A shafting cooperative centering control method for a multi-air-bag vibration isolation system

Abstract

The application discloses a shafting cooperative alignment control method for a multi-gas-bag vibration isolation system, initialization, obtaining gas-bag pressure and control target information of N gas-bag vibration isolators at a current time t, and calculating absolute alignment amount at the current time t; obtaining absolute alignment amount of a target gas-bag vibration isolation system which needs to be cooperatively aligned with the gas-bag vibration isolation system at the current time t, and calculating relative alignment amount of the gas-bag vibration isolation system relative to the target gas-bag vibration isolation system; judging whether the relative alignment amount can be obtained, judging whether the alignment requirement is met, and finally performing cooperative alignment control. The cooperative alignment control method considers the absolute alignment amount and the relative alignment amount simultaneously, and solves the uncontrollable problem of a control track in independent alignment control. Correlation coefficient is used to describe the correlation between a control object and a control target, and the problem of inaccurate complex model modeling is avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of industrial control, and in particular to a shafting cooperative centering control method for a multi-air-bag vibration isolation system. BACKGROUND

[0002] The centering of a ship shafting is related to the safe operation of the ship. On the one hand, the misalignment of the ship shafting can cause mechanical failures such as bearing damage, and on the other hand, the misalignment of the shafting can generate additional mechanical noise. The current research on shafting centering mainly focuses on the design and installation stages, by determining the position of the ship mechanical bearing, considering factors such as bearing load and ship deformation, to ensure the reliable operation of the shafting. With the increasing demand for mechanical noise control of ships, air-bag vibration isolation systems have been widely used in the field of ships due to their high-efficiency mechanical noise reduction and isolation performance, and are widely used for mechanical isolation of ship main engines and shafting equipment. In particular, when the ship tilts, sways, and the working conditions of the equipment change, causing the shafting to misalign, the air-bag vibration isolation system can actively adjust the air-bag pressure to change the height of the air-bag isolator, assisting in completing the shafting centering control.

[0003] The ship shafting can be supported by multiple air-bag vibration isolation systems, which need to cooperate to complete the centering control. In engineering practice, the shafting centering amount is usually represented by four components, namely horizontal offset, vertical offset, horizontal skew and vertical skew. And when the offset is less than 0.5mm and the skew is less than 0.5mm / m, the shafting is considered to be in a centered state. However, the current research on centering control methods for air-bag vibration isolation systems mainly focuses on absolute centering amount. That is, each air-bag vibration isolation system works independently, each system sets an ideal centering target, and only the shafting centering offset / skew of itself needs to be considered during the centering control process, and the relative centering amount is rarely considered. This approach can cause many problems: on the one hand, independent centering control only considers the absolute centering amount, which can cause the shafting to be unable to center. For example, the horizontal offset of one air-bag vibration isolation system is +0.4mm when the centering control is completed, and the horizontal offset of another air-bag vibration isolation system is -0.4mm when the centering control is completed. Both systems consider themselves to be in a centered state, but the actual relative horizontal offset of the shafting is 0.8mm, which does not reach the centered state. On the other hand, the control trajectory of independent centering control is uncontrollable, and the control process can cause misalignment. For example, when the shafting itself is in a centered state, but deviates from the absolute centering amount. If the relative centering amount is not considered, the shafting can be misaligned during the shafting centering control process due to the lack of cooperative control constraints. SUMMARY

[0004] In order to overcome the above technical defects, the application provides a shafting cooperative alignment control method for a multi-air bag vibration isolation system, which takes into account the relative alignment amount and the absolute alignment amount, does not need to establish a complex mechanism model, and can adaptively realize cooperative alignment control.

[0005] The shafting cooperative alignment control method for the multi-air bag vibration isolation system provided by the application includes N air bag vibration isolators, each of which is inflated and deflated by controlling an electromagnetic valve; and the cooperative alignment control method is as follows:

[0006] S0) initialization, setting the upper limit P l and the lower limit P u of the safe working pressure value of each air bag vibration isolator, determining the control target Γ of the air bag vibration isolator and the optimal control target Γ opt , and initializing the data set D as an empty set;

[0007] The control target Γ includes M control targets and is expressed as:

[0008] Γ={τ1,…,τ M};

[0009] The optimal control target Γ opt is expressed as: Γ opt ={τ1 opt ,…,τ M opt};

[0010] The upper limit and the lower limit of the pressure value are respectively P l ={p1 l ,…,p N l} and P u ={p1 u ,…,p N u};

[0011] S1) obtaining the air bag pressure P(t)={p1,…,p N} of the N air bag vibration isolators at the current time t and the control target information Γ(t)={τ1,…,τ M}, and calculating the absolute alignment amount at the current time t; adding the air bag pressure and the absolute alignment amount to the data set D, and updating the correlation coefficient matrix R;

[0012] S2) obtaining the absolute alignment amount of the target air bag vibration isolation system at the current time t, which needs to be cooperatively aligned with the air bag vibration isolation system, and calculating the relative alignment amount of the air bag vibration isolation system relative to the target air bag vibration isolation system; if the absolute alignment amount of the target air bag vibration isolation system cannot be obtained, jumping to step S3, otherwise jumping to step S4;

[0013] S3) The relative alignment is recorded as the same as the absolute alignment of the air bag isolation system, i.e.

[0014]

[0015] S4) If the absolute alignment and the relative alignment of the air bag isolation system at the current time t both meet the alignment requirement, jump to step S1; if the absolute alignment and the relative alignment of the air bag isolation system at the current time t meet the cooperative alignment control, jump to step S5; if the absolute alignment and the relative alignment of the air bag isolation system at the current time t only meet the independent alignment control, jump to step S3;

[0016] S5) The cooperative alignment control condition: according to the values of the absolute alignment and the relative alignment of the air bag isolation system at the current time t, select the control target to be controlled, according to the correlation coefficient, select the air bag isolator number to be controlled, and after performing the control action, jump to step S1 for the cooperative alignment control at the next time.

[0017] Further, in the step S1), the absolute alignment ΔΓ a is calculated according to the following formula:

[0018]

[0019] Further, in the step S1), the correlation coefficient is represented as:

[0020] R={r ij |1≤i≤N,1≤j≤M}

[0021] Wherein, r ij represents the correlation between the pressure of the i-th air bag isolator and the j-th control target;

[0022] If the number of data entries K in the data set D={(P1,Γ1),…,(P K ,Γ K )} is less than the set threshold K T , the correlation coefficient is set to r ij =1;

[0023] Otherwise, when K≥K T The function formula for calculating the correlation coefficient is:

[0024]

[0025] Wherein, represents the i-th air bag isolator pressure value in the k-th data in the data set D={(P1,Γ1),…,(P K ,Γ K )}; represents the average value of the i-th air spring isolator pressure value in the data set; represents the j-th control target component in the k-th data in the data set D, represents the average value of the j-th control target in the data set.

[0026] Further, in the step S2), the absolute alignment amount of the target air spring isolation system in the current time t is obtained, which needs to be aligned with the air spring isolation system in the current time t, and the relative alignment amount is calculated by the following formula: M

[0027]

[0028] Further, in the step S4), the absolute alignment amount and the relative alignment amount of the air spring isolation system in the current time t satisfy the alignment requirement standard, that is, each alignment amount is less than the set error, and the condition for the air spring isolation system in the current time t to satisfy the cooperative alignment control is that there is a relative alignment component greater than the set error:

[0029]

[0030] where ξ j is a constant.

[0031] Further, in the step S4), the absolute alignment amount and the relative alignment amount of the air spring isolation system in the current time t satisfy the condition for cooperative alignment control, that is, there is a relative alignment component greater than the set error:

[0032]

[0033] Further, in the step S4), the absolute alignment amount and the relative alignment amount of the air spring isolation system in the current time t satisfy the condition for independent alignment control, that is, all relative alignment components are less than the set error:

[0034]

[0035] Further, the specific process of the step S5) is as follows:

[0036] S51) Select the control target with the largest absolute value of the relative alignment deviation, and mark it as where m represents the sequence number in the set;

[0037] S52) Develop a control strategy: if and , prefer to perform the inflation action, and jump to step S53; if and , prefer to perform the deflation action, and jump to step S54; otherwise, do not perform the action, and jump to step S1;

[0038] ​S53) calculate the auxiliary inflation decision value, denoted as The calculation method is as follows:

[0039]

[0040] If The elements in the auxiliary inflation decision probability distribution are not all zero, and the auxiliary inflation decision probability distribution is calculated The calculation method is as follows:

[0041]

[0042] If The elements in the auxiliary inflation decision probability distribution are all zero, and the step S1 is jumped to;

[0043] According to the probability distribution value of The number of the air bag damper that needs to be inflated is selected, assuming that the selected is the i number air bag damper, then the air bag damper is inflated Δp; Δp is a preset fixed value;

[0044] S54) calculate the auxiliary deflation decision value, denoted as The calculation method is as follows:

[0045]

[0046] If The elements in the auxiliary deflation decision probability distribution are not all zero, and the auxiliary deflation decision probability distribution is calculated The calculation method is as follows:

[0047]

[0048] If The elements in the auxiliary deflation decision probability distribution are all zero, and the step S1 is jumped to;

[0049] According to the probability distribution value of The number of the air bag damper that needs to be deflated is selected, assuming that the selected is the i number air bag damper, then the air bag damper is deflated Δp, and Δp is a preset fixed value.

[0050] The cooperative centering control method provided by the application simultaneously considers absolute centering amount and relative centering amount, and solves the uncontrollable problem of the control trajectory in independent centering control. The correlation coefficient is used to describe the association between the control object and the control target, and the problem of inaccurate complex model modeling is avoided.

[0051] Compared with the prior art, the application has the following technical effects:

[0052] 1) The shafting cooperative centering method provided by the application simultaneously considers absolute centering amount and relative centering amount, and can guarantee accurate centering during the shafting centering control process and after the control is completed;

[0053] 2) The correlation coefficient used in this invention is updated in real time through the collected system operation data. It does not require the establishment of complex mathematical models or human intervention, and has a high degree of intelligence.

[0054] 3) The control method provided by this invention has the advantages of simple structure, low computational load, easy implementation and deployment, and good control effect. Attached Figure Description

[0055] Figure 1 This is a schematic diagram of the shaft system coordinated alignment in a typical multi-airbag vibration isolation system;

[0056] Figure 2 This is a schematic diagram of the control method of the present invention;

[0057] Figure 3 The training curves of the active shaft alignment control effect of the present invention in a simulation environment are shown ((a) is the absolute alignment amount, (b) is the relative alignment amount).

[0058] Figure 4 The training curves for the passive axis alignment control effect of the present invention in a simulation environment are shown ((a) represents the absolute alignment amount, and (b) represents the relative alignment amount). Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0060] like Figure 1 As shown, the propulsion system's shafting is supported by two sets of airbag vibration isolation systems. One set supports the motor equipment and outputs power; this is called the propulsion motor airbag vibration isolation system. The other set supports bearings and other equipment; this is the stern airbag vibration isolation system. For ease of distinction, the shaft connected to the motor is called the driving shaft, and the shaft connected to it via a coupling is called the driven shaft. After static alignment, the entire propulsion shafting has an optimal control target. The deviation of each airbag vibration isolation system from this optimal control target is the absolute alignment value. Each airbag vibration isolation system typically includes a set of airbag isolators and a control system. The airbag isolators can directly or indirectly support the load-bearing equipment via the raft frame. The control system can collect the alignment status of the shafting equipment and formulate control strategies, which are then executed by the control module. For example, the inflation / deflation control unit can control the airbag isolators, thereby achieving raft frame attitude control and adjusting the alignment status of the shafting equipment.

[0061] The present invention provides a collaborative centering control method for multi-airbag vibration isolation systems, such as... Figure 2 As shown, it includes the following steps:

[0062] S0) Initialization. Assume the propulsion motor airbag vibration isolation system includes 8 airbag isolators, each of which can be inflated and deflated by controlling a solenoid valve. Then the combination of airbag pressure values ​​is represented as P = (p1,...,p8), p i Let P represent the pressure value of airbag isolator i (1≤i≤8). For the safe operating pressure of the airbag, a safety constraint is set. Assuming that the upper and lower limits of the pressure values ​​of all airbag isolators are the same, namely 2.0 MPa and 0.8 MPa respectively, the safety constraint can be expressed as P. l ={ 1n p l ,.·,p l P u ={p1 u ,…,p n u} = {2.0 MPa, ..., 2.0 MPa}. Determine the control objective Γ and the optimal control objective Γ. opt Taking shaft alignment control as an example, the control objective generally consists of four components: vertical offset τ1, horizontal offset τ2, vertical skew τ3, and horizontal skew τ4, represented as: Γ={τ1,τ2,τ3,τ4}. The optimal control objective is that both the offset and skew values ​​are 0, i.e.: Γ opt ={0,0,0,0}. Initialize the dataset D as an empty set.

[0063] S1) Data Acquisition: Obtain the airbag pressure P(t) = {p1,…,p8} and control target information Γ(t) = {τ1,…,τ4} of the 8 airbag vibration isolators at the current time t, and calculate the absolute alignment of the current system:

[0064]

[0065] The collected data is added to dataset D, and the correlation coefficient matrix R is updated. The system has a total of 8 airbags and 4 centering state components; therefore, the correlation between airbag pressure and the 4 centering states is calculated, and the correlation coefficient is expressed as:

[0066] R = {r ij |1≤i≤8,1≤j≤4}

[0067] Where, r ij This represents the correlation between the pressure of the i-th airbag and the j-th control target component.

[0068] If the dataset D = {(P1,Γ1),…,(P…} K ,Γ K The number of data entries K in the array is less than the set threshold K. T Then set the correlation coefficient to r. ij= 1.

[0069] Otherwise, when K ≥ K T The function of calculating the correlation coefficient is:

[0070]

[0071] where, represents the i-th air bag pressure value in the k-th data in the data set D = {(P1, Γ1), …, (P K , Γ K )}. represents the average value of the i-th air bag pressure value in the data set. represents the j-th control target component in the k-th data in the data set D, represents the average value of the j-th control target component in the data set. In a typical air bag isolation system prototype, the correlation matrix obtained by updating is:

[0072]

[0073] where, r 11 =-0.12 indicates that there is a negative correlation between the pressure of the first air bag and the vertical deviation, and the correlation value is 0.12.

[0074] S2) Obtain the absolute alignment amount of the target air bag isolation system that needs to be aligned with the air bag isolation system at the current time t. If the relative alignment amount cannot be obtained, jump to step S3; otherwise, jump to step S4.

[0075] Suppose the absolute alignment amount of the driving motor air bag isolation system main shaft is:

[0076] ΔΓ a ={1.6,-2.93,0.1,1.83}

[0077] The absolute alignment amount of the passive shaft of the stern air bag isolation system that needs to be aligned is:

[0078] ΔΓ'={1.32,-2.96,0.08,1.84}

[0079] At this time, the relative alignment amount is:

[0080] ΔΓ r = ΔΓ a - ΔΓ' = {0.28, 0.03, 0.02, -0.01}

[0081] Jump to step S4.

[0082] S3) Set the relative alignment amount to be the same as the absolute alignment amount, i.e.

[0083]

[0084] S4) If both the absolute alignment and the relative alignment of the air bag vibration isolation system at the current time t satisfy the alignment requirement, jump to step S1; if both the absolute alignment and the relative alignment of the air bag vibration isolation system at the current time t satisfy the cooperative alignment control, jump to step S5; if only one of the absolute alignment and the relative alignment of the air bag vibration isolation system at the current time t satisfies the independent alignment control, jump to step S3.

[0085] The standard for the absolute alignment and the relative alignment to satisfy the alignment requirement is that each alignment is less than a set error, i.e.

[0086]

[0087] The condition for satisfying the cooperative alignment control is that there is a relative alignment component greater than a set error:

[0088]

[0089] The condition for satisfying the independent alignment control is that all the relative alignment components are less than a set error:

[0090]

[0091] In engineering, when the offset is less than 0.5 mm and the deflection is less than 0.5 mm / m, the shafting is considered to be in an aligned state, and therefore, the set ξ j = 0.5, 1≤j≤4.

[0092] Considering that the absolute alignment and the relative alignment are respectively: a = {1.6, -2.93, 0.1, 1.83} and ΔΓ r = {0.28, 0.03, 0.02, -0.01}, the condition for cooperative alignment control is met. Jump to step S5.

[0093] S5) Cooperative alignment control condition: select the control target that needs to be controlled according to the values of the absolute alignment and the relative alignment, select the air bag vibration isolator number that needs to be controlled according to the correlation coefficient, and perform a control action and then jump to step S1 for cooperative alignment control at the next time.

[0094] The specific process of cooperative alignment control is:

[0095] S51) Select the control target with the largest absolute value of the relative alignment deviation, denoted as where m represents the sequence number in the set.

[0096] Here, the relative alignment ΔΓ r = {0.28, 0.03, 0.02, -0.01}, and therefore

[0097]

[0098] S52) Formulate control strategy: if and then execute inflation action first, jump to step S53; if and then execute deflation action first, jump to step S54; otherwise, do nothing, jump to step S1.

[0099] Since m = 1, and thus execute deflation action first, jump to step S54.

[0100] S53) Calculate auxiliary inflation decision value, denoted as The calculation method is as follows:

[0101]

[0102] If the elements in are not all zero, calculate the auxiliary inflation decision probability distribution The calculation method is as follows:

[0103]

[0104] If the elements in are all zero, jump to step S1.

[0105] According to the probability distribution value of , select the air bag vibration isolator number that needs to be inflated, assuming that the selected is the i-th air bag vibration isolator, then inflate the air bag vibration isolator by Δp; Δp is a pre-set fixed value. After executing the inflation action, jump to step S1.

[0106] S54) Calculate auxiliary deflation decision value, denoted as The calculation method is as follows:

[0107]

[0108] If the elements in are not all zero, calculate the auxiliary deflation decision probability distribution The calculation method is as follows:

[0109]

[0110] If the elements in are all zero, jump to step S1.

[0111] According to the probability distribution value of The probability distribution value selection needs to select the air bag damper number to be deflated. Assuming that the selected air bag damper is No. i, the air bag damper is deflated by Δp, and Δp is a preset fixed value. After the deflation action is performed, jump to step S1.

[0112] Assuming that the pressure value at this time is P(t) = {1.0, 1.0, 1.0, 1.0, 1.1, 1.0, 1.2, 1.1}, the auxiliary deflation decision value can be obtained as:

[0113] Since the elements in P(t) are not all zero, the auxiliary deflation decision probability distribution can be calculated as: That is, there is a 6% chance of selecting No. 4 air bag damper, a 76% chance of selecting No. 6 air bag damper, and an 18% chance of selecting No. 8 air bag damper. Assuming that No. 6 air bag damper is selected, the deflation control is performed on No. 6 air bag damper, and the deflation size is Δp = 0.1 Mpa. After the deflation action is performed, jump to step S1.

[0114] As shown in the implementation results of Figure 3 , 4 , the control process of the air bag damper system centering control using the shafting cooperative control method. Assuming that the driving shaft and the driven shaft are not in the optimal control target at the beginning, the control program is executed once per second. It can be seen that: 1) At about 50 seconds, the controller can quickly achieve centering control from the shafting misalignment state and reach the control target, and the control effect is relatively stable; 2) The relative centering amount can be stabilized within the error allowable range (±0.5 mm or ±0.5 mm / m) during the control process.​

Claims

1. A shafting cooperative alignment control method for a multi-air-bag vibration isolation system, the air-bag vibration isolation system comprising N air-bag vibration isolators, each air-bag vibration isolator being inflated and deflated by a control solenoid valve; characterized in that: The cooperative centering control method is as follows: S0) initialization, set upper limit P of safe working pressure value of each air bag damper l and lower limit P u , determine control target Γ of air bag damper and optimal control target Γ opt , initialize data set D as empty set; The control target Γ includes M control targets, denoted as: Γ = {τ1,..., τ M}; Optimal control objective Γ opt is denoted as: Γ opt = {τ1 opt ,…,τ M opt} The upper and lower limits of the pressure value are P l = {p1 l ,…,p N l} and P u = {p1 u ,…,p N u respectively. S1) Obtain the airbag pressure P(t) of N airbag vibration isolators at the current time t, where P(t) = {p1,…,p N } and control target information Γ(t)={τ1,…,τ M }, and calculate the absolute alignment at the current time t; add the airbag pressure and absolute alignment to the dataset D, and update the correlation coefficient matrix R; S2) Obtain the absolute centering amount of the target air bag vibration isolation system that needs to be cooperatively centered with the air bag vibration isolation system at the current time t, and calculate the relative centering amount of the air bag vibration isolation system relative to the target air bag vibration isolation system; if the absolute centering amount of the target air bag vibration isolation system cannot be obtained, jump to step S3, otherwise jump to step S4; S3) The relative centering amount is the same as the absolute centering amount of the air bag vibration isolation system, that is S4) If the absolute centering amount and the relative centering amount of the air bag vibration isolation system at the current time t both meet the centering requirement, jump to step S1; if the absolute centering amount and the relative centering amount of the air bag vibration isolation system at the current time t meet the cooperative centering control, jump to step S5; If the absolute centering amount and the relative centering amount of the air bag vibration isolation system at the current time t only meet the independent centering control, jump to step S3; S5) Cooperative centering control condition: according to the values of the absolute centering amount and the relative centering amount of the air bag vibration isolation system at the current time t, select the control target that needs to be controlled, select the air bag vibration isolator number that needs to be controlled according to the correlation coefficient, and jump to step S1 after performing the control action to perform the cooperative centering control at the next time.

2. The shafting cooperative alignment control method for the multi-air-bag vibration isolation system according to claim 1, characterized in that: In said step S1), the absolute amount of centring ΔΓ a is calculated according to the following formula:

3. The shafting coordinated alignment control method for the multi-air-bag vibration isolation system according to claim 1, characterized in that: In the step S1), the correlation coefficient is denoted as: R = {r ij |1≤i≤N,1≤j≤M} wherein r ij represents the correlation between the pressure of the i-th air bag vibration isolator and the j-th control target; If the number of data entries K in the data set D = {(P1, Γ1),..., (P K , Γ K )} is less than a set threshold K T , then set the correlation coefficient to r ij = 1. Otherwise, when K≥K T The function for calculating the correlation coefficient is: wherein represents the i-th air spring isolator pressure value in the k-th data in the data set D = {(P1, Γ1),..., (P K , Γ K )}, represents the average of the i-th air spring isolator pressure values in the data set; represents the j-th control target component in the k-th data in the data set D, represents the average of the j-th control target in the data set.

4. The shafting coordinated alignment control method for the multi-air-bag vibration isolation system according to claim 1, wherein: In the step S2), the absolute alignment amount ΔΓ' = {Δτ1', …, Δτn'} of the target air bag isolation system that needs to be aligned with the air bag isolation system in the current time t is obtained. M If the absolute alignment amount ΔΓ' = {Δτ1', …, Δτn'} is obtained, the relative alignment amount is calculated by the following formula:

5. The method of shafting alignment control for multi-chambered isolation system of claim 1, wherein: In the step S4), the standard that the absolute centering amount and the relative centering amount of the air bag vibration isolation system at the current time t both meet the centering requirement is that each centering amount is less than a set error, that is: where ξ j is a constant.

6. The method of shafting coordinated alignment control for multi-chambered isolation system of claim 1, wherein: In the step S4), the condition that the absolute centering amount and the relative centering amount of the air bag vibration isolation system at the current time t meet the cooperative centering control is that there is a relative centering amount component greater than a set error:

7. The method of shafting co-centering control for multi-air-bag isolation system of claim 1, wherein: In the step S4), the condition that the absolute centering amount and the relative centering amount of the air bag vibration isolation system at the current time t meet the independent centering control is that all relative centering components are less than a set error:

8. The method of shafting co-centering control for multi-air-bag vibration isolation system according to claim 1, characterized in that: The specific process of the step S5) is: S51) selecting the control target with the largest absolute value of the relative amount of misalignment, denoted as where m represents the sequence number in the set. S52) Formulate control strategy: if and then perform inflation action first, go to step S53; if and then perform deflation action first, go to step S54; otherwise, do not perform action, go to step S1; S53) Calculate an auxiliary inflation decision value, denoted as The calculation method is as follows: If the elements in the vector are not all zero, then compute the auxiliary aeration decision probability distribution The method of computation is as follows: If all elements in are zero, jump to S1; According to the probability distribution value selection of the air bag damper number needing to be inflated, assuming that the selected is the i number air bag damper, then inflating the air bag damper Δp; Δp is a preset fixed value; S54) Calculate an auxiliary bleed decision value, denoted as The calculation method is as follows: If the elements in the vector are not all zero, then compute the auxiliary bleed decision probability distribution The method is as follows: If all elements in are zero, go to step S1; According to the probability distribution value selection of the air bag damper number requiring deflation, assuming that the selected is the i number air bag damper, then the air bag damper is deflated Δp, Δp is a predetermined fixed value.

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