresponding actual vibration frequencies mainly include: first, determining the existence of a correction target, then activating a relay to transmit the two largest actual vibration amplitudes and their corresponding actual vibration frequencies in the corresponding direction to the controller; then, using the controller to calculate the correction target frequency in that direction based on the received actual vibration frequency and actual vibration amplitude; and finally, correcting the natural frequency of the vibration absorber in the corresponding direction of the connection based on the calculated correction target frequency.

[0059] Specifically, after transmitting the two largest actual vibration amplitudes and their corresponding actual vibration frequencies in the corresponding direction to the controller, the controller calculates the corrected target frequency in that direction based on the two largest vibration amplitudes and their corresponding vibration frequencies, using a first correction formula. The first correction formula is as follows:

[0060]

[0061] After the actual vibration amplitude and its corresponding actual vibration frequency with the largest value in the corresponding direction are transmitted to the controller, the controller calculates the corrected target frequency in that direction based on the largest vibration amplitude and its corresponding vibration frequency, using a second correction formula. The second correction formula is as follows:

[0062] f 目标 =f a Formula (2)

[0063] Among them, f 目标 To correct the target frequency, f a f is the vibration frequency corresponding to the maximum vibration amplitude at the connection point within a preset time. b v is the vibration frequency corresponding to the second-highest vibration amplitude at the connection point within a preset time. a v is the maximum vibration amplitude at the connection point within a preset time period. b The vibration amplitude at the connection point is the value within a preset time.

[0064] Specifically, as an electrical control device, the relay switches on when at least two of the actual vibration amplitude values ​​are greater than a preset threshold in that direction, or when at least one of the actual vibration amplitude values ​​is greater than a preset threshold in that direction. This transmits the corresponding vibration data to the controller, allowing the controller to perform corresponding correction calculations. This ensures that the entire control process is versatile and sensitive, thereby ensuring the vibration reduction effect.

[0065] Furthermore, the steps of correcting the natural frequency of the vibration absorber in the corresponding direction of the connection according to the calculated correction target frequency mainly include: firstly, calculating the current value and opening degree of the solenoid valve in that direction based on the calculated correction target frequency and the frequency-current relationship diagram of that direction; then, adjusting the natural frequency of the vibration absorber in that direction to the corresponding correction target frequency based on the current value and opening degree of the solenoid valve.

[0066] Specifically, each direction of the connection is provided with a solenoid valve and a vibration absorber. The solenoid valve and vibration absorber in the same direction are connected and used in conjunction. The current value and opening degree of the solenoid valve in each direction are calculated according to the corrected target frequency and the frequency-current relationship diagram of that direction, thereby adjusting the natural frequency of the vibration absorber. Each direction is controlled by an independent solenoid valve and vibration absorber, which can ensure the vibration reduction effect as much as possible.

[0067] Furthermore, the steps of adjusting the natural frequency of the vibration absorber in that direction to the corresponding corrected target frequency based on the current value and opening degree of the solenoid valve mainly include: firstly, determining the stiffness of the vibration reduction system based on the current value and opening degree of the solenoid valve; secondly, adjusting the natural frequency of the vibration absorber to the corresponding corrected target frequency based on the stiffness of the vibration reduction system combined with the natural frequency calculation formula.

[0068] Specifically, firstly, according to the reference vehicle coordinate system, the connection points of adjacent seat structures are defined in various directions. The parameter relationships of the damping system stiffness, solenoid valve opening, and solenoid valve current value corresponding to the natural frequencies in each direction of the connection are designed, resulting in their respective frequency-current relationship diagrams. The natural frequency calculation formula is as follows:

[0069] f 固 = 1 / 2π√(k / m)

[0070] Among them, f 固 denoted as the natural frequency of the vibration absorber, k as the stiffness of the vibration reduction system, and m as the vibration reduction mass parameter.

[0071] Therefore, the stiffness of the vibration damping system is ultimately controlled by the current value of the corresponding solenoid valve, thereby controlling the natural frequency of the corresponding vibration absorber. When two adjacent structures of the seat are subjected to vibration excitation, the vibration signals in each direction at the connection point are fed back in real time. When the above correction conditions are met, the parameters in the frequency-current relationship diagram are adjusted and corrected in real time according to the vibration signal at the connection point. This can both attenuate the vibration of adjacent structures of the seat through correction and ensure the vibration damping effect as much as possible.

[0072] Furthermore, refer to Figure 4 As shown, the maximum vibration amplitude at the connection between adjacent structures of the corrected seat is no greater than 0.06 m / s. 2 That is, the maximum vibration amplitude of the adjacent structures of the seat is no greater than 0.06 m / s. 2 Compared to the maximum vibration amplitude before correction, it has been significantly reduced, and the fluctuation range of the overall vibration amplitude after correction has also been significantly reduced. This vibration reduction control method can significantly eliminate the vibration of adjacent structures of the seat at different frequencies, thus improving the user experience.

[0073] Furthermore, the vibration reduction control structure mainly includes a vibration absorber, a solenoid valve, a vibration sensor, a relay, and a controller. These components are integrated into a single unit to handle vibration reduction under various working conditions, such as vibrations caused by rough road surfaces, tire imbalance, or engine excitation. The vibration sensor acquires the actual vibration frequency and amplitude in at least one direction at the connection point of the adjacent structures of the seat within a preset time period. The preset time period can range from 1ms to 10ms. The controller uses a formula algorithm to couple the natural frequency of the vibration absorber with the vibration frequency at the connection point, thereby reducing the vibration of the adjacent structures of the seat. The seat structure includes a seat back, headrest, armrests, footrest, etc. For example, the headrest is directly installed on the upper part of the seat back and directly connected to it via a connecting structure.

[0074] Specifically, taking seat backrests and headrests as examples, when a vehicle travels on rough roads of varying degrees, the broadband excitation of the rough road surface increases, causing the seat backrests and headrests to vibrate with vibration peaks caused by their inherent frequencies. When the road surface becomes rough enough, and the vibration peak at the connection between the seat backrest and headrest meets the aforementioned triggering conditions within a preset time period, the relay is activated, inputting the vibration signal collected by the vibration sensor to the controller. Based on the direction, frequency, and amplitude of the acquired vibration data, and according to the calibrated frequency-current relationship diagram, the controller outputs a correction target frequency and corresponding current value that conforms to the vibration absorber. Furthermore, it continuously corrects the real-time changing parameters at the connection point, i.e., during the vibration of the seat backrest and headrest, ensuring that the real-time natural frequency of the vibration absorber matches the correction target frequency. This effectively attenuates the vibration of the seat backrest and headrest. Through this logic, the vibration absorber attenuates the vibration of the seat backrest and headrest during travel on rough roads. Of course, the vibration direction of the seat varies depending on the road surface, and this system can address vibration problems in different directions.

[0075] Specifically, during constant speed and acceleration, excessive tire imbalance can cause vibrations at different vehicle speeds due to the corresponding wheel rotation frequencies. As the part passengers directly contact, the vibrations from the seat back and headrest are transmitted to the most sensitive areas, allowing the driver and passengers to directly feel them. Similarly, when the vibration peak at the connection between the seat back and headrest meets the aforementioned triggering conditions within the preset time period, the inherent frequency is corrected in real-time according to the above logic. Likewise, engine rotation imbalance and ignition both cause varying degrees of vibration impact. In vehicles equipped with engines, regardless of idling or driving conditions, the engine vibration is transmitted to the vehicle body through the suspension system during combustion. Related components connected to the vehicle body will then vibrate, with vibration frequencies related to the engine speed and ignition frequency. The seat frame and headrest frame, as components connected to the vehicle body, will also experience changes in vibration amplitude, direction, and frequency with varying engine speeds, and their inherent frequencies can still be corrected in real-time according to the above logic. In addition, this vibration reduction control method is not limited to the three driving conditions mentioned above; it has wide applicability and is suitable for many scenarios.

[0076] Furthermore, the directions include the vehicle length direction and the vehicle width direction. Specifically, referring to the vehicle coordinate system, the vehicle length direction is defined as the X-axis, the vehicle width direction as the Y-axis, and the vehicle height direction as the Z-axis. From the perspective of calculation principles, correction in each direction requires a corresponding set of independent solenoid valves and vibration absorbers. In actual driving, seat vibration is generally in the vehicle length and width directions, i.e., the X and Y directions, while vibration in the Z direction is very rare and small. Therefore, from the perspective of production cost and subsequent maintenance cost, the directions specifically including the vehicle length and width directions can solve the problem that related technologies can only eliminate seat vibration of a single frequency and cannot solve the problem of simultaneous vibration of different structures of the seat, while also reducing production costs as much as possible.

[0077] This application also provides a vibration damping control device for an automobile seat, used for implementing the above-mentioned vibration damping control method, which mainly includes:

[0078] The information acquisition module is used to acquire vibration signals in at least one direction at the connection between adjacent structures of the seat at a preset time.

[0079] The information processing module is used to determine whether there is a correction object in the adjacent structure of the seat based on the vibration signal;

[0080] The information execution module, based on the judgment result of whether there is a correction object in the adjacent structure of the seat, selects the natural frequency of the vibration absorber in the corresponding direction of the connection to correct the vibration signal, so that the difference between the natural frequency of the vibration absorber after correction and the actual vibration frequency of the adjacent structure of the seat is within a preset difference range.

[0081] Furthermore, the vibration signal includes the actual vibration frequency and the actual vibration amplitude;

[0082] The information acquisition module is used to analyze the quantity distribution of the actual vibration amplitude relative to the preset threshold by comparing the actual vibration amplitude with the preset threshold, and is also used to determine whether there is a correction object in the adjacent structure of the seat based on the quantity distribution.

[0083] Furthermore, the information acquisition module is used to determine whether the actual vibration amplitude in the direction corresponding to the connection meets the requirement that at least two of the actual vibration amplitude values ​​are greater than a preset threshold for that direction, or to determine whether the actual vibration amplitude in the direction corresponding to the connection meets the requirement that at least one of the actual vibration amplitude values ​​is greater than a preset threshold for that direction. The information processing module is used to determine whether there is a correction target, and to correct the natural frequency of the vibration absorber in the direction corresponding to the connection based on the two largest actual vibration amplitude values ​​and their corresponding actual vibration frequencies, or based on the largest actual vibration amplitude value and its corresponding actual vibration frequency.

[0084] Furthermore, the information processing module includes a relay and a controller. The relay is used to transmit the two largest actual vibration amplitudes and their corresponding actual vibration frequencies in the corresponding direction to the controller, or to transmit the largest actual vibration amplitude and its corresponding actual vibration frequency in the corresponding direction to the controller. The controller is used to calculate the corrected target frequency in the direction based on the received actual vibration frequency and actual vibration amplitude, and to correct the natural frequency of the vibration absorber in the corresponding direction of the connection based on the calculated corrected target frequency.

[0085] Furthermore, the information execution module includes at least one vibration absorber and at least one solenoid valve. The current value and opening degree of the solenoid valve are used to calculate and determine the corrected target frequency in the corresponding direction based on the frequency-current relationship diagram of the direction calculated by the controller. The vibration absorber is located at the connection between adjacent structures of the seat and is used to adjust its natural frequency to the corresponding corrected target frequency according to the current value and opening degree of the solenoid valve.

[0086] Furthermore, the controller is used to determine the stiffness of the vibration damping system based on the current value and opening degree of the solenoid valve, and is also used to adjust the natural frequency of the vibration absorber to the corresponding corrected target frequency based on the stiffness of the vibration damping system combined with the natural frequency calculation formula.

[0087] The formula for calculating the natural frequency is:

[0088] f 固 = 1 / 2π√(k / m)

[0089] Among them, f 固 denoted as the natural frequency of the vibration absorber, k as the stiffness of the vibration reduction system, and m as the vibration reduction mass parameter.

[0090] Furthermore, the maximum vibration amplitude at the connection between adjacent structures of the seat, after modification, is no greater than 0.06 m / s. 2 .

[0091] Furthermore, the preset time ranges from 1ms to 10ms.

[0092] Furthermore, the direction includes the vehicle length direction and the vehicle width direction.

[0093] The module settings of this vibration reduction control device correspond one-to-one with the steps of the vibration reduction control method described above, and will not be elaborated further here.

[0094] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0095] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0096] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vibration damping control method for an automobile seat, characterized in that, The steps include: Acquire vibration signals in at least one direction at the connection point of adjacent structures of the seat at a preset time; Based on the vibration signal, determine whether there is a correction object in the adjacent structure of the seat; Based on the determination result of whether there is a correction object in the adjacent structure of the seat, the natural frequency of the vibration absorber in the corresponding direction of the connection is selected to correct the vibration signal, so that the difference between the natural frequency of the corrected vibration absorber and the actual vibration frequency of the adjacent structure of the seat is within the preset difference range. The step of determining whether there is a correction object in the adjacent structure of the seat based on the vibration signal includes: The vibration signal includes the actual vibration frequency and the actual vibration amplitude; The distribution of the actual vibration amplitude relative to the preset threshold is analyzed by comparing the actual vibration amplitude with the preset threshold. Based on the quantity distribution, it is determined whether there are any correction objects in the adjacent structures of the seat.

2. The vibration damping control method for an automobile seat as described in claim 1, characterized in that, The step of analyzing the distribution of the actual vibration amplitude relative to the preset threshold by comparing the actual vibration amplitude with the preset threshold, and determining whether there are correction objects in the adjacent structures of the seat based on the distribution, includes: If the actual vibration amplitude in the direction corresponding to the connection is greater than a preset threshold in the direction, it is determined whether there is a correction target. Based on the two largest actual vibration amplitudes and their corresponding actual vibration frequencies, the natural frequency of the vibration absorber in the direction corresponding to the connection is corrected. If not, then it is further determined whether the actual vibration amplitude in the direction corresponding to the connection meets the condition that at least one of the actual vibration amplitude values ​​is greater than a preset threshold in that direction. If so, it is determined that there is a correction target, and the natural frequency of the vibration absorber in the direction corresponding to the connection is corrected according to the actual vibration amplitude with the largest value and its corresponding actual vibration frequency.

3. The vibration damping control method for an automobile seat as described in claim 2, characterized in that, The determination that a correction target exists, and the correction of the natural frequency of the vibration absorber in the corresponding direction of the connection based on the two largest actual vibration amplitudes and their corresponding actual vibration frequencies, includes: If a correction target is determined, the relay is activated to transmit the two largest actual vibration amplitudes in the corresponding direction and their corresponding actual vibration frequencies to the controller. The controller calculates the corrected target frequency in that direction based on the received actual vibration frequency and actual vibration amplitude, and corrects the natural frequency of the vibration absorber in the corresponding direction of the connection based on the calculated corrected target frequency.

4. The vibration damping control method for an automobile seat as described in claim 3, characterized in that, The step of correcting the natural frequency of the vibration absorber in the corresponding direction at the connection point according to the calculated target frequency includes: The current value and opening degree of the solenoid valve in that direction are calculated based on the calculated corrected target frequency and the frequency-current relationship diagram in that direction. Adjust the natural frequency of the vibration absorber in this direction to the corresponding corrected target frequency based on the current value and opening degree of the solenoid valve.

5. The vibration damping control method for an automobile seat as described in claim 4, characterized in that, The step of adjusting the natural frequency of the vibration absorber in that direction to the corresponding corrected target frequency based on the current value and opening degree of the solenoid valve includes: The stiffness of the vibration damping system is determined based on the current value and opening degree of the solenoid valve. The natural frequency of the vibration absorber is adjusted to the corresponding corrected target frequency based on the formula for calculating the stiffness of the vibration reduction system combined with the natural frequency.

6. The vibration damping control method for an automobile seat as described in claim 1, characterized in that: The maximum vibration amplitude at the connection between adjacent structures of the seat, after correction, is no greater than 0.06 m / s. 2 .

7. The vibration damping control method for an automobile seat as described in claim 1, characterized in that: The preset time ranges from 1ms to 10ms.

8. The vibration damping control method for an automobile seat as described in claim 1, characterized in that: The directions include the vehicle length direction and the vehicle width direction.

9. A vibration damping control device for an automobile seat, used for implementing the vibration damping control method as described in claim 1, characterized in that, It includes: The information acquisition module is used to acquire vibration signals in at least one direction at the connection between adjacent structures of the seat at a preset time. The information processing module is used to determine whether there is a correction object in the adjacent structure of the seat based on the vibration signal; The information execution module, based on the judgment result of whether there is a correction object in the adjacent structure of the seat, selects the natural frequency of the vibration absorber in the corresponding direction of the connection to correct the vibration signal, so that the difference between the natural frequency of the corrected vibration absorber and the actual vibration frequency of the adjacent structure of the seat is within a preset difference range.

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