Vehicle seat robot that counteracts centrifugal force and prevents impact

Abstract

The present invention mainly relates to the field of passenger safety technology, and in particular to a vehicle seat robot that can counteract centrifugal force and prevent impact. The robot includes an active anti-sway structure and a control module; the active anti-sway structure includes a first base plate, a support seat, a swing frame, a plurality of swing arms and a first screw motor assembly, the lower side of the support seat is fixedly mounted on the first base plate, the upper side of the support seat has a first mounting seat, the outer side of the swing frame has a plurality of pins, one end of each swing arm is rotatably connected to one of the pins of the swing frame, and the other end of each swing arm is rotatably connected to a first mounting seat, the first screw motor assembly is mounted on the first base plate and has a first screw motor, the movable end of the first screw motor assembly is connected to the swing frame, and the first screw motor assembly is used to drive the swing frame to roll according to the first control signal sent by the control module to compensate for the centrifugal force.

Description

Technical Field

[0001] The present invention mainly relates to the technical field of passenger safety, and in particular to a vehicle seat robot capable of counteracting centrifugal force and preventing impact, and an anti-impact structure. Background Art

[0002] The impact force generated by inertia when the vehicle brakes suddenly will seriously affect the safety of the passengers. Secondly, the centrifugal force generated when the vehicle turns sharply will cause the passengers to shake, which will reduce the riding comfort of the passengers. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a robot and an anti-impact structure for a vehicle to solve the problem of shaking experienced by passengers when the vehicle turns and / or brakes suddenly.

[0004] To solve the above technical problems, the present invention provides a robot for a vehicle, comprising an active anti-roll structure and a control module; the active anti-roll structure comprises a first base plate, a support seat, a swing frame, a plurality of swing arms and a first screw motor assembly, the lower side of the support seat is fixedly mounted on the first base plate, the upper side of the support seat has a first mounting seat, the outer side of the swing frame has a plurality of pins, one end of each swing arm is rotatably connected to one of the pins of the swing frame, the other end of each swing arm is rotatably connected to a first mounting seat, the first screw motor assembly is mounted on the first base plate and has a first screw motor, the movable end of the first screw motor assembly is connected to the swing frame, and the first screw motor assembly is used to drive the swing frame to perform rolling motion according to a first control signal sent by the control module to compensate for centrifugal force; the control module is configured to: obtain the current vehicle posture data, determining the driving scene of the vehicle according to the vehicle posture data, and when the driving scene is a sharp turn, issuing the first control signal, the first control signal including the expected rotational speed of the first screw motor; wherein the control module calculates the expected rotational speed of the first screw motor including: calculating the expected compensation angle of centrifugal force according to the driving scene and the vehicle posture data; calculating the angle between the first swing arm located on one side of the swing frame and the ground according to the expected compensation angle and the kinematic equation of the active anti-roll structure; calculating the moving pair length of the first screw motor assembly according to the angle between the first swing arm and the ground and the installation position of the first screw motor; calculating the expected rotational speed of the first screw motor according to the moving pair length of the first screw motor assembly, the angle between the first swing arm and the ground and the expected compensation angle.

[0005] Optionally, the angle θ between the first swing arm and the ground is calculated by the following formula: 1 :

[0006]

[0007] in:

[0008] , ,

[0009] Among them, a is the distance between adjacent first mounting seats, b is the length of the multiple swing arms, c is the distance between adjacent pin shafts, α is the desired compensation angle, and the multiple swing arms, the upper side of the support seat and the swing frame constitute a four-bar linkage mechanism of the active anti-roll structure.

[0010] Optionally, the moving pair length l of the first screw motor assembly is calculated by the following formula: CF :

[0011]

[0012] Where x 0 and 0 They are respectively the horizontal coordinate and the vertical coordinate of the rotation axis of the first screw motor in the coordinate system with the first mounting seat as the origin.

[0013] Optionally, the expected speed n of the first screw motor is calculated by the following formula: d1 :

[0014]

[0015]

[0016] Where: d(·) represents the differential operator, and D is the lead of the screw.

[0017] Optionally, the first screw motor assembly also includes a first screw nut, a first screw motor seat and a first screw nut seat; wherein, the first screw motor is fixed to the first base plate through the first screw motor seat, the first screw motor is rotatably connected to the first screw nut, the first screw nut is connected to the swing frame through the first screw nut seat, and the first screw motor is used to drive the first screw nut to move in a straight line along a direction perpendicular to the travel direction of the vehicle according to a first control signal, driving the swing frame to roll to compensate for centrifugal force.

[0018] Optionally, the distance between adjacent first mounting seats is smaller than the distance between adjacent pin shafts, so that the intersection of the direction extension lines of the multiple swing arms is the rotation center of the active anti-roll structure, and the height of the rotation center is greater than or equal to the center of gravity of a human body sitting on the seat.

[0019] Optionally, the distance between adjacent first mounting seats is 170-200 mm, and the distance between adjacent pin shafts is 270-290 mm.

[0020] Optionally, it also includes an anti-impact structure, which includes a second base plate, a pitch rotation axis seat, a pitch rotation axis and a second screw motor assembly. The second base plate and the first base plate are rotatably connected via the pitch rotation axis seat and the pitch rotation axis. The fixed end of the second screw motor assembly is connected to the second base plate, and the movable end of the second screw motor assembly is connected to the support seat. The second screw motor assembly is used to drive the active anti-roll mechanism to perform pitch motion according to a second control signal sent by the control module to absorb the inertial force during impact.

[0021] Optionally, the second screw motor assembly includes: a second screw motor, a second screw nut, a second screw motor seat and a second screw nut seat; wherein the support seat has a cavity for accommodating the second screw motor, the second screw motor is fixed to the second base plate through the second screw motor seat, the second screw motor is rotatably connected to the second screw nut, the second screw nut is connected to the support seat through the second screw nut seat, and the second screw motor is used to drive the second screw nut to perform linear motion along the normal direction of the second base plate according to the second control signal, thereby driving the active anti-roll mechanism to perform pitch motion to absorb the inertial force during impact.

[0022] Optionally, the second screw motor assembly includes: a second screw motor, a second screw nut, a second screw motor seat, a second screw nut seat and multiple pitch swing arms; wherein, the first base plate has a first swing arm shaft seat, the second base plate has a second swing arm shaft seat, one end of one of the multiple pitch swing arms is rotatably connected to the first swing arm shaft seat, and the other end is rotatably connected to the second screw nut seat, one end of one of the multiple pitch swing arms is rotatably connected to the second swing arm shaft seat, and the other end is rotatably connected to the second screw nut seat, the second screw motor is fixed to the second base plate through the second screw motor seat, the second screw motor is rotatably connected to the second screw nut, the second screw nut is connected to the second screw nut seat, the second screw motor is used to drive the second screw nut to perform linear motion in a direction parallel to the second base plate according to the second control signal, and the second screw nut drives the active anti-roll mechanism to perform pitch motion through the pitch swing arm to absorb the inertia force during impact.

[0023] Optionally, the control module is further configured to send a second control signal when the vehicle is in a sudden braking or sudden acceleration scenario, wherein the second control signal includes a desired rotation speed of the second screw motor;

[0024] Among them, the control module calculates the expected speed of the second screw motor, including: calculating the expected pitch angle according to the driving scenario and the vehicle posture data; calculating the expected position of the second screw nut according to the expected pitch angle and the kinematic equation of the anti-impact structure; calculating the expected speed of the second screw motor according to the expected position of the second screw nut and the expected pitch angle.

[0025] Optionally, the desired position of the second screw nut is calculated by the following formula:

[0026]

[0027] Among them, l LN is the length from the second lead screw nut to the rotation axis of the second lead screw motor, l is the length from the rotation axis of the second lead screw motor to the pitch axis, n is the length from the pitch axis to the second lead screw nut, and β is the desired pitch angle.

[0028] Optionally, the expected speed n of the second screw motor is calculated by the following formula: d2 :

[0029]

[0030]

[0031] Where: d(·) represents the differential operator, is the desired pitch angular velocity, and D is the lead of the screw.

[0032] Optionally, the vehicle posture data includes longitudinal vehicle speed, steering wheel angle, brake pedal signal and corrected longitudinal acceleration.

[0033] Optionally, the corrected longitudinal acceleration is calculated by the following formula:

[0034]

[0035] Among them, a t (k) is the corrected longitudinal acceleration, a y (k) is the longitudinal acceleration obtained from the vehicle-mounted IMU sensor, v y (k) is the current longitudinal vehicle speed obtained from the on-board automatic diagnostic system, v y (k-1) is the longitudinal vehicle speed at the previous moment, Δt is the sampling interval, and h is the complementary filter coefficient and takes a value between 0 and 1.

[0036] Optionally, determining a driving scene of a vehicle according to the vehicle posture data includes:

[0037] When the longitudinal vehicle speed is less than or equal to a first threshold value, and the steering wheel angle is greater than a second threshold value, determining that the driving scene of the vehicle is a sharp turn;

[0038] When the brake pedal signal exists and the corrected longitudinal acceleration is greater than a third threshold, determining that the driving scene of the vehicle is an emergency brake;

[0039] When the brake pedal signal does not exist and the corrected longitudinal acceleration is greater than a fourth threshold, it is determined that the driving scene of the vehicle is a sudden acceleration.

[0040] Optionally, the control module is also used to obtain an entertainment control signal, and generate a third control signal and a fourth control signal according to the entertainment control signal; the active anti-roll structure is used to drive the seat surface to roll according to the third control signal to simulate a left and right shaking scene; the anti-impact structure is used to drive the active anti-roll mechanism and the seat surface to pitch according to the fourth control signal to simulate a front and back shaking scene.

[0041] In order to solve the above technical problems, the present invention provides an anti-impact structure, comprising:

[0042] A first base plate, a second base plate, a pitch rotation axis seat, a pitch rotation axis, a second screw motor assembly and a control module, the second base plate and the first base plate are rotationally connected via the pitch rotation axis seat and the pitch rotation axis, the fixed end of the second screw motor assembly is connected to the second base plate, the movable end of the second screw motor assembly is connected to the first base plate, and the second screw motor assembly is used to drive the first base plate to perform pitch motion according to a second control signal sent by the control module to absorb the inertial force during impact.

[0043] Optionally, the second screw motor assembly includes: a second screw motor, a second screw nut, a second screw motor seat and a second screw nut seat; wherein, the second screw motor is fixed to the second base plate through the second screw motor seat, the second screw motor is rotatably connected to the second screw nut, the second screw nut is connected to the first base plate through the second screw nut seat, and the second screw motor is used to drive the second screw nut to move linearly along the normal direction of the second base plate according to the second control signal, thereby driving the first base plate to perform pitch motion to absorb the inertia force during impact.

[0044] Optionally, the second screw motor assembly includes: a second screw motor, a second screw nut, a second screw motor seat, a second screw nut seat and multiple pitch swing arms; wherein, the first base plate has a first swing arm shaft seat, the second base plate has a second swing arm shaft seat, one end of one of the multiple pitch swing arms is rotatably connected to the first swing arm shaft seat, and the other end is rotatably connected to the second screw nut seat, one end of one of the multiple pitch swing arms is rotatably connected to the second swing arm shaft seat, and the other end is rotatably connected to the second screw nut seat, the second screw motor is fixed to the second base plate through the second screw motor seat, the second screw motor is rotatably connected to the second screw nut, the second screw nut is connected to the second screw nut seat, the second screw motor is used to drive the second screw nut to perform linear motion in a direction parallel to the second base plate according to the second control signal, and the second screw nut drives the first base plate to perform pitch motion through the pitch swing arm to absorb the inertia force during impact.

[0045] Optionally, the control module is also used to send a second control signal when the vehicle's driving scenario is sudden braking or sudden acceleration, and the second control signal includes the expected speed of the second screw motor; wherein the control module calculates the expected speed of the second screw motor including: calculating the expected pitch angle according to the driving scenario and the vehicle posture data; calculating the expected position of the second screw nut according to the expected pitch angle and the kinematic equation of the anti-impact structure; and calculating the expected speed of the second screw motor according to the expected position of the second screw nut and the expected pitch angle.

[0046] Optionally, the desired position of the second screw nut is calculated by the following formula:

[0047]

[0048] Among them, l LN is the length from the second lead screw nut to the rotation axis of the second lead screw motor, l is the length from the rotation axis of the second lead screw motor to the pitch axis, n is the length from the pitch axis to the second lead screw nut, and β is the desired pitch angle.

[0049] Compared with the prior art, the present invention has the following advantages:

[0050] The robot used for vehicles of the present invention can realize the recognition of various complex road conditions and driving behaviors, and drive the active anti-sway structure to compensate for the centrifugal force movement of the seat according to the recognition results, and calculate the expected rotation speed of the motor according to the expected compensation angle and the expected angular velocity. The seat movement process is smooth and silky, which reduces the sense of frustration and improves the riding comfort; and the active anti-sway structure includes multiple swing arms, and the intersection of the extended lines of the swing arms is the virtual rotation center of the active anti-sway structure. The height of the virtual rotation center is greater than or equal to the center of gravity of the human body sitting on the seat, and the arc of the human body swinging with the swing frame is greatly reduced, so that although the seat rotates, the displacement of the corresponding center of gravity of the human body is very small. And because the load force arm from the center of gravity to the virtual rotation center is shortened, the driving torque can be relatively reduced, so the thrust of the push rod motor required to be provided is greatly reduced, reducing the consumption of the vehicle power supply;

[0051] The robot for vehicles of the present invention can also drive the anti-impact structure to lift the active anti-sway structure and the seat surface when braking suddenly, so as to offset the inertial force in the forward direction of the car, so that passengers will not easily leave the seat surface, thereby improving riding comfort and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The accompanying drawings are included to provide a further understanding of the present application. They are included and constitute a part of the present application. The accompanying drawings illustrate embodiments of the present application and together with the present specification serve to explain the principles of the present application. In the accompanying drawings:

[0053] Figure 1 4 is a schematic structural diagram of a robot for a vehicle according to an embodiment of the present invention.

[0054] Figure 2 yes Figure 1 Exploded schematic of the robot used in the vehicle.

[0055] Figure 3 yes Figure 1 Schematic diagram of the anti-impact structure and active anti-roll structure.

[0056] Figure 4 It is a structural diagram of the active anti-roll structure when it is in rolling motion.

[0057] Figure 5 The flowchart of an embodiment of the control module calculating the expected rotation speed of the first lead screw motor.

[0058] Figure 6 It is the kinematic principle diagram of the active anti-roll structure.

[0059] Figure 7A to Figure 7C It is a structural schematic diagram of the serial robot in different rolling motions.

[0060] Figure 8It is a schematic diagram of the relationship between the virtual rotation center of the active anti-roll structure and the center of gravity of the human body.

[0061] Fig. 9 FIG. 4 is a schematic diagram of the dimensions of an active anti-roll structure according to an embodiment of the present invention.

[0062] Fig.10 It is a structural schematic diagram of the anti-impact structure when it is in pitch motion.

[0063] Figure 11A to Figure 11C It is a schematic diagram of the anti-impact structure in different states of pitch motion.

[0064] Fig.12 is a flow chart of a control algorithm of a control module according to an embodiment of the present invention.

[0065] Fig.13 The flowchart of an embodiment of the control module calculating the expected rotation speed of the second lead screw motor.

[0066] Fig.14 is a schematic diagram of an impact-proof structure according to another embodiment of the present invention. DETAILED DESCRIPTION

[0067] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for the description of the embodiments. Obviously, the drawings described below are only some examples or embodiments of the present application. For ordinary technicians in this field, the present application can also be applied to other similar scenarios based on these drawings without creative work. Unless it is obvious from the language environment or otherwise explained, the same reference numerals in the figures represent the same structure or operation.

[0068] Figure 1 Schematic diagram of the structure of a car seat according to an embodiment of the present invention. Figure 1 As shown, the car seat 100 includes a seat surface 3 and a robot for a vehicle. The robot for a vehicle includes an active anti-roll structure 2 and a control module 4. Optionally, the robot for a vehicle also includes an anti-impact structure 1. The seat surface 3, the active anti-roll structure 2 and the anti-impact structure 1 are arranged in sequence from top to bottom.

[0069] The control module 4 is configured to obtain the current vehicle posture data, determine the driving scene of the vehicle according to the vehicle posture data, and send a first control signal when the driving scene is a sharp turn. When the driving scene is a sudden brake or a sudden acceleration, a second control signal is sent. The active anti-roll structure 2 is used to drive the seat surface 3 to roll according to the first control signal to compensate for the centrifugal force. The anti-impact structure 1 is used to drive the active anti-roll mechanism 2 and the seat surface 3 to pitch according to the second control signal to absorb the inertial force during the impact.

[0070] Figure 2 yes Figure 1 Schematic diagram of the exploded structure of a car seat. Figure 3 yes Figure 1 Schematic diagram of the anti-impact structure and active anti-roll structure.

[0071] like Figure 2 As shown, the active anti-roll structure 2 includes a first base plate 21, a plurality of swing arms 22, a support seat 23, a swing frame 24 and a first screw motor assembly.

[0072] Optionally, the first screw motor assembly includes a first screw motor 251 , a first rod nut 252 , a first screw motor seat 253 and a first screw nut seat 254 .

[0073] like Figure 3 As shown, the lower side of the support seat 23 is fixedly mounted on the first base plate 21, and the upper side of the support seat has a first mounting seat 231. The outer side of the swing frame 24 has a plurality of pins 241. One end of the swing arm 22 is rotatably connected to the pin 241 of the swing frame, and the other end is rotatably connected to the first mounting seat 231. The first screw motor 251 is fixed to the first base plate 21 through the first screw motor seat 253. The first screw motor 251 is rotatably connected to the first screw nut 252. The first screw nut 252 is connected to the swing frame 24 through the first screw nut seat 254. When the first screw motor 251 rotates, the first screw nut 252 performs a linear motion in a direction perpendicular to the direction of the vehicle's travel, driving the swing frame 24 to perform a rolling motion to compensate for the centrifugal force.

[0074] Optionally, the first screw motor assembly includes a first screw motor 251 and a first screw motor seat 253. The first screw motor 251 is fixed to the first base plate 21 through the first screw motor seat 253. The screw of the first screw motor 251 is directly connected to the swing frame 24. When the first screw motor 251 rotates, the screw of the first screw motor 251 moves linearly in a direction perpendicular to the direction of the vehicle's travel, pushing and pulling the swing frame 24 to roll to compensate for the centrifugal force.

[0075] Figure 4 is a schematic diagram of the structure of the active anti-roll structure when it is in rolling motion. Figure 4As shown, when the active anti-roll structure is subjected to the centrifugal force F3 to the right, the first screw motor 251 drives the first screw nut 252 to move linearly along the first direction D1. In this embodiment, the rotation direction of the first screw motor 251 is to increase the length between the first screw nut 252 and the rotation axis of the first screw motor 251, and the first screw nut 252 drives the swing frame 24 to rotate in the counterclockwise direction. At this time, the swing frame 24 is in an inclined state, and the passenger is subjected to the support force F1 perpendicular to the direction of the swing frame 24 and the gravity F2 of the passenger. The combined force of the support force F1 and the gravity F2 is opposite to the direction of the centrifugal force F3, which can offset part of the centrifugal force. Among them, the length between the first screw nut 252 and the rotation axis of the first screw motor 251 is called the moving pair length of the first screw motor assembly. The first control signal sent by the control module 4 includes the desired speed of the first screw motor 251.

[0076] Figure 5 FIG. 1 is a flow chart of an embodiment of a control module calculating the expected rotation speed of the first screw motor. Figure 5 As shown, calculating the expected speed of the first screw motor includes:

[0077] Step S51: Calculate the expected compensation angle of the centrifugal force according to the driving scene and the vehicle posture data.

[0078] Optionally, the vehicle posture data includes but is not limited to vehicle angular velocity, vehicle angular acceleration, steering wheel angle, longitudinal vehicle speed, brake pedal signal and corrected longitudinal acceleration.

[0079] Optionally, the desired compensation angle α is calculated by the following formula:

[0080]

[0081] Among them, S i is the scene compensation coefficient, δ is the vehicle angular velocity, is the vehicle angular acceleration, β is the steering wheel angle, k 1 , k 2 , k 3 are the first coefficient, the second coefficient and the third coefficient respectively. For driving scenes with large centrifugal force, the scene compensation coefficient S i The larger the angle, the greater the compensation coefficient. For example, the compensation coefficient for a sharp turn is greater than the compensation coefficient for a high-speed lane change. In addition, the expected compensation angle is proportional to the vehicle angular velocity, the vehicle angular acceleration, and the steering wheel angle.

[0082] Step S52: Calculate the angle between the first swing arm located on one side of the swing frame and the ground according to the desired compensation angle and the kinematic equation of the active anti-roll structure.

[0083] Figure 6 is the kinematic principle diagram of the active anti-roll structure. Figure 6 As shown in the figure, from the perspective of mechanism, connecting rods AC, CD, BD and frame AB form a planar four-bar linkage. The moving pair CF and connecting rod AC form a crank moving guide rod mechanism. 0 is the virtual rotation center of the stationary state, G 1 is the virtual rotation center of the tilt state. Among them, the connecting rod AC is also called the first swing arm, and the angle between the first swing arm and the ground is the angle θ between the connecting rod AC and the ground 1 The connecting rod BD is also called the second swing arm, and the angle between the second swing arm and the ground is the angle θ between the connecting rod BD and the ground. 2 The connecting rod CD is the swing frame, and the angle between the connecting rod CD and the ground is the desired compensation angle α.

[0084] For the planar four-bar linkage, the kinematic equation is:

[0085]

[0086] Among them, the length of frame AB (i.e. the distance between adjacent first mounting seats) is a, the length of connecting rods AC and BD is b, the length of connecting rod CD (i.e. the distance between adjacent pins) is c, and the angles between connecting rods AC and BD and the ground are θ respectively. 1 ,θ 2 , the angle between the connecting rod CD and the ground is α.

[0087] For the planar four-bar linkage, the angle θ between the connecting rod AC and the ground can be calculated by the elimination method. 1 :

[0088]

[0089] in:

[0090] , ,

[0091] Among them, a is the distance between adjacent first mounting seats, b is the length of multiple swing arms, c is the distance between adjacent pin shafts, α is the desired compensation angle, and multiple swing arms, the upper side of the support seat and the swing frame constitute a four-bar linkage mechanism of the active anti-roll structure.

[0092] Step S53: Calculate the moving pair length of the first screw motor assembly according to the angle between the first swing arm and the ground and the installation position of the first screw motor.

[0093] For the crank movable guide rod mechanism, the length l of the movable pair CF can be calculated by the following formula CF :

[0094]

[0095] Among them, x 0 and 0 They are respectively the horizontal and vertical coordinates of the fixed end of the screw in the coordinate system with point A as the origin.

[0096] Step S54: Calculate the expected rotation speed of the first screw motor according to the length of the moving pair of the first screw motor assembly, the angle between the first swing arm and the ground, and the expected compensation angle.

[0097] 1) Differentiate the length of the moving pair of the first screw motor assembly, the angle between the first swing arm and the ground, and the desired compensation angle by chain derivation rule to calculate the desired movement speed of the moving pair. Optionally, the desired movement speed of the moving pair can be calculated by the following formula: CF :

[0098]

[0099] Where: d(·) represents the differential operator, α is the desired compensation angle, θ 1 is the angle between the first swing arm and the ground, l CF is the moving pair length of the first screw motor assembly.

[0100] 2) Calculate the expected rotation speed of the first lead screw motor according to the expected movement speed of the moving pair and the lead of the lead screw.

[0101] Optionally, the expected speed n of the first screw motor is calculated by the following formula: d1 :

[0102]

[0103] in, CF is the expected movement speed of the moving pair, in m / s; D is the lead of the screw, in m; n d1 is the expected speed of the first screw motor, in rad / s.

[0104] The robot used in vehicles of the present invention can realize the recognition of various complex road conditions and driving behaviors, drive the active anti-roll structure to compensate for the centrifugal force motion of the seat according to the recognition results, and calculate the expected rotation speed of the motor according to the expected compensation angle and the expected angular velocity. The seat movement process is smooth and silky, which reduces the sense of frustration and improves the riding comfort.

[0105] Figure 7A to Figure 7C It is a schematic diagram of the structure of the robot used for the vehicle in different rolling motions. Figure 7B As shown, the distance between adjacent first mounting seats 231 is smaller than the distance between adjacent pin shafts 241 , so that the intersection of the direction extension lines of the plurality of swing arms is the virtual rotation center Z of the active anti-roll structure 2 .

[0106] Figure 8 This is a schematic diagram of the relationship between the virtual rotation center of the active anti-roll structure and the center of gravity of the human body. Figure 8 As shown, the height of the virtual rotation center Z is greater than or equal to the center of gravity G of the human body sitting on the seat. The present invention, firstly, drives the swing frame to rotate around the virtual rotation center Z according to the vehicle posture information, so that the centrifugal force generated by the vehicle turning can be well reduced, thereby improving the riding comfort. Secondly, since the height of the virtual rotation center is greater than or equal to the center of gravity of the human body sitting on the seat, the arc of the human body swinging with the swing frame is greatly reduced, so that although the seat rotates, the displacement of the corresponding center of gravity of the human body is very small (0~15mm). And since the load arm from the center of gravity to the virtual rotation center is shortened, the driving torque can be relatively reduced, so the thrust of the push rod motor required to be provided is greatly reduced, reducing the consumption of the vehicle power supply.

[0107] In order to make the seat more comfortable, the present invention designs the size relationship of the active anti-roll structure. Preferably, the distance between adjacent first mounting seats 231 is 170-200 mm, and the distance between adjacent pins 241 is 270-290 mm. At this time, when the swing frame 24 rolls, the horizontal displacement between the virtual rotation center and the center of gravity of the human body is less than 1 mm. Fig. 9 FIG. 1 is a schematic diagram of the dimensions of an active anti-roll structure according to an embodiment of the present invention. Fig. 9 As shown, when the distance between adjacent first mounting seats 231 is 200 mm, the distance between adjacent pins 241 is 290 mm, the length of the swing arm is 87 mm, and when the swing angle between the swing frame 24 and the horizontal plane is 8.6 degrees, the horizontal displacement between the rotation center and the center of gravity of the human body is about 0.15 mm. In other words, the active anti-sway structure of the present application forms an axis area with a relative horizontal displacement close to zero during the four-bar swing process. This area is also the center of gravity of an adult sitting posture. Compared with the structure with the motor placed below, the horizontal displacement is reduced by about 70 times, so the comfort of anti-sway is better.

[0108] like Figure 2 As shown, the impact protection structure 1 includes a second bottom plate 11, a pitch shaft seat 12, a pitch shaft 13 and a second screw motor assembly. Optionally, the second screw motor assembly includes a second screw motor 141, a second screw nut 142, a second screw motor seat 143 and a second screw nut seat 144.

[0109] like Figure 3As shown, the second base plate 11 and the first base plate 21 are rotatably connected through the pitch shaft seat 12 and the pitch shaft 13. The support seat 23 has a cavity for accommodating the second screw motor 141, and the second screw motor 141 is fixed to the second base plate 11 through the second screw motor seat 143. The second screw motor 141 is rotatably connected to the second screw nut 142. The second screw nut 142 is connected to the support seat 23 through the second screw nut seat 144. When the second screw motor 141 rotates, the second screw nut 142 moves linearly along the normal direction of the second base plate 11, driving the active anti-roll mechanism 2 and the seat surface 3 to do pitch motion to absorb the inertial force during impact.

[0110] Optionally, the second floor panel 11 is a car floor panel. Fig.10 It is a schematic diagram of the structure of the anti-impact structure when it is in pitch motion. Fig.10 As shown, when encountering an emergency brake, the passenger is subjected to the inertial force F4 in the forward direction (to the left), and at this time, the second screw motor 141 drives the second screw nut 142 to move linearly along the second direction D2 according to the second control signal. In this embodiment, the rotation direction of the second screw motor 141 is to reduce the length between the second screw nut 142 and the second screw motor 141, and the second screw nut 142 pulls the swing frame 24 to rotate in the clockwise direction. At this time, the swing frame 24 is in a head-up state, and the passenger is subjected to the support force F5 perpendicular to the direction of the swing frame 24 and its own gravity F2. The combined force of the support force F1 and the gravity F2 is opposite to the inertial force F3, which can offset part of the centrifugal force. In other words, when encountering an emergency brake, the second screw motor assembly lifts the front of the seat to resist the inertial force F4, so that the passenger will not easily leave the seat surface, thereby improving riding comfort and safety.

[0111] Figure 11A to Figure 11C It is a schematic diagram of the anti-impact structure in different states of pitch motion. Fig.11A As shown in FIG. 1 , when the length between the second screw nut and the second screw motor increases, the seat surface rotates counterclockwise around the pitch rotation center P, and the seat surface is in a top-down state. Fig. 11C As shown, when the length between the second screw nut and the second screw motor decreases, the seat surface rotates clockwise around the pitch rotation center P, and the seat surface is in an upward-looking state.

[0112] like Figure 1 As shown, the control module 4 can be fixed on the second bottom plate 11. The control module 4 is used to control the movement of the anti-impact structure 1 and the active anti-roll structure 2. The control module 4 includes a control algorithm, which is mainly used to solve the compensation of inertia force during the lateral and longitudinal movement of the vehicle, specifically divided into compensation of human body inertia force when the vehicle brakes and compensation of centrifugal force on the human body when the vehicle turns sharply. The structural parts of these two functions are the anti-impact structure and the active anti-roll structure respectively.

[0113] Fig.12 FIG. 1 is a flow chart of a control algorithm of a control module according to an embodiment of the present invention. Fig.12 As shown, the control algorithm of the control module includes:

[0114] Step S1: Obtain current vehicle posture data;

[0115] Optionally, the vehicle posture data includes but is not limited to longitudinal vehicle speed, steering wheel angle, brake pedal signal and corrected longitudinal acceleration.

[0116] Optionally, the control module obtains the current vehicle posture data including:

[0117] The control module obtains longitudinal vehicle speed, steering wheel angle and brake pedal signal from the on-board diagnostic system (OBD).

[0118] The control module obtains longitudinal acceleration, etc. from the on-board IMU sensor.

[0119] The corrected longitudinal acceleration is calculated based on the longitudinal vehicle speed and the longitudinal acceleration.

[0120] Optionally, the corrected longitudinal acceleration is calculated by the following formula:

[0121]

[0122] Among them, a t (k) is the corrected longitudinal acceleration, a y (k) is the longitudinal acceleration obtained from the vehicle-mounted IMU sensor, v y (k) is the current longitudinal vehicle speed obtained from the on-board automatic diagnostic system, v y (k-1) is the longitudinal vehicle speed at the previous moment, Δt is the sampling interval, and h is the complementary filter coefficient and takes a value between 0 and 1.

[0123] The reason why the longitudinal acceleration needs to be corrected is that the longitudinal vehicle speed signal obtained by OBD can be used to obtain the longitudinal acceleration of the vehicle after differentiation, but this method will have problems such as noise amplification and sensitivity to initial parameters; in addition, the longitudinal acceleration signal directly obtained by IMU will also have problems such as high-frequency noise and sensitivity to temperature; therefore, the present invention adopts a complementary filter, which takes into account the advantages of both measurements and avoids dependence on a single sensor. In other words, the size of the complementary filter coefficient h determines whether the complementary filter trusts the result of OBD differentiation more or the result of IMU more. The algorithm will monitor the two signals during operation and then adjust them in real time. , to obtain the best a t (k) Estimated value.

[0124] Step S2: Perform data feature analysis on the acquired vehicle posture data.

[0125] For example, the peak size of the vehicle posture data signal, the duration of the peak, the signal trend and the warping, etc.

[0126] Step S3: Determine the current driving scene of the vehicle based on the data features.

[0127] Optionally, determining the driving scene of the vehicle according to the vehicle posture data includes:

[0128] When the longitudinal vehicle speed is less than or equal to a first threshold and the steering wheel angle is greater than a second threshold, it is determined that the driving scene of the vehicle is a sharp turn.

[0129] When the longitudinal vehicle speed is greater than the first threshold and the steering wheel angle is less than the fifth threshold, it is determined that the driving scenario of the vehicle is a high-speed lane change.

[0130] When the brake pedal signal exists and the corrected longitudinal acceleration is greater than a third threshold, it is determined that the driving scene of the vehicle is an emergency brake;

[0131] When the brake pedal signal does not exist and the corrected longitudinal acceleration is greater than the fourth threshold, it is determined that the driving scenario of the vehicle is a sudden acceleration.

[0132] Step S4: determining an expected trajectory of seat inertia force compensation according to the driving scenario, and determining an expected rotation speed of the motor according to the expected trajectory.

[0133] The movement mode of the seat's anti-impact structure and active anti-roll structure is determined according to the driving scenario status, and then the inertial force is compensated in real time. The inertial force here includes the inertial force of the human body during braking and the centrifugal force exerted on the human body during sharp turns.

[0134] Taking the seat anti-impact structure control algorithm during braking as an example, when the driving scene is sudden braking or sudden acceleration, a second control signal is issued. The second control signal includes the expected speed of the second screw motor. The control module is also used to calculate the expected speed of the second screw motor.

[0135] Fig.13 FIG. 1 is a flow chart of an embodiment of a control module calculating the expected rotation speed of the second screw motor. Fig.13 As shown, calculating the expected speed of the second screw motor includes:

[0136] Step S41: Calculate the expected pitch angle according to the driving scene and vehicle posture data.

[0137] For example, the desired compensation angle β is calculated by the following formula:

[0138]

[0139] Among them, S i is the scene compensation coefficient, k4 is the fourth coefficient, a t (k) is the corrected longitudinal acceleration.

[0140] For driving scenes with large impact force, the scene compensation coefficient S i The larger the angle, the greater the vertical acceleration. For example, the compensation coefficient for an emergency brake scenario is greater than the compensation coefficient for a slow brake scenario. In addition, the expected pitch angle is proportional to the corrected longitudinal acceleration.

[0141] Step S42: Calculate the desired position of the second screw nut according to the desired pitch angle and the kinematic equation of the anti-impact structure.

[0142] like Fig.10 As shown, the position of the pitch axis is the pitch rotation center P, the second screw motor rotation axis L, and the second screw nut rotation center N. It can be seen that the seat is installed on the first base plate 21, and controlling the pitch movement of the seat is to control the movement angle of the first base plate 21, and the movement angle of the first base plate 21 is determined by the length of the moving pair LN.

[0143] Optionally, the desired position of the second screw nut is calculated by the following formula:

[0144]

[0145] Among them, l LN is the length from the second screw nut rotation center N to the second screw motor rotation axis L, l is the length from the second screw motor rotation axis L to the pitch rotation center Pn, n is the length from the pitch rotation center P to the second screw nut rotation center N, and β is the desired pitch angle.

[0146] Step S43: Calculate the expected rotation speed of the second lead screw motor according to the expected position and the expected pitch angle of the second lead screw nut.

[0147] The motion speed of the moving pair LN can be further calculated by the chain derivation rule, namely:

[0148]

[0149] Where: d(·) represents the differential operator.

[0150] In this example, the motor-screw transmission mode is used as the driving mode of the moving pair LN, and the expected speed of the motor is calculated as follows:

[0151]

[0152] Where: D is the lead of the screw, in m; n d2 is the expected rotation speed of the second lead screw motor, in rad / s.

[0153] Optionally, the control module is also used to obtain an entertainment control signal, and generate a third control signal and a fourth control signal according to the entertainment control signal; the active anti-roll structure is used to drive the seat surface to roll according to the third control signal to simulate a left-right shaking scene; the anti-impact structure is used to drive the active anti-roll mechanism and the seat surface to pitch according to the fourth control signal to simulate a forward and backward shaking scene. For example, the present invention can be reversed to become an entertainment dynamic seat with a roll and pitch mechanism, and a pre-made road map program combined with dynamic movies and games can realize the dynamic vehicle seat function.

[0154] This application also protects an impact-proof structure separately. Figure 2 and Figure 3 As shown, at this time, the anti-impact structure includes a first base plate 21, a second base plate 11, a pitch shaft seat 12, a pitch shaft 13, a second screw motor assembly and a control module 4. The second base plate 11 and the first base plate 21 are rotatably connected through the pitch shaft seat 12 and the pitch shaft 13. The fixed end of the second screw motor assembly is connected to the second base plate 11, and the movable end of the second screw motor assembly is connected to the first base plate 21. The second screw motor assembly is used to drive the first base plate 21 to perform pitch motion according to the second control signal sent by the control module 4 to absorb the inertial force during impact.

[0155] like Figure 3 As shown, the second screw motor assembly includes a second screw motor 141, a second screw nut 142, a second screw motor seat 143 and a second screw nut seat 144. The second base plate 11 and the first base plate 21 are rotatably connected through the pitch shaft seat 12 and the pitch shaft 13. The second screw motor 141 is fixed to the second base plate 11 through the second screw motor seat 143. The second screw motor 141 is rotatably connected to the second screw nut 142. The second screw nut 142 is connected to the first base plate 21 through the second screw nut seat 144. When the second screw motor 141 rotates, the second screw nut 142 moves linearly along the normal direction of the second base plate 11, driving the first base plate 21 to do pitch motion to absorb the inertial force during impact.

[0156] Fig.14 FIG. 1 is a schematic diagram of an anti-impact structure according to another embodiment of the present invention. Fig.14 As shown, in this embodiment, the second screw motor assembly includes a second screw motor 141 , a second screw nut 142 , a second screw motor seat 143 , a second screw nut seat 144 and a plurality of pitch swing arms 145 .

[0157] The first base plate 21 has a first swing arm shaft seat 211, and the second base plate 11 has a second swing arm shaft seat 111. One end of one of the pitch swing arms 145 is rotatably connected to the first swing arm shaft seat 211, and the other end is rotatably connected to the second screw nut seat 144. One end of another pitch swing arm 145 is rotatably connected to the second swing arm shaft seat 111, and the other end is rotatably connected to the second screw nut seat 144. The second screw motor 141 is fixed to the second base plate 11 through the second screw motor seat 143. The second screw motor 141 is rotatably connected to the second screw nut 142, and the second screw nut 142 is connected to the second screw nut seat 144. The second screw motor 141 is used to drive the second screw nut to perform linear motion along the third direction D3 according to the second control signal. The second screw nut 142 drives the first base plate 21 to perform pitch motion with the pitch shaft 13 as the rotation center through the pitch swing arm 145 to absorb the inertial force during impact.

[0158] Figure 3 The anti-collision structure 1 in the robot for vehicles shown can also be replaced by Fig.14 The anti-impact structure shown. At this time, the second screw motor assembly included in the anti-impact structure can be one or more. For example, the anti-impact structure includes two second screw motor assemblies that are symmetrical along the driving direction of the vehicle. The two second screw motor assemblies synchronously drive the first base plate 21 to perform a pitch motion with the pitch rotation axis 13 as the rotation center to absorb the inertial force during the impact.

[0159] Optionally, the control module 4 is configured to send a second control signal when the vehicle is in a sudden braking or sudden acceleration scenario, and the second control signal includes the expected speed of the second screw motor. The control module 4 calculates the expected speed of the second screw motor, including: calculating the expected pitch angle according to the driving scenario and the vehicle posture data; calculating the expected position of the second screw nut according to the expected pitch angle and the kinematic equation of the impact-proof structure; and calculating the expected speed of the second screw motor according to the expected position and expected pitch angle of the second screw nut.

[0160] Optionally, the desired position of the second screw nut is calculated by the following formula:

[0161]

[0162] Among them, l LN is the length from the second lead screw nut to the rotation axis of the second lead screw motor, l is the length from the rotation axis of the second lead screw motor to the pitch axis, n is the length from the pitch axis to the second lead screw nut, and β is the desired pitch angle.

[0163] As shown in this application, unless the context clearly indicates an exception, the words "a", "an", "a kind" and / or "the" do not refer to the singular, but also include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of the steps and elements that have been clearly identified, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements.

[0164] Unless otherwise specifically stated, the relative arrangement, numerical expressions and numerical values ​​of the parts and steps set forth in these embodiments do not limit the scope of the application. Meanwhile, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to actual proportional relationships. The technology, methods and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but in appropriate cases, the technology, methods and equipment should be considered as a part of the specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, and therefore, once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0165] In the description of the present application, it should be understood that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction, and therefore cannot be understood as limiting the scope of protection of the present application; the directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0166] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0167] In addition, it should be noted that the use of words such as "first" and "second" to define components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above words have no special meaning and cannot be understood as limiting the scope of protection of this application. In addition, although the terms used in this application are selected from well-known and commonly used terms, some terms mentioned in the specification of this application may be selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant parts of the description of this article. In addition, it is required to understand this application not only by the actual terms used, but also by the meaning implied by each term.

[0168] It should be understood that when a component is referred to as being "on another component," "connected to another component," "coupled to another component," or "contacting another component," it may be directly on, connected to, coupled to, or contacting the other component, or there may be intervening components. In contrast, when a component is referred to as being "directly on another component," "directly connected to," "directly coupled to," or "directly contacting" another component, there are no intervening components. Similarly, when a first component is referred to as being "electrically in contact with" or "electrically coupled to" a second component, there is an electrical path between the first component and the second component that allows current to flow. The electrical path may include capacitors, coupled inductors, and / or other components that allow current to flow, even without direct contact between conductive components.

[0169] Flowcharts are used in the present application to illustrate the operations performed by the system according to the embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed accurately in order. On the contrary, various steps may be processed in reverse order or simultaneously. At the same time, other operations may be added to these processes, or one or more operations may be removed from these processes.

[0170] The basic concepts have been described above. Obviously, for those skilled in the art, the above invention disclosure is only used as an example and does not constitute a limitation of the present application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements and amendments to the present application. Such modifications, improvements and amendments are suggested in the present application, so such modifications, improvements and amendments still belong to the spirit and scope of the exemplary embodiments of the present application.

[0171] At the same time, the present application uses specific words to describe the embodiments of the present application. For example, "one embodiment", "an embodiment", and / or "some embodiments" refer to a certain feature, structure or characteristic related to at least one embodiment of the present application. Therefore, it should be emphasized and noted that "one embodiment" or "an embodiment" or "an alternative embodiment" mentioned twice or more in different positions in this specification does not necessarily refer to the same embodiment. In addition, some features, structures or characteristics in one or more embodiments of the present application can be appropriately combined.

[0172] Some aspects of the present application may be performed entirely by hardware, entirely by software (including firmware, resident software, microcode, etc.), or by a combination of hardware and software. The above hardware or software may be referred to as "data blocks", "modules", "engines", "units", "components" or "systems". The processor may be one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DAPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or combinations thereof. In addition, various aspects of the present application may be represented as computer products located in one or more computer-readable media, which include computer-readable program codes. For example, computer-readable media may include, but are not limited to, magnetic storage devices (e.g., hard disks, floppy disks, tapes ...), optical disks (e.g., compact disks CDs, digital versatile disks DVDs ...), smart cards, and flash memory devices (e.g., cards, sticks, key drives ...).

[0173] A computer-readable medium may include a propagated data signal containing computer program code, such as in baseband or as part of a carrier wave. The propagated signal may have a variety of manifestations, including electromagnetic, optical, etc., or a suitable combination. A computer-readable medium may be any computer-readable medium other than a computer-readable storage medium, which may be connected to an instruction execution system, device or apparatus to communicate, propagate or transmit a program for use. The program code on the computer-readable medium may be propagated via any suitable medium, including radio, cable, fiber optic cable, radio frequency signal, or similar medium, or any combination of the above mediums.

[0174] Similarly, it should be noted that in order to simplify the description of the disclosure of this application and thus help understand one or more embodiments of the invention, in the above description of the embodiments of the present application, multiple features are sometimes combined into one embodiment, figure or description thereof. However, this disclosure method does not mean that the subject of the present application requires more features than the features mentioned. In fact, the features of the embodiment are less than all the features of the single embodiment disclosed above.

[0175] In some embodiments, numbers describing the number of components and attributes are used. It should be understood that such numbers used for the description of the embodiments are modified by the modifiers "about", "approximately" or "substantially" in some examples. Unless otherwise specified, "about", "approximately" or "substantially" indicate that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification are approximate values, which can be changed according to the required characteristics of individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and adopt the method of general digit retention. Although the numerical domains and parameters used to confirm the breadth of the range in some embodiments of the present application are approximate values, in specific embodiments, the setting of such numerical values ​​is as accurate as possible within the feasible range.

[0176] Although the present application has been described with reference to the current specific embodiments, ordinary technicians in this technical field should recognize that the above embodiments are only used to illustrate the present application, and various equivalent changes or substitutions may be made without departing from the spirit of the present application. Therefore, as long as the changes and modifications to the above embodiments are within the essential spirit of the present application, they will fall within the scope of the present application.

Claims

1. A robot for a vehicle, characterized in that: Including active anti-roll structure and control module; The active anti-roll structure comprises a first base plate, a support seat, a swing frame, a plurality of swing arms and a first screw motor assembly, wherein the lower side of the support seat is fixedly mounted on the first base plate, the upper side of the support seat is provided with a first mounting seat, the outer side of the swing frame is provided with a plurality of pins, one end of each swing arm is rotatably connected to one of the pins of the swing frame, and the other end of each swing arm is rotatably connected to a first mounting seat, the first screw motor assembly is mounted on the first base plate and comprises a first screw motor, the movable end of the first screw motor assembly is connected to the swing frame, and the first screw motor assembly is used to drive the swing frame to perform a rolling motion according to a first control signal sent by the control module to compensate for the centrifugal force; The control module is configured to: obtain current vehicle posture data, determine the driving scene of the vehicle according to the vehicle posture data, and send the first control signal when the driving scene is a sharp turn, wherein the first control signal includes the expected rotation speed of the first screw motor; The control module calculates the expected rotation speed of the first screw motor, including: calculating the expected compensation angle of centrifugal force according to the driving scene and the vehicle posture data; calculating the angle between the first swing arm located on one side of the swing frame and the ground according to the expected compensation angle and the kinematic equation of the active anti-roll structure; calculating the moving pair length of the first screw motor assembly according to the angle between the first swing arm and the ground and the installation position of the first screw motor; calculating the expected rotation speed of the first screw motor according to the moving pair length of the first screw motor assembly, the angle between the first swing arm and the ground and the expected compensation angle; The angle between the first swing arm and the ground is calculated by the following formula: : in: ， ， Among them, a is the distance between adjacent first mounting seats, b is the length of the multiple swing arms, c is the distance between adjacent pin shafts, α is the desired compensation angle, and the multiple swing arms, the upper side of the support seat and the swing frame constitute a four-bar linkage mechanism of the active anti-roll structure.

2. The robot according to claim 1, characterized in that: The moving pair length l of the first screw motor assembly is calculated by the following formula: CF : Wherein, x0 and y0 are respectively the horizontal coordinate and the vertical coordinate of the rotation axis of the first screw motor in the coordinate system with the first mounting seat as the origin.

3. The robot according to claim 2, characterized in that: The expected speed n of the first screw motor is calculated by the following formula: d1 : Where: d(·) represents the differential operator, and D is the lead of the screw.

4. The robot according to claim 1, characterized in that: The first screw motor assembly also includes a first screw nut, a first screw motor seat and a first screw nut seat; Among them, the first screw motor is fixed on the first base plate through the first screw motor seat, the first screw motor is rotatably connected to the first screw nut, and the first screw nut is connected to the swing frame through the first screw nut seat. The first screw motor is used to drive the first screw nut to move linearly along the direction perpendicular to the travel direction of the car according to the first control signal, and drive the swing frame to roll to compensate for the centrifugal force.

5. The robot according to claim 1, characterized in that: The distance between adjacent first mounting seats is smaller than the distance between adjacent pin shafts, so that the intersection of the direction extension lines of the multiple swing arms is the rotation center of the active anti-roll structure, and the height of the rotation center is greater than or equal to the center of gravity of a person sitting on the seat.

6. The robot according to claim 5, characterized in that: The distance between the adjacent first mounting seats is 170-200 mm, and the distance between the adjacent pin shafts is 270-290 mm.

7. The robot according to claim 1, characterized in that: It also includes an anti-impact structure, which includes a second base plate, a pitch rotation axis seat, a pitch rotation axis and a second screw motor assembly. The second base plate and the first base plate are rotatably connected via the pitch rotation axis seat and the pitch rotation axis. The fixed end of the second screw motor assembly is connected to the second base plate, and the movable end of the second screw motor assembly is connected to the support seat. The second screw motor assembly is used to drive the active anti-roll structure to perform pitch motion according to a second control signal sent by the control module to absorb the inertial force during impact.

8. The robot according to claim 7, characterized in that: The second screw motor assembly comprises: a second screw motor, a second screw nut, a second screw motor seat and a second screw nut seat; Among them, the support base has a cavity for accommodating the second screw motor, the second screw motor is fixed to the second base plate through the second screw motor base, the second screw motor is rotatably connected to the second screw nut, the second screw nut is connected to the support base through the second screw nut base, and the second screw motor is used to drive the second screw nut to move linearly along the normal direction of the second base plate according to the second control signal, driving the active anti-roll mechanism to make a pitch motion to absorb the inertial force during impact.

9. The robot according to claim 7, characterized in that: The second screw motor assembly comprises: a second screw motor, a second screw nut, a second screw motor seat, a second screw nut seat and a plurality of pitch swing arms; Among them, the first base plate has a first swing arm shaft seat, the second base plate has a second swing arm shaft seat, one end of one of the multiple pitch swing arms is rotatably connected to the first swing arm shaft seat, and the other end is rotatably connected to the second screw nut seat, one end of one of the multiple pitch swing arms is rotatably connected to the second swing arm shaft seat, and the other end is rotatably connected to the second screw nut seat, the second screw motor is fixed to the second base plate through the second screw motor seat, the second screw motor is rotatably connected to the second screw nut, and the second screw nut is connected to the second screw nut seat, the second screw motor is used to drive the second screw nut to perform linear motion in a direction parallel to the second base plate according to the second control signal, and the second screw nut drives the active anti-roll mechanism to perform pitch motion through the pitch swing arm to absorb the inertia force during impact.

10. The robot according to claim 7, characterized in that: The control module is also used to send a second control signal when the driving scene of the vehicle is sudden braking or sudden acceleration, and the second control signal includes a desired rotation speed of the second screw motor; The control module calculates the expected rotation speed of the second screw motor, including: Calculating a desired pitch angle according to the driving scenario and the vehicle posture data; Calculating a desired position of the second screw nut according to the desired pitch angle and the kinematic equation of the anti-impact structure; The expected rotation speed of the second lead screw motor is calculated according to the expected position of the second lead screw nut and the expected pitch angle.

11. The robot according to claim 10, characterized in that: The desired position of the second screw nut is calculated using the following formula: Among them, l LN is the length from the second lead screw nut to the rotation axis of the second lead screw motor, l is the length from the rotation axis of the second lead screw motor to the pitch axis, n is the length from the pitch axis to the second lead screw nut, and β is the desired pitch angle.

12. The robot according to claim 11, characterized in that The expected speed n of the second screw motor is calculated by the following formula: d2 : Where: d(·) represents the differential operator, and D is the lead of the screw.

13. The robot according to claim 1, characterized in that: The vehicle posture data includes longitudinal vehicle speed, steering wheel angle, brake pedal signal and corrected longitudinal acceleration.

14. The robot according to claim 13, characterized in that: The corrected longitudinal acceleration is calculated using the following formula: Among them, a t (k) is the corrected longitudinal acceleration, a y (k) is the longitudinal acceleration obtained from the vehicle-mounted IMU sensor, v y (k) is the current longitudinal vehicle speed obtained from the on-board automatic diagnostic system, v y (k-1) is the longitudinal vehicle speed at the previous moment, Δt is the sampling interval, and h is the complementary filter coefficient and takes a value between 0 and 1.

15. The robot according to claim 13, characterized in that: Determining the driving scene of the vehicle according to the vehicle posture data includes: When the longitudinal vehicle speed is less than or equal to a first threshold value, and the steering wheel angle is greater than a second threshold value, determining that the driving scene of the vehicle is a sharp turn; When the brake pedal signal exists and the corrected longitudinal acceleration is greater than a third threshold, determining that the driving scene of the vehicle is an emergency brake; When the brake pedal signal does not exist and the corrected longitudinal acceleration is greater than a fourth threshold, it is determined that the driving scene of the vehicle is a sudden acceleration.

16. The robot according to claim 7, characterized in that: The control module is also used to obtain an entertainment control signal, and generate a third control signal and a fourth control signal according to the entertainment control signal; The active anti-roll structure is used to drive the seat surface to roll according to the third control signal to simulate a left-right shaking scene; The anti-impact structure is used to drive the active anti-sway mechanism and the seat surface to perform pitching motion according to the fourth control signal to simulate a forward and backward shaking scene.

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