Automobile seat motor fatigue detection system

Abstract

The invention discloses an automobile seat motor fatigue detection system, which comprises an operation platform, a control instruction transmission module, a motor control module and a data acquisition module, and is characterized in that a user interaction interface is provided through the operation platform, and a user is allowed to input diversified control instructions; therefore, the complex working condition of the seat motor in actual use can be simulated. And the accuracy, stability and high efficiency of the control instruction in the transmission process are ensured through the control instruction transmission module, so that the accurate control of the running state of the motor in the test process is improved. The motor control module adopts a modular design, so that the control process of the whole system is more flexible, and the system is integrated with an operation platform, so that the system can automatically complete fatigue detection of the motor, the possibility of manual intervention and misoperation is reduced, and intelligent control is realized.

Description

Technical Field

[0001] The invention relates to the technical field of motor fatigue detection, and in particular to a vehicle seat motor fatigue detection system. Background Art

[0002] With the rapid development of the automobile industry, car seats are important components that passengers come into direct contact with, and their performance and quality are directly related to the passengers' riding experience and driving safety. As the core component for adjusting seat position, tilt angle and other functions, the stability and durability of seat motors are crucial to improving the overall quality of the car.

[0003] However, in actual use, seat motors may be affected by a variety of factors, such as frequent operation, harsh driving environment, temperature changes, and mechanical wear, which may cause motor performance degradation or even failure. Therefore, fatigue testing of seat motors and evaluation of their stability and durability under long-term, high-load operation have become important issues that automakers and parts suppliers must face.

[0004] At present, many test systems rely only on simple mechanical devices or manual operations to simulate the use scenarios of seat motors. This method is difficult to fully simulate the complex working conditions in actual use, resulting in inaccurate test results. For example, the Chinese utility model patent with application number 2020207985838 discloses a multifunctional fatigue durability test device for automobile seats. This technical solution simulates the user's use of the seat through the coordinated movement of multiple cylinders. Although the user's operation of the seat is simulated through the coordinated movement of multiple cylinders, there is still room for improvement in simulating complex working conditions.

[0005] Secondly, the existing test systems have the problem of insufficient accuracy in control instruction transmission. High-precision control instruction transmission is the key to ensuring precise control of the motor operating state during the test. However, many test systems lack advanced control instruction transmission modules, which makes it impossible to accurately control key parameters such as the motor speed and torque during the test, thereby affecting the reliability of the test results. This not only limits the comprehensive evaluation of motor performance by the test system, but also increases the uncertainty of the test results. For example, although the Chinese utility model patent with application number 202120963372X proposes a car seat motor drive safety detection circuit, which ensures the safe operation of the motor by detecting operating parameters such as current and voltage, there is still room for improvement in the accuracy and stability of control instruction transmission. Moreover, the test system only focuses on a few operating parameters of the motor, while ignoring other parameters that have an important impact on motor performance, such as temperature and vibration, which makes it impossible to fully evaluate the fatigue of the motor.

[0006] In view of the above situation, the present invention aims to provide a new solution to solve this problem. Summary of the invention

[0007] In view of the above situation, in order to overcome the defects of the prior art, the purpose of the present invention is to provide a car seat motor fatigue detection system.

[0008] The technical solution is: a car seat motor fatigue detection system, including:

[0009] The operating platform is used to provide a user interaction interface, allowing the user to input control instructions, and to send the control instructions in the form of electrical signals;

[0010] A control instruction transmission module, used for enhancing the control instruction and transmitting it remotely;

[0011] A motor control module, used to receive the control instruction from the control instruction transmission module, and drive the car seat motor for testing according to the control instruction content;

[0012] A data acquisition module, used for real-time acquisition of operating data of the automobile seat motor during the test process;

[0013] Wherein, the control instruction transmission module includes:

[0014] The command amplification and filtering circuit is used to enhance the signal strength of the control command and filter out the interference in the signal;

[0015] An AGC regulating circuit is used to automatically adjust the gain according to the output signal strength of the instruction amplifying and filtering circuit to maintain a constant amplitude of the control instruction during transmission;

[0016] An isolation output circuit, used for isolating and outputting the control instruction signal processed by the AGC adjustment circuit;

[0017] A remote communication interface is used for remotely transmitting the control instruction signal output by the isolation output circuit.

[0018] Preferably, the command amplification and filtering circuit includes an operational amplifier U1, a non-inverting input terminal of the operational amplifier U1 is connected to one end of a resistor R1 and a control command signal output terminal of the operating platform through a capacitor C1, and the other end of the resistor R1 is grounded; an inverting input terminal of the operational amplifier U1 is connected to resistors R3 and one end of a resistor R4, the other end of the resistor R3 is connected to the output terminal of the operational amplifier U1 through a parallel resistor R2 and a capacitor C2, and the other end of the resistor R4 is grounded through a capacitor C3.

[0019] Preferably, the AGC adjustment circuit includes an op amp U2, a linear feedback unit and a field effect transistor Q1, the in-phase input terminal of the op amp U2 is connected to the output terminal of the op amp U1 through a resistor R5, the inverting input terminal of the op amp U2 is connected to the drain of the field effect transistor Q1 and one end of the resistor R6, the output terminal of the op amp U2 is connected to the other end of the resistor R6, and is connected to the gate of the field effect transistor Q1 through the linear feedback unit, and the source of the field effect transistor Q1 is grounded.

[0020] Preferably, the linear feedback unit includes a potentiometer VR1 and an op amp U3, one end of the potentiometer VR1 is connected to the output end of the op amp U2, the other end of the potentiometer VR1 is grounded, the adjustment end of the potentiometer VR1 is connected to a resistor R8, one end of the inductor L1 and the cathode of the diode D1, the other end of the resistor R8 and the anode of the diode D1 are grounded, the other end of the inductor L1 is connected to the inverting input end of the op amp U3 and is grounded through a capacitor C4, the non-inverting input end of the op amp U3 is connected to a reference voltage source, the output end of the op amp U3 is connected to one end of the resistor R9, the cathode of the voltage stabilizing diode DZ1 and the gate of the field effect transistor Q1, and is connected to the inverting input end of the op amp U3 through a capacitor C5, and the other end of the resistor R9 and the anode of the voltage stabilizing diode DZ1 are grounded.

[0021] Preferably, the isolated output circuit includes an operational amplifier U4, a non-inverting input terminal of the operational amplifier U4 is connected to an output terminal of the operational amplifier U2 via a resistor R7, and an inverting input terminal and an output terminal of the operational amplifier U4 are connected to the remote communication interface.

[0022] Preferably, the remote communication interface adopts one or more of a CAN bus interface, an Ethernet interface or a wireless communication interface.

[0023] Preferably, the motor control module comprises:

[0024] A system controller, used to receive the control instruction output by the control instruction transmission module, and issue a corresponding control signal according to the content of the control instruction;

[0025] A power supply main circuit, comprising a plurality of sub-motor power supply units, each of which comprises a rectifier, and the rectifier is used to convert the mains power into direct current power that can be used for motor testing;

[0026] A motor forward / reverse control circuit, electrically connected to the sub-motor power supply unit, for controlling the forward / reverse state of the motor during the test process;

[0027] The command control output circuit is used to receive the control signal sent by the system controller and drive the motor forward / reverse control loop to work according to the control signal.

[0028] Preferably, the command control output circuit includes a plurality of sub-control units, each of which controls a corresponding motor forward / reverse control loop;

[0029] The sub-control unit includes a first intermediate relay, a second intermediate relay, a third intermediate relay and a fourth intermediate relay, the coils of the first intermediate relay and the second intermediate relay are respectively connected to the control output end of the system controller, the coil of the third intermediate relay, the normally closed contact of the fourth intermediate relay and the normally open contact of the first intermediate relay are arranged in series in the main power supply circuit, and the coil of the fourth intermediate relay, the normally closed contact of the third intermediate relay and the normally open contact of the second intermediate relay are arranged in series in the main power supply circuit.

[0030] Preferably, the two normally open contacts of the third intermediate relay are respectively arranged in the forward control circuit of the motor forward / reverse control circuit; the two normally open contacts of the fourth intermediate relay are respectively arranged in the reverse control circuit of the motor forward / reverse control circuit.

[0031] Preferably, the system controller is a Siemens S7-200 SMART series PLC.

[0032] Through the above technical scheme, the beneficial effects of the present invention are as follows: This application provides a user interaction interface through the operating platform, allowing the user to input a variety of control instructions, so as to simulate the complex working conditions of the seat motor in actual use. By integrating the instruction amplification and filtering circuit, the AGC adjustment circuit and the isolation output circuit, the accuracy, stability and efficiency of the control instructions during the transmission process are ensured, thereby improving the precise control of the motor operating state during the test. The motor control module adopts a modular design, which makes the entire system control process more flexible, and is integrated with the operating platform, so that the system can automatically complete the fatigue detection of the motor, reduce the possibility of manual intervention and misoperation, and realize intelligent control. The system also sets a data acquisition module to collect a variety of key parameters of the seat motor in real time during the test process, providing rich data support for evaluating the performance and fatigue of the motor, making the test results more comprehensive and in-depth. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A block diagram of the system module structure provided in one embodiment of the present invention.

[0034] Figure 2 A circuit schematic diagram of a control instruction transmission module provided in one embodiment of the present invention.

[0035] Figure 3 A circuit schematic diagram of a main power supply circuit provided in accordance with an embodiment of the present invention.

[0036] Figure 4 A wiring diagram of an external output port of a system controller provided in one embodiment of the present invention.

[0037] Figure 5 A schematic diagram of a command control output circuit provided in one embodiment of the present invention.

[0038] Figure 6 A schematic diagram of a motor forward / reverse control circuit provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0039] The above and other technical contents, features and effects of the present invention are described in detail below with reference to the attached Figure 1 To Attachment Figure 6 The detailed description of the embodiments will clearly show that the structural contents mentioned in the following embodiments are all based on the drawings in the specification.

[0040] Exemplary embodiments of the present invention will be described below with reference to the accompanying drawings.

[0041] like Figure 1 As shown, a vehicle seat motor fatigue detection system comprises:

[0042] The operating platform is used to provide a user interaction interface, allowing the user to input control instructions and send the control instructions in the form of electrical signals;

[0043] A control instruction transmission module is used to enhance the processing of control instructions and transmit them remotely;

[0044] A motor control module, used for receiving control instructions from a control instruction transmission module, and driving a motor of a car seat for testing according to the content of the control instructions;

[0045] The data acquisition module is used to collect the operating data of the car seat motor in real time during the test.

[0046] In the above, in order to ensure the accuracy, stability and efficiency of the control instructions, the design of the control instruction transmission module specifically includes:

[0047] The command amplification and filtering circuit is used to enhance the signal strength of the control command and filter out the interference in the signal;

[0048] AGC adjustment circuit, used to automatically adjust the gain according to the output signal strength of the instruction amplification and filtering circuit, so as to maintain the constant amplitude of the control instruction during the transmission process;

[0049] An isolation output circuit is used to isolate and output the control command signal processed by the AGC adjustment circuit;

[0050] The remote communication interface is used to remotely transmit the control command signal output by the isolated output circuit to the motor control module.

[0051] like Figure 2 As shown, the command amplification and filtering circuit includes an operational amplifier U1, the in-phase input terminal of the operational amplifier U1 is connected to one end of the resistor R1 and the control command signal output terminal of the operating platform through the capacitor C1, and the other end of the resistor R1 is grounded; the inverting input terminal of the operational amplifier U1 is connected to the resistor R3 and one end of the resistor R4, the other end of the resistor R3 is connected to the output terminal of the operational amplifier U1 through the parallel resistor R2 and the capacitor C2, and the other end of the resistor R4 is grounded through the capacitor C3.

[0052] When the command amplification and filtering circuit is working, the control command signal is coupled by capacitor C1 and then sent to operational amplifier U1 for amplification. During the amplification process, the negative feedback network composed of R2, R3 and C2 is used to stabilize the amplification factor and phase to prevent self-oscillation of the circuit. At the same time, the high-pass filter network composed of R4 and C3 further filters out low-frequency interference to ensure the clarity and accuracy of the control command signal.

[0053] Since the control command signal is easily affected by various factors during the sending process, such as transmission distance, signal attenuation, electromagnetic interference, etc., these factors may cause the amplitude of the control command signal to fluctuate, thereby causing a decrease in control accuracy. Therefore, the control command signal is initially enhanced by the command amplification and filtering circuit and then sent to the AGC adjustment circuit to automatically adjust the gain. Specifically, the AGC adjustment circuit includes an op amp U2, a linear feedback unit and a field effect transistor Q1, the in-phase input end of the op amp U2 is connected to the output end of the op amp U1 through a resistor R5, the inverting input end of the op amp U2 is connected to the drain of the field effect transistor Q1 and one end of the resistor R6, the output end of the op amp U2 is connected to the other end of the resistor R6, and is connected to the gate of the field effect transistor Q1 through the linear feedback unit, and the source of the field effect transistor Q1 is grounded.

[0054] In the above, the AGC adjustment circuit uses the op amp U2 as the main amplifier to adjust the gain of the output signal of the command amplification and filtering circuit, and dynamically feeds back the output signal of the op amp U2 through the linear feedback unit. When the amplitude of the output signal of the op amp U2 increases, the linear feedback unit will detect this change and generate a negative error signal. The negative error signal reduces the gate voltage of the field effect tube Q1 through the action of the linear feedback unit, so that the on-resistance of the field effect tube Q1 increases, thereby reducing the gain of the op amp U2. On the contrary, when the amplitude of the output signal of the op amp U2 decreases, the linear feedback unit will generate a positive error signal, increase the gate voltage of the field effect tube Q1, reduce its on-resistance, and then increase the gain of the op amp U2. Through this dynamic feedback mechanism, the AGC adjustment circuit can automatically adjust the gain according to the amplitude change of the output signal of the op amp U2 in real time, thereby avoiding signal distortion or saturation caused by control command attenuation or excessive gain, and ensuring that the control command signal maintains a stable amplitude during transmission.

[0055] In the above, in order to ensure that the AGC regulation circuit can accurately adapt to the changes in the signal and improve the stability of the system, the linear feedback unit monitors the output signal amplitude of the operational amplifier U2 and compares it with a preset reference voltage source to generate an error signal to adjust the gate voltage of the field effect transistor Q1, thereby dynamically adjusting the gain of the system.

[0056] Specifically, the linear feedback unit includes a potentiometer VR1 and an op amp U3, one end of the potentiometer VR1 is connected to the output end of the op amp U2, the other end of the potentiometer VR1 is grounded, the adjustment end of the potentiometer VR1 is connected to a resistor R8, one end of an inductor L1 and a cathode of a diode D1, the other end of the resistor R8 and an anode of the diode D1 are grounded, the other end of the inductor L1 is connected to an inverting input end of the op amp U3 and is grounded through a capacitor C4, the non-inverting input end of the op amp U3 is connected to a reference voltage source, the output end of the op amp U3 is connected to one end of a resistor R9, a cathode of a voltage stabilizing diode DZ1 and a gate of a field effect transistor Q1, and is connected to an inverting input end of the op amp U3 through a capacitor C5, and the other end of the resistor R9 and an anode of the voltage stabilizing diode DZ1 are grounded.

[0057] When the linear feedback unit is working, the output signal of the op amp U2 is sampled by the potentiometer VR1, and then sent to the filter network composed of R8, L1 and C4 to smooth the sampled signal, making the sampling process more stable. The smoothed signal is sent to the inverting input of the op amp U3, compared with the reference voltage of the non-inverting input, and an error signal is generated. The error signal is output from the output of the op amp U3, and sent to the gate of the field effect tube Q1 after being stabilized by the voltage regulator diode DZ1. The change of its gate voltage will change the on-resistance of the field effect tube Q1, and then adjust the gain of the main amplifier. Through the dynamic feedback mechanism of the linear feedback unit, the AGC adjustment circuit can automatically adjust the gain according to the amplitude change of the output signal of the op amp U2 in real time and accurately, ensuring that the control command signal maintains a stable amplitude during the transmission process. Not only the accuracy and reliability of the control command signal issuance process are improved, but also the stability and robustness of the entire system are enhanced.

[0058] The isolated output circuit isolates and outputs the control command signal processed by the AGC adjustment circuit, specifically including an op amp U4, the in-phase input terminal of the op amp U4 is connected to the output terminal of the op amp U2 through a resistor R7, and the inverting input terminal and output terminal of the op amp U4 are connected to the remote communication interface. Due to the isolation characteristics of U4, there is no direct electrical connection between its input signal and output signal, thereby realizing the isolated output of the control command signal. At this point, the control command signal has sufficient accuracy and stability, and can be transmitted to the motor control module through the remote communication interface.

[0059] During specific settings, the remote communication interface uses one or more of a CAN bus interface, an Ethernet interface, or a wireless communication interface, so as to meet the communication needs in different scenarios and improve the adaptability and scalability of the system.

[0060] In the automotive seat motor fatigue detection system, the motor control module includes:

[0061] The system controller is used to receive the control instruction output by the control instruction transmission module and issue the corresponding control signal according to the content of the control instruction;

[0062] A main power supply circuit includes a plurality of sub-motor power supply units, each of which includes a rectifier, and the rectifier is used to convert the mains power into direct current power that can be used for motor testing;

[0063] The motor forward / reverse control circuit is electrically connected to the sub-motor power supply unit and is used to control the forward / reverse state of the motor during the test process;

[0064] The command control output circuit is used to receive the control signal sent by the system controller and drive the motor forward / reverse control loop to work according to the control signal.

[0065] In the above, the command control output circuit includes a plurality of sub-control units, and each sub-control unit controls a corresponding motor forward / reverse control loop.

[0066] Among them, the sub-control unit includes a first intermediate relay, a second intermediate relay, a third intermediate relay and a fourth intermediate relay, the coils of the first intermediate relay and the second intermediate relay are respectively connected to the control output end of the system controller, the coil of the third intermediate relay, the normally closed contact of the fourth intermediate relay and the normally open contact of the first intermediate relay are arranged in series in the main power supply circuit, and the coil of the fourth intermediate relay, the normally closed contact of the third intermediate relay and the normally open contact of the second intermediate relay are arranged in series in the main power supply circuit.

[0067] The two normally open contacts of the third intermediate relay are respectively arranged in the forward control circuit of the motor forward / reverse control circuit; the two normally open contacts of the fourth intermediate relay are respectively arranged in the reverse control circuit of the motor forward / reverse control circuit.

[0068] In the specific implementation process of this application, the car seat motor test specifically includes the horizontal motor, backrest motor, lifting motor and front lift motor. Figure 3 As shown, the main power supply circuit is connected in parallel to four sub-motor power supply units from the mains, and rectifiers are used to convert the mains into DC12V power output for motor test power supply.

[0069] The system controller uses Siemens S7-200 SMART series PLC, which not only has powerful control capabilities, but also has excellent data processing capabilities. It supports multiple communication protocols and can communicate and exchange data with host computers, other PLCs and other devices. At the same time, it also supports motion control functions, which can achieve precise control of moving parts such as motors and hydraulic systems.

[0070] After receiving the control command signal, the PLC drives the command control output circuit according to the control command content, and then controls the corresponding motor forward / reverse control circuit to work. Figure 4-6 As shown in the figure, taking the fatigue detection process of the horizontal motor as an example, when the user inputs the control instruction for the horizontal motor forward rotation test, the PLC outputs a high-level control signal at its output port Q0.0, and the coil of the intermediate relay KA1 is energized and turned on, and its normally open contact is closed. At this time, the coil of the intermediate relay KM1 of the sub-control unit of the horizontal motor is energized and turned on, and its normally open contact is closed, thereby closing the forward rotation control circuit of the motor forward / reverse rotation control circuit, and the horizontal motor M2 starts the forward rotation test.

[0071] On the contrary, when the horizontal motor reversal test is required, the PLC outputs a high-level control signal at its output port Q0.1, and the coil of the intermediate relay KA2 is energized and turned on, and its normally open contact is closed. At this time, the coil of the intermediate relay KM2 of the sub-control unit of the horizontal motor is energized and turned on, and its normally open contact is closed, thereby closing the reversal control circuit of the motor forward / reversal control circuit, and the horizontal motor M2 starts the reversal test.

[0072] Similarly, the test process of the other three motors also follows the above control process. Users can also flexibly increase or decrease the number of motor tests according to the design requirements of different types of car seats. This modular design of the motor control module not only meets the diverse test requirements, but also significantly improves the adaptability and flexibility of the test system.

[0073] During the above test process, the data acquisition module is connected to the seat motor through the sensor network to capture the motor's operating data in real time, such as current, voltage, speed, torque, temperature, etc., to ensure the real-time and accuracy of the data. The data acquisition module sends the collected data to the system controller for processing, and uploads the processed data to the operating platform, where users can view the operating status and various parameters of the seat motor in real time. The operating platform can also provide a variety of data visualization methods such as charts, curves, and dashboards to help users better understand the data and identify potential problems.

[0074] In summary, the present application provides a user interaction interface through an operating platform, allowing users to input a variety of control instructions, thereby simulating the complex working conditions of the seat motor in actual use. By integrating the instruction amplification and filtering circuit, the AGC adjustment circuit and the isolation output circuit, the accuracy, stability and efficiency of the control instructions during the transmission process are ensured, thereby improving the precise control of the motor operating state during the test. The motor control module adopts a modular design, making the entire system control process more flexible, and is integrated with the operating platform, so that the system can automatically complete the fatigue detection of the motor, reduce the possibility of manual intervention and misoperation, and realize intelligent control. The system also sets a data acquisition module to collect a variety of key parameters of the seat motor in real time during the test process, providing rich data support for evaluating the performance and fatigue of the motor, making the test results more comprehensive and in-depth.

[0075] In the description of the present application, it should be noted that the terms "first", "second" and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0076] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0077] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0078] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0079] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0080] The above is a further detailed description of the present invention in combination with a specific implementation method, and it cannot be determined that the specific implementation of the present invention is limited to this; for technical personnel in the technical fields to which the present invention belongs and related technical fields, based on the technical solution of the present invention, the expansion and replacement of operating methods and data should all fall within the protection scope of the present invention.

Claims

1. A vehicle seat motor fatigue detection system, characterized in that: include: The operating platform is used to provide a user interaction interface, allowing the user to input control instructions, and to send the control instructions in the form of electrical signals; A control instruction transmission module, used for enhancing the control instruction and transmitting it remotely; A motor control module, used to receive the control instruction from the control instruction transmission module, and drive the car seat motor for testing according to the control instruction content; A data acquisition module, used for real-time acquisition of operating data of the automobile seat motor during the test process; Wherein, the control instruction transmission module includes: The command amplification and filtering circuit is used to enhance the signal strength of the control command and filter out the interference in the signal; An AGC regulating circuit is used to automatically adjust the gain according to the output signal strength of the instruction amplifying and filtering circuit to maintain a constant amplitude of the control instruction during transmission; An isolation output circuit, used for isolating and outputting the control instruction signal processed by the AGC adjustment circuit; A remote communication interface is used for remotely transmitting the control instruction signal output by the isolation output circuit.

2. According to claim 1, a vehicle seat motor fatigue detection system is characterized in that: The command amplification and filtering circuit includes an operational amplifier U1, a non-inverting input terminal of the operational amplifier U1 is connected to one end of a resistor R1 and a control command signal output terminal of the operating platform through a capacitor C1, and the other end of the resistor R1 is grounded; an inverting input terminal of the operational amplifier U1 is connected to resistors R3 and one end of a resistor R4, the other end of the resistor R3 is connected to the output terminal of the operational amplifier U1 through a parallel resistor R2 and a capacitor C2, and the other end of the resistor R4 is grounded through a capacitor C3.

3. The automobile seat motor fatigue detection system according to claim 2, characterized in that: The AGC adjustment circuit includes an op amp U2, a linear feedback unit and a field effect transistor Q1. The in-phase input terminal of the op amp U2 is connected to the output terminal of the op amp U1 through a resistor R5, the inverting input terminal of the op amp U2 is connected to the drain of the field effect transistor Q1 and one end of the resistor R6, the output terminal of the op amp U2 is connected to the other end of the resistor R6, and is connected to the gate of the field effect transistor Q1 through the linear feedback unit, and the source of the field effect transistor Q1 is grounded.

4. The automobile seat motor fatigue detection system according to claim 3, characterized in that: The linear feedback unit includes a potentiometer VR1 and an operational amplifier U3, one end of the potentiometer VR1 is connected to the output end of the operational amplifier U2, the other end of the potentiometer VR1 is grounded, the adjustment end of the potentiometer VR1 is connected to a resistor R8, one end of an inductor L1 and a cathode of a diode D1, the other end of the resistor R8 and an anode of the diode D1 are grounded, the other end of the inductor L1 is connected to an inverting input end of the operational amplifier U3 and is grounded through a capacitor C4, the non-inverting input end of the operational amplifier U3 is connected to a reference voltage source, the output end of the operational amplifier U3 is connected to one end of a resistor R9, a cathode of a voltage-stabilizing diode DZ1 and a gate of a field-effect transistor Q1, and is connected to an inverting input end of the operational amplifier U3 through a capacitor C5, and the other end of the resistor R9 and an anode of the voltage-stabilizing diode DZ1 are grounded.

5. The automobile seat motor fatigue detection system according to claim 4, characterized in that: The isolated output circuit includes an operational amplifier U4, a non-inverting input terminal of the operational amplifier U4 is connected to the output terminal of the operational amplifier U2 through a resistor R7, and an inverting input terminal and an output terminal of the operational amplifier U4 are connected to the remote communication interface.

6. The automobile seat motor fatigue detection system according to claim 5, characterized in that: The remote communication interface adopts one or more of a CAN bus interface, an Ethernet interface or a wireless communication interface.

7. The automobile seat motor fatigue detection system according to claim 1, characterized in that: The motor control module comprises: A system controller, used to receive the control instruction output by the control instruction transmission module, and issue a corresponding control signal according to the content of the control instruction; A power supply main circuit, comprising a plurality of sub-motor power supply units, each of which comprises a rectifier, and the rectifier is used to convert the mains power into direct current power that can be used for motor testing; A motor forward / reverse control circuit, electrically connected to the sub-motor power supply unit, for controlling the forward / reverse state of the motor during the test process; The command control output circuit is used to receive the control signal sent by the system controller and drive the motor forward / reverse control loop to work according to the control signal.

8. The automobile seat motor fatigue detection system according to claim 7, characterized in that: The command control output circuit includes a plurality of sub-control units, each of which controls a corresponding motor forward / reverse control loop; The sub-control unit includes a first intermediate relay, a second intermediate relay, a third intermediate relay and a fourth intermediate relay, the coils of the first intermediate relay and the second intermediate relay are respectively connected to the control output end of the system controller, the coil of the third intermediate relay, the normally closed contact of the fourth intermediate relay and the normally open contact of the first intermediate relay are arranged in series in the main power supply circuit, and the coil of the fourth intermediate relay, the normally closed contact of the third intermediate relay and the normally open contact of the second intermediate relay are arranged in series in the main power supply circuit.

9. The automobile seat motor fatigue detection system according to claim 8, characterized in that: The two normally open contacts of the third intermediate relay are respectively arranged in the forward control circuit of the motor forward / reverse control circuit; the two normally open contacts of the fourth intermediate relay are respectively arranged in the reverse control circuit of the motor forward / reverse control circuit.

10. The automobile seat motor fatigue detection system according to claim 9, characterized in that: The system controller is Siemens S7-200 SMART series PLC.

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