Magneto-rheological seat control method and system and electronic equipment

Abstract

The invention relates to the technical field of vehicle control, and discloses a magnetorheological seat control method and system and electronic equipment. The method comprises the following steps: acquiring a current pavement vibration signal of a vehicle and a vibration frequency of a magnetorheological seat; if the vibration frequency of the magneto-rheological seat is lower than the preset resonance frequency, matching is conducted in a first preset relation table according to the road surface vibration signals, and the magnitude of control current of the magneto-rheological seat is determined so as to adjust the damping force of the magneto-rheological seat; and if the vibration frequency of the magneto-rheological seat is higher than the preset resonance frequency, matching is carried out in a second preset relation table according to the road surface grade and the road surface vibration signal, and the magnitude of control current of the magneto-rheological seat is determined, so that the damping force of the magneto-rheological seat is adjusted. Dynamic adjustment is carried out according to the road surface vibration signal and the seat vibration frequency, so that the seat control has the self-adaptive capacity, the damping response of the seat can be automatically adjusted according to different driving environments and road conditions, and therefore personalized comfort adjustment is achieved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a magnetorheological seat control method, system and electronic equipment. Background Art

[0002] With the development of intelligent automobiles, the comfort of seats has become one of the important indicators for measuring vehicle performance. During the driving process, the chassis and wheels of the vehicle are constantly in contact with the road surface, and the unevenness of the road surface will have a continuous excitation effect on the chassis and wheels. This excitation will not only cause the vibration of the vehicle itself, but also be transmitted to the seat through the vehicle structure, thereby affecting the comfort of passengers. Therefore, it is necessary to adjust the seat damping, that is, adjust the damping coefficient to control the response of the seat to external excitation, so as to use the damping element (such as damper) to convert mechanical energy into heat energy and elastic potential energy, thereby reducing or eliminating the vibration amplitude of the seat and improving the riding comfort.

[0003] In the related art, seats are usually controlled by a preset fixed damping coefficient. When a user sits on the seat, the fixed damping coefficient makes the seat response constant, or the user manually adjusts the seat damping. However, under special road conditions such as potholes, speed bumps and other complex road conditions, the vehicle dynamics cannot be predicted in advance, and the suspension response cannot be synchronized, resulting in delayed seat adjustment, poor comfort and safety, and reduced user seat riding experience. Summary of the invention

[0004] In order to provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. The summary is not an extensive review, nor is it intended to identify key / critical components or delineate the scope of protection of these embodiments, but rather serves as a prelude to the detailed description that follows.

[0005] In view of the above-mentioned shortcomings of the prior art, the present application provides a magnetorheological seat control method, system and electronic equipment to solve the problem of lack of dynamic stability and driving comfort of vehicle seat control.

[0006] The first aspect of the present application provides a magnetorheological seat control method, including: obtaining a current suspension state signal of a vehicle and a vibration frequency of the magnetorheological seat, the suspension state signal including a road vibration signal representing a road surface grade; if the vibration frequency of the magnetorheological seat is lower than a preset resonance frequency, matching the road surface vibration signal in a first preset relationship table to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat; the first preset relationship table includes a one-to-one correspondence between the control current and the road surface vibration signal; if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, determining the road surface grade based on the road surface vibration signal, matching the road surface grade with the road surface vibration signal in a second preset relationship table to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, the second preset relationship table including a one-to-one correspondence between the road surface grade, the control current and the road surface vibration signal.

[0007] In some possible embodiments of the present application, if the vibration frequency of the magnetorheological seat is lower than the preset resonant frequency, the road vibration signal is matched in the first preset relationship table to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, including: if the vibration frequency of the magnetorheological seat is lower than the preset resonant frequency, the vehicle body vibration signal is large and the road vibration signal is greater than a first threshold, then a first control instruction representing an increase in the magnetorheological seat control current is sent to increase the magnetic field strength to increase the damping force of the magnetorheological seat; if the vibration frequency of the magnetorheological seat is lower than the preset resonant frequency, the vehicle body vibration signal is small and the road vibration signal is less than a second threshold, then a second control instruction representing a decrease in the magnetorheological seat control current is sent to reduce the magnetic field strength to reduce the damping force of the magnetorheological seat; the first control instruction and the second control instruction are obtained by searching the first preset relationship table, the first threshold is much greater than the second threshold, and the vehicle body vibration signal represents the degree of vehicle body vibration.

[0008] In some possible embodiments of the present application, if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, the road surface grade is determined based on the road surface vibration signal, and the magnitude of the magnetorheological seat control current is determined according to the matching of the road surface grade and the road surface vibration signal in the second preset relationship table to adjust the damping force of the magnetorheological seat, including: if the road surface grade is small and the body vibration signal is small, a third control instruction representing a reduction in the magnetorheological seat control current is sent to reduce the magnetic field strength to reduce the damping force of the magnetorheological seat; if the road surface grade is small and the body vibration signal is large, a fourth control instruction representing an increase in the magnetorheological seat control current is sent to increase the magnetic field strength to increase the damping force of the magnetorheological seat; if the road surface grade is large, a fifth control instruction representing an increase in the magnetorheological seat control current is sent to increase the magnetic field strength to increase the damping force of the magnetorheological seat; wherein the third control instruction, the fourth control instruction and the fifth control instruction are obtained by searching the second preset relationship table, and the control current corresponding to the fifth control instruction is greater than the control current corresponding to the fourth control instruction.

[0009] In some possible embodiments of the present application, the method for determining the vehicle body vibration signal also includes: obtaining inertial measurement data in the vehicle body status signal; calculating according to the acceleration in the vertical direction in the inertial measurement data to determine a shaking road surface vibration signal reflecting the degree of vehicle body vibration; if the shaking road surface vibration signal is greater than a first preset vibration value, it is determined that the vehicle body vibration signal is large; if the shaking road surface vibration signal is less than a second preset vibration value, it is determined that the vehicle body vibration signal is small, and the first preset vibration value is much greater than the second preset vibration value.

[0010] In some possible embodiments of the present application, it also includes: obtaining inertial measurement data in the vehicle body status signal, and determining the current pitch angular velocity and pitch angular acceleration of the vehicle based on the inertial measurement data; if the pitch angular acceleration is greater than the preset pitch angular acceleration, controlling the magnetorheological seat to enter the pitch control mode and enter the delay state; querying a preset third preset relationship table based on the pitch angular velocity to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, and the third preset relationship table includes a one-to-one correspondence between the pitch angular velocity of the vehicle body and the control current.

[0011] In some possible embodiments of the present application, it also includes: obtaining the vertical velocity of the center of mass of the vehicle based on the inertial measurement data in the vehicle body status signal; if the vertical velocity of the center of mass of the vehicle is greater than the preset vertical velocity of the center of mass, controlling the magnetorheological seat to enter the vertical velocity control mode and enter the delay state; querying the preset fourth preset relationship table based on the vertical velocity of the center of mass to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, the fourth preset relationship table includes a one-to-one correspondence between the vertical velocity of the center of mass of the vehicle body and the control current, and the priority of the pitch control mode is higher than the priority of the vertical velocity control mode.

[0012] In some possible embodiments of the present application, it also includes: obtaining the front wheel suspension speed in the suspension status signal; if the front wheel suspension speed is greater than the first vehicle speed threshold, triggering the speed bump recognition mode and recording the time; if the recording time is within a preset time period and the front wheel suspension speed is greater than the second vehicle speed threshold, controlling the magnetorheological seat to enter the speed bump control mode, determining the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, the control current of the magnetorheological seat is inversely proportional to the front wheel suspension speed, and the priority of the speed bump control mode is higher than the priority of the pitch control mode.

[0013] In some possible embodiments of the present application, it also includes: obtaining the steering wheel speed or steering wheel angle in the body state signal of the vehicle; if it is monitored that the steering wheel speed or the steering wheel angle of the vehicle is greater than the corresponding threshold, controlling the magnetorheological seat to enter the cornering control mode, and adjusting the control current of the magnetorheological seat according to the steering wheel speed or the steering wheel angle, so that the magnetorheological seat remains stable during cornering, and the priority of the cornering control mode is higher than the priority of the speed bump control mode.

[0014] The second aspect of the present application also provides a magnetorheological seat control system, including: an acquisition module, used to acquire the current suspension state signal of the vehicle and the vibration frequency of the magnetorheological seat, the suspension state signal including a road vibration signal; a first control module, used to, if the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, match the road vibration signal in a first preset relationship table to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat; the first preset relationship table includes a one-to-one correspondence between the control current and the road vibration signal; a second control module, used to, if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, match the road grade with the road vibration signal in a second preset relationship table to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, the second preset relationship table includes a one-to-one correspondence between the road grade, the control current and the road vibration signal.

[0015] The third aspect of the present application also provides an electronic device, including: a processor and a memory; the memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the electronic device performs the above method.

[0016] Beneficial effects of this application:

[0017] By obtaining the vibration frequency of the magnetorheological seat of the vehicle and the road vibration signal; if the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, the magnitude of the magnetorheological seat control current is determined according to the road vibration signal in the first preset relationship table to adjust the damping force of the magnetorheological seat; if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, the magnitude of the magnetorheological seat control current is determined according to the road grade and the road vibration signal in the second preset relationship table to adjust the damping force of the magnetorheological seat. The vibration frequency of the magnetorheological seat is low-frequency or high-frequency mode, and the road vibration signal is used to dynamically adjust the damping force of the seat, so as to achieve accurate adaptation to complex road conditions and driving behaviors; at the same time, different matching strategies are adopted according to different frequencies to achieve the prediction of complex driving environments, ensuring that the seat can respond in time under sudden road conditions or complex dynamic conditions, slow down or absorb the impact, so that the seat can adapt to various complex road conditions more flexibly; by intelligently adjusting the damping force of the magnetorheological seat, a more comfortable and safe riding experience is provided for passengers, which helps to improve the overall performance and energy efficiency of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a flow chart of a magnetorheological seat control method in an embodiment of the present application;

[0019] Figure 2 is a schematic structural diagram of a magnetorheological seat control system in an embodiment of the present application;

[0020] Figure 3 It is a structural schematic diagram of an electronic device in an embodiment of the present invention. DETAILED DESCRIPTION

[0021] The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and sub-samples in the embodiments can be combined with each other without conflict.

[0022] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0023] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present invention. However, it is obvious to those skilled in the art that the embodiments of the present invention can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present invention difficult to understand.

[0024] The terms "first", "second", etc. in the specification and claims of the embodiments of the present disclosure and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchanged where appropriate, so as to describe the embodiments of the embodiments of the present disclosure described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions.

[0025] Unless otherwise stated, the term "plurality" means two or more.

[0026] In the embodiment of the present disclosure, the character " / " indicates that the preceding and following objects are in an "or" relationship. For example, A / B indicates: A or B.

[0027] The term "and / or" is a description of the association relationship between objects, indicating that three relationships can exist. For example, A and / or B means: A or B, or, A and B.

[0028] Combination Figure 1 FIG. 1 is a flow chart of a magnetorheological seat control method according to an embodiment of the present application, comprising:

[0029] Step S101, obtaining a current suspension state signal of the vehicle and a vibration frequency of the magnetorheological seat, wherein the suspension state signal includes a road vibration signal representing a road grade;

[0030] Among them, the vehicles are new energy vehicles and fuel vehicles. New energy vehicles include but are not limited to plug-in hybrid vehicles, extended-range electric vehicles, fuel cell vehicles, fuel cell vehicles, oil-electric hybrid vehicles, and pure electric vehicles. Fuel vehicles include but are not limited to sedans, SUVs, MPVs, pickups, sports cars, trucks, buses, and special-purpose vehicles.

[0031] It should be noted that the road vibration signal is a common indicator for evaluating the road grade and can be calculated by the root mean square of acceleration. The seat height sensor is used to identify the seat vibration frequency at this time, which is divided into low-frequency control (mode) and high-frequency control (mode). For example, the vibration frequency is calculated by the zero-penetration detection of the seat within the cycle, and the vibration frequency is compared with the resonance frequency (resonance point). The resonance frequency is the resonance phenomenon generated when the seat's own natural frequency matches the external vibration frequency when it is subjected to external vibration.

[0032] Exemplarily, this is accomplished through a sensor network built into the vehicle. Specifically, acceleration sensors are installed at key locations of the vehicle (such as the vehicle body or suspension) to measure the acceleration of the vehicle body in real time, and the road vibration signal value is calculated through signal processing technology, which reflects the current vibration severity of the vehicle.

[0033] Step S102, if the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, matching is performed in a first preset relationship table according to the road vibration signal to determine the magnitude of the magnetorheological seat control current so as to adjust the damping force of the magnetorheological seat; the first preset relationship table includes a one-to-one correspondence between the control current and the road vibration signal;

[0034] Specifically, when the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, the road vibration signal value is read, and a search and match is performed in a preset first preset relationship table to obtain the corresponding control current value. The first preset relationship table is established based on a large amount of experimental data, ensuring that the most suitable control current can be found under different road vibration signals.

[0035] For example, through comprehensive calibration of subjective feelings and objective data, for example, when on different bumpy roads, the fluctuation range of the RMS value (root mean square value of acceleration) of the vehicle body is inconsistent. Therefore, the magnetorheological control current needs to be calibrated under different characteristics of fluctuating roads. First, the acceleration fluctuation of the seat is calibrated to the set range through the damping applied by the magnetorheological shock absorber in objective data; second, the calibration personnel calibrates through subjective feelings. According to the above method, the calibration can be completed by changing the height of the seat within an acceptable range.

[0036] In addition, adaptive algorithms can be used to dynamically adjust the corresponding relationships in the relationship table based on real-time data to adapt to different vehicle models and road conditions. For example, machine learning technology can be introduced to predict the optimal control current through training models to improve control accuracy and response speed.

[0037] Step S103, if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, the road surface grade is determined based on the road surface vibration signal, and the road surface grade is matched with the road surface vibration signal in a second preset relationship table to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, and the second preset relationship table includes a one-to-one correspondence between the road surface grade, the control current and the road surface vibration signal.

[0038] Among them, high-frequency vibration is usually related to uneven road surface. Different levels of roads have different damping force requirements for the seat. By first judging the road surface grade and then combining the road vibration signal, the required control current can be determined more accurately to achieve more detailed damping force adjustment.

[0039] Specifically, when the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, it indicates that the vehicle is experiencing frequent road bumps, for example, driving on a damaged road surface. At this time, the road surface grade is determined according to the road surface vibration signal value, for example, excellent, good, fair, poor, etc., or the grade is quantified using numbers, etc. The control current value corresponding to the current road surface grade and the road surface vibration signal is searched in the second preset relationship table.

[0040] Through the above method, by collecting suspension status signals, body status signals and the vibration frequency of the magnetorheological seat, it is ensured that the magnetorheological seat can be dynamically adjusted according to the actual situation of the vehicle to improve riding comfort; in low-frequency mode, appropriate damping force is provided according to the actual movement state of the vehicle, which effectively improves the smoothness and comfort of riding; in high-frequency mode, by comprehensively considering the road surface grade and road vibration signals, the magnetorheological seat can accurately respond to complex road conditions, thereby improving riding comfort and safety.

[0041] Optionally, in some embodiments, if the vibration frequency of the magnetorheological seat is lower than a preset resonance frequency, matching the road vibration signal in a first preset relationship table is performed to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, including:

[0042] If the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, the vehicle body vibration signal is large and the road surface vibration signal is greater than a first threshold, a first control instruction indicating an increase in the control current of the magnetorheological seat is sent to increase the magnetic field strength to increase the damping force of the magnetorheological seat;

[0043] If the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, the body vibration signal is small and the road vibration signal is smaller than the second threshold, a second control instruction representing a reduction in the control current of the magnetorheological seat is sent to reduce the magnetic field strength to reduce the damping force of the magnetorheological seat; the first control instruction and the second control instruction are obtained by searching the first preset relationship table, the first threshold is much larger than the second threshold, and the body vibration signal represents the degree of body vibration.

[0044] Exemplarily, an acceleration sensor is used to detect the vibration frequency of a magnetorheological seat in real time, and the detected vibration frequency is compared with a preset low-frequency mode threshold to determine whether the seat is below a preset resonance frequency; a body vibration signal sensor (such as a body IMU signal, i.e., an inertial measurement signal) is used to detect the body vibration signal of the body in real time; the root mean square value of the suspension acceleration reflecting the road surface grade is determined, and the root mean square value of the acceleration is compared with a preset first threshold and a second threshold, and based on the comparison result and the vibration frequency of the seat, for example, if the root mean square value of the acceleration is greater than the preset first threshold, it is determined that the root mean square value of the acceleration is large; if the root mean square value of the acceleration is less than the preset second threshold, it is determined that the root mean square value of the acceleration is small, and the first threshold is much greater than the second threshold, and based on the selected control strategy, a preset first preset relationship table is searched to obtain a corresponding control current value, and the control current is sent to the control unit of the magnetorheological seat to adjust the strength of the magnetic field.

[0045] Through the above method, by real-time detection of the vibration frequency of the seat and the dynamic signal of the vehicle body, and selecting a suitable control strategy according to the size of the road vibration signal value, the damping force of the magnetorheological seat can be adjusted in real time, thereby improving the riding comfort; during the driving process of the vehicle, by real-time adjustment of the damping force of the seat, the shaking of passengers caused by vehicle bumps can be reduced, thereby improving driving safety; through the combined use of the preset first preset relationship table and the intelligent control method, the flexibility and accuracy of the system can be enhanced, and the efficiency and effect of the control can be improved.

[0046] Optionally, in some embodiments, if the vibration frequency of the magnetorheological seat is higher than a preset resonance frequency, a road surface grade is determined based on the road surface vibration signal, and the magnitude of the magnetorheological seat control current is determined according to matching the road surface grade with the road surface vibration signal in a second preset relationship table to adjust the damping force of the magnetorheological seat, including:

[0047] If the road surface grade is small and the vehicle body vibration signal is small, a third control instruction indicating a reduction in the magnetorheological seat control current is sent to reduce the magnetic field strength to reduce the damping force of the magnetorheological seat;

[0048] If the road surface grade is small and the vehicle body vibration signal is large, a fourth control instruction indicating an increase in the magnetorheological seat control current is sent to increase the magnetic field strength to increase the damping force of the magnetorheological seat;

[0049] If the road surface grade is large, a fifth control instruction representing an increase in the magnetorheological seat control current is sent to increase the magnetic field strength to increase the damping force of the magnetorheological seat; wherein the third control instruction, the fourth control instruction and the fifth control instruction are obtained by searching the second preset relationship table, and the control current corresponding to the fifth control instruction is greater than the control current corresponding to the fourth control instruction.

[0050] Among them, the road surface grade is determined based on the acceleration root mean square, especially identified and graded according to the acceleration change of the suspension. If the current road surface grade is small and the body movement is also small, at this time, a control signal with a smaller control current is generated to the magnetorheological seat.

[0051] Exemplarily, a road surface grade sensor, such as a camera, a laser radar, etc., can also be used to detect the road surface grade on which the vehicle is currently traveling in real time. A body vibration signal sensor, such as a height sensor or a height displacement sensor, is used to detect the vertical acceleration of the body in the vertical direction in real time, that is, to obtain the body vibration signal. According to the road surface grade and the size of the body vibration signal, the corresponding control strategy is judged and selected, and the corresponding control current value is generated by searching the preset second preset relationship table and according to the control instruction (third control instruction, fourth control instruction or fifth control instruction) output by the selected control strategy, and the control current value corresponding to the selected control strategy is sent to the magnetorheological seat for control, and the magnetic field strength of the magnetorheological seat is adjusted by adjusting the control current value, thereby changing the damping force of the seat.

[0052] In the above manner, by detecting the road surface grade and the body vibration signal in real time, and selecting the appropriate control strategy and adjusting the magnetic field strength according to the road surface grade and the body vibration signal, the damping force of the magnetorheological seat is adjusted in real time, thereby improving the riding comfort. In the case of complex road surfaces or large body vibration signals, the damping force of the seat is increased by increasing the magnetic field strength, which can reduce the shaking of passengers caused by vehicle bumps and improve driving safety. By combining the preset second preset relationship table and the intelligent control method, the accuracy and efficiency of the magnetorheological seat control can be improved, making the riding experience more stable and comfortable. In addition, the control strategy and control current value are adjusted in real time according to different road surface grades and body vibration signals, so that the system has stronger flexibility and adaptability.

[0053] Optionally, in some embodiments, the method of determining the vehicle body vibration signal further includes:

[0054] Obtain inertial measurement data from vehicle body status signals;

[0055] Calculating according to the vertical acceleration in the vertical direction in the inertial measurement data, determining a vehicle body vibration signal reflecting the degree of vehicle body vibration;

[0056] If the vehicle body vibration signal is greater than a first preset vibration value, determining that the vehicle body vibration signal is large;

[0057] If the vehicle body vibration signal is less than the second preset vibration value, it is determined that the vehicle body vibration signal is small, and the first preset vibration value is much greater than the second preset vibration value.

[0058] Exemplarily, an inertial measurement unit (IMU) is installed on the vehicle, and the inertial measurement unit includes sensors such as an accelerometer and a gyroscope, and the inertial measurement data of the vehicle, including acceleration, angular velocity and other information, is collected in real time through the IMU. The vertical acceleration data is extracted from the inertial measurement data, and the vertical acceleration data is processed to calculate the body vibration signal thereof. The body vibration signal value is compared with a preset first preset vibration value and a second preset vibration value; if the body vibration signal is greater than the first preset vibration value, it is determined that the body vibration signal is large; if the body vibration signal is less than the second preset vibration value, it is determined that the body vibration signal is small.

[0059] Through the above method, by acquiring the inertial measurement data in the vehicle body status signal in real time, calculating the vehicle body vibration signal and comparing it to judge the size of the vehicle body vibration signal, the vehicle's suspension system, seat system, etc. can be adjusted according to actual conditions to improve riding comfort; when the vehicle body vibration signal is large, corresponding control strategies can be adopted, such as reducing the vehicle speed, adjusting the suspension system, etc., to reduce vehicle bumps and shaking and improve driving safety; through real-time monitoring and processing of the vehicle body status signal, the vehicle's abnormal conditions can be discovered and handled in time to improve the vehicle's performance and reliability.

[0060] Optionally, in some embodiments, it further includes:

[0061] Acquire inertial measurement data in the vehicle body state signal, and determine the current pitch angular velocity and pitch angular acceleration of the vehicle according to the inertial measurement data; wherein the pitch angular acceleration is calculated based on the change relationship of the pitch angular velocity;

[0062] If the pitch angle acceleration is greater than the preset pitch angle acceleration, the magnetorheological seat is controlled to enter a pitch control mode and a delay state;

[0063] A preset third preset relationship table is queried according to the pitch angular velocity to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, wherein the third preset relationship table includes a one-to-one correspondence between the pitch angular velocity of the vehicle body and the control current.

[0064] Exemplarily, the data output by the IMU is collected in real time by an inertial measurement unit, the pitch angular velocity and pitch angular acceleration therein are extracted, and a preset pitch angular acceleration threshold is set, which is determined according to the performance and ride comfort requirements of the vehicle. The pitch angular acceleration value obtained in real time is compared with the pitch angular acceleration threshold. If the pitch angular acceleration value is greater than the preset threshold, an instruction is sent to the magnetorheological seat control system to enter the pitch control mode; after the magnetorheological seat enters the pitch control mode, a delay time (such as a few seconds) is set so that the seat control system has enough time to respond and adjust; a third preset relationship table is constructed, which contains a one-to-one correspondence between the pitch angular velocity of the vehicle body and the control current. After the magnetorheological seat enters the pitch control mode, the third preset relationship table is queried according to the pitch angular velocity value obtained in real time, the magnitude of the magnetorheological seat control current is determined according to the query result, and an instruction is sent to the magnetorheological seat control system to adjust the damping force of the seat.

[0065] In the above manner, by real-time detection of the pitch angular velocity of the vehicle and adjustment of the damping force of the magnetorheological seat, appropriate support and stability can be provided to passengers according to the vehicle's motion state, thereby improving riding comfort; when the vehicle is in a violent pitch motion, timely adjustment of the damping force of the magnetorheological seat can reduce the discomfort and safety hazards caused by the shaking of the vehicle. By real-time monitoring and processing of the vehicle's pitch angular velocity, abnormal conditions of the vehicle can be discovered and handled in a timely manner, improving the performance and reliability of the vehicle.

[0066] Optionally, in some embodiments, it further includes:

[0067] Obtaining a vertical velocity of the center of mass of the vehicle according to inertial measurement data in the vehicle body state signal;

[0068] If the vertical speed of the center of mass of the vehicle is greater than the preset vertical speed of the center of mass, the magnetorheological seat is controlled to enter a vertical speed control mode and a delay state;

[0069] A preset fourth preset relationship table is queried according to the vertical velocity of the center of mass to determine the magnitude of the magnetorheological seat control current so as to adjust the damping force of the magnetorheological seat, wherein the fourth preset relationship table includes a one-to-one correspondence between the vertical velocity of the center of mass of the vehicle body and the control current, and the priority of the pitch control mode is higher than the priority of the vertical velocity control mode.

[0070] Exemplarily, the data output by the IMU is collected in real time, the vertical velocity of the center of mass of the vehicle is obtained by integrating the acceleration data, a preset vertical velocity threshold of the center of mass is set, and the value is determined according to the performance and riding comfort requirements of the vehicle, and the vertical velocity value of the center of mass obtained in real time is compared with the preset threshold; if the vertical velocity value of the center of mass is greater than the preset threshold, an instruction is sent to the magnetorheological seat control system to make it enter the vertical velocity control mode; after the magnetorheological seat enters the vertical velocity control mode, a delay time (such as a few seconds) is set so that the seat control system has enough time to respond and adjust. A fourth preset relationship table is preset, which contains a one-to-one correspondence between the vertical velocity of the center of mass of the vehicle body and the control current. After the magnetorheological seat enters the vertical velocity control mode of the center of mass, the fourth preset relationship table is queried according to the vertical velocity value of the center of mass obtained in real time. The magnitude of the magnetorheological seat control current is determined according to the query result, and an instruction is sent to the magnetorheological seat control system to adjust the damping force of the seat. A priority judgment logic is set in the magnetorheological seat control system. When the trigger conditions of the pitch control mode and the vertical speed control mode are met at the same time, the pitch control mode is executed first.

[0071] Through the above method, by real-time detection of the vertical velocity and pitch angular velocity of the vehicle's center of mass, and adjusting the damping force of the magnetorheological seat based on this information, a smoother riding experience can be provided for passengers; when the vehicle is in violent pitch or vertical movement, timely adjustment of the damping force of the magnetorheological seat can reduce the discomfort and safety hazards caused to passengers by vehicle shaking; through real-time monitoring and processing of the vehicle's movement state, abnormal conditions of the vehicle can be discovered and handled in time, thereby improving the performance and reliability of the vehicle.

[0072] Optionally, in some embodiments, it further includes:

[0073] Acquiring the front wheel suspension speed in the suspension state signal;

[0074] If the front wheel suspension speed is greater than a first vehicle speed threshold, a speed bump recognition mode is triggered and the time is recorded;

[0075] If the recorded time is within a preset time period and the front wheel suspension speed is greater than a second vehicle speed threshold, the magnetorheological seat is controlled to enter a speed bump control mode, and the magnitude of the magnetorheological seat control current is determined to adjust the damping force of the magnetorheological seat. The control current of the magnetorheological seat is inversely proportional to the front wheel suspension speed. The priority of the speed bump control mode is higher than the priority of the pitch control mode.

[0076] For example, a sensor is installed in the vehicle suspension system to measure the displacement or speed change of the front wheel suspension, collect the data output by the sensor in real time, and extract the front wheel suspension speed information through the signal processing algorithm. A first vehicle speed threshold is set, and the real-time acquired front wheel suspension speed value is compared with the first vehicle speed threshold; if the front wheel suspension speed value is greater than the first vehicle speed threshold, the speed bump recognition mode is triggered and the current time is recorded; a preset time period and a second vehicle speed threshold are set, which are determined according to the vehicle performance and ride comfort requirements.

[0077] After the speed bump identification mode is triggered, the front wheel suspension speed is continuously monitored and the time is recorded; if the recorded time is within the preset period and the front wheel suspension speed value is greater than the second vehicle speed threshold, the conditions for entering the speed bump control mode are met; when the conditions for entering the speed bump control mode are met, a command is sent to the magnetorheological seat control system to enter the speed bump control mode, and according to the size of the front wheel suspension speed, the preset control current and suspension speed relationship table is queried (or other control strategies are adopted) to determine the size of the magnetorheological seat control current. A control current command is sent to adjust the damping force of the seat, and a priority judgment logic is set in the magnetorheological seat control system; when the trigger conditions of the speed bump control mode and the pitch control mode are met at the same time, the speed bump control mode is executed first.

[0078] In the above manner, by real-time monitoring of the suspension status signal and adjusting the damping force of the magnetorheological seat, a smoother riding experience can be provided for passengers, especially when passing through uneven roads such as speed bumps; when the vehicle passes through uneven roads, timely adjustment of the damping force of the magnetorheological seat can reduce the discomfort and safety hazards caused by the impact on the passengers. By real-time monitoring and processing of the suspension status signal, abnormal conditions of the vehicle can be discovered and handled in a timely manner, improving the performance and reliability of the vehicle.

[0079] In addition, by setting the priority order of the control modes, it can be ensured that uneven road impacts that have a greater impact on passengers are dealt with first when necessary.

[0080] In some possible embodiments of the present application, it also includes:

[0081] Acquiring a steering wheel speed or a steering wheel angle from a body state signal of the vehicle;

[0082] If it is monitored that the steering wheel speed or the steering wheel angle of the vehicle is greater than the corresponding threshold value, the magnetorheological seat is controlled to enter the curve control mode, and the control current of the magnetorheological seat is adjusted according to the steering wheel speed or the steering wheel angle to make the magnetorheological seat remain stable during turning. The priority of the curve control mode is higher than the priority of the speed bump control mode.

[0083] Exemplarily, a sensor is installed in the steering wheel system of the vehicle to measure the speed or angle of the steering wheel; the data output by the sensor is collected in real time, and the steering wheel speed or angle information is extracted through a signal processing algorithm. A steering wheel speed threshold and a steering wheel angle threshold are set, and the steering wheel speed or angle value obtained in real time is compared with the corresponding threshold; if the steering wheel speed or angle value is greater than the corresponding threshold, it is judged that the vehicle is entering a curve or performing a significant steering operation. When the conditions for entering the curve control mode are met, a command is sent to the magnetorheological seat control system to enter the curve control mode. According to the size of the steering wheel speed or angle, a preset control current and steering wheel state relationship table is queried (or other control strategies are adopted) to determine the size of the magnetorheological seat control current. A control current command is sent to adjust the damping force of the seat so that it remains stable during the turning process. A priority judgment logic is set in the magnetorheological seat control system. When the trigger conditions of the curve control mode and the speed bump control mode are met at the same time, the curve control mode is executed first.

[0084] In the above manner, by real-time monitoring of the steering wheel status signal and adjusting the damping force of the magnetorheological seat, a smoother turning experience can be provided for passengers, and the impact of the roll force on passengers during the turning process can be reduced; when the vehicle is turning, timely adjustment of the damping force of the magnetorheological seat can reduce the discomfort and safety hazards caused by the roll force to the passengers; through real-time monitoring and processing of the steering wheel status signal, the vehicle's steering abnormalities can be discovered and handled in a timely manner, improving the vehicle's performance and reliability. By setting the control mode to have the highest priority, it can be ensured that the roll force during the turning process, which has a greater impact on the passengers, can be handled first when necessary.

[0085] In other embodiments, the detailed steps of the magnetorheological seat control method of the present application are adopted, wherein the focus of the present application is how to use the signals of the vehicle body and the suspension to associate with the magnetorheological seat to achieve the fusion control of the two, wherein the control of the magnetorheological seat is mainly divided into smoothness control and identification control of special working conditions, which are described in detail as follows:

[0086] First, in the suspension module, signals that can feedback the current working status of the suspension are collected, including the height, speed and acceleration of the suspension; the body status sensor module includes vehicle speed, steering wheel angle, steering wheel speed, and body IMU inertial measurement signals (mainly including the speed and angular velocity of the body in three directions).

[0087] The specific magnetorheological smoothness control is mainly divided into low-frequency control and high-frequency control based on the seat's own acceleration sensor identifying the frequency of seat vibration at this time.

[0088] When the seat changes at a low frequency, the seat itself fluctuates less, but in order to better control the seat, (1) when the seat is in a low-frequency mode (the seat vibration frequency is lower than the preset resonance frequency), only the RMS value of the vehicle acceleration change needs to be connected. (a) If the vehicle body moves more in the low-frequency section, in order to control the seat height change less, it is necessary to send a larger controller current to the magnetorheological seat controller when the RMS value of the vehicle body acceleration is larger; (b) When the vehicle body movement is smaller and the RMS value of the vehicle body acceleration is smaller, at this time, in order to allow the seat to sense the movement of the vehicle body, the current sent to the magnetorheological seat controller should be lowered. Specifically, the one-dimensional control MAP table (i.e., the first preset relationship table) between the RMS value of the vehicle body acceleration and the magnetorheological seat control current can be calibrated under low-frequency changes. When entering the low-frequency control module, the control current is given in a gradient according to the change in the RMS value of the vehicle body acceleration.

[0089] When the acceleration of the seat is in high-frequency mode (the seat vibration frequency is higher than the preset resonance frequency), the unsprung movement of the vehicle changes rapidly. If only the RMS value of the acceleration of the vehicle body is changed, good control cannot be achieved. In order to improve the control, the road surface grade and the RMS value of the vehicle body acceleration need to be connected at the same time in the high-frequency module, where the road surface grade is identified and graded according to the acceleration change of the suspension. When the road surface grade is small and the vehicle body movement is small, the control current of the magnetorheological seat is lowered. (a) When the road surface grade is small and the vehicle body movement is large, the control current of the magnetorheological seat is amplified; b) When the road surface grade is large, the control current of the magnetorheological seat is greater than the control current when the road surface grade is low, regardless of whether the vehicle body movement is large or small. Specifically, the road surface grade, the RMS value of the vehicle body acceleration and the control current of the magnetorheological seat can be calibrated into a two-dimensional MAP table (i.e., the second preset relationship table) for real-time gradient changes and control.

[0090] It should be noted that the identification and control of special working conditions of magnetorheological seats are mainly divided into the following control modes:

[0091] 1. When the vehicle passes through a pothole: If the height or acceleration of the seat is changed, the acceleration and height sensor of the seat will respond only when the vehicle passes through a pothole, causing a control delay. When the vehicle passes through a pothole, the body of the vehicle sinks, and the pitch velocity of the IMU in the vehicle changes first. At this time, the vehicle's entire state and the recognition of the pothole ahead are considered, so the pitch velocity signal recognized by the vehicle is sent to the magnetorheological seat controller. When the pitch acceleration is greater than the set threshold, the magnetorheological seat enters the Pitch control module (mode) and enters the delay module accordingly. At this time, the current of the magnetorheological seat controller is output in real time by checking the MAP table of the pitch velocity and current based on the absolute value of the pitch velocity input in real time. In addition, in order to take into account the size of the pothole, two pitch acceleration thresholds are set when judging whether to enter the Pitch module. The first small threshold is to enter the control module of the first Pitch, and the second large threshold is to enter the control module of the second Pitch. The priority of the second Pitch is higher than that of the first Pitch module.

[0092] 2. When the car passes through a long wave road or a raised section, the change value of the vehicle's pitch angular acceleration is not large. However, if the seat body moves at this time, the seat will still shake violently. Therefore, it is necessary to look at the vertical velocity of the center of mass transmitted by the body. Similarly, when the vertical velocity of the center of mass of the vehicle is greater than the set threshold, the seat will enter the Heave control module (mode). Among them, the Heave control module is also divided into primary Heave and secondary Heave. When entering the Heave control module, the system will also enter the delay module. At this time, the current of the magnetorheological seat controller will check the current MAP table based on the vertical velocity of the vehicle body. This MA represents a one-dimensional table of the vertical velocity of the vehicle body and the magnetorheological current. It should be emphasized that the priority of the secondary Pitch is greater than the secondary Heave, which is greater than the primary Pitch, which is greater than the primary Heave.

[0093] 3. When the vehicle passes through a speed bump, the seat signal alone cannot be used to identify it in advance and accurately. Therefore, the front wheel suspension signal of the vehicle is needed at this time. When the front wheel is pressed over the deceleration, the suspension is in a process of first compression and then extension, and the change time t between the two must be rapid. This motion process is obviously typical, so the suspension speed signal is sent to the seat controller. When the front wheel suspension speed is greater than the first speed threshold V1 set, it will enter the speed bump identification module of the seat and enter the timing. If the suspension speed is greater than the second threshold V2 set within the calibrated time t, it is determined that the vehicle is passing through a speed bump at this time. In order to make the movement of the body and the movement of the seat basically consistent, and the control effect of the speed bump at different speeds is consistent, the controller current when passing the speed bump will give different currents according to the different speeds. The faster the speed, the smaller the control current, and the slower the speed, the larger the control current. In addition, the control priority of the speed bump is greater than the Pitch and Heave control modules.

[0094] 4. When the vehicle is in the middle of a curve, if a small current is controlled in the seat, it will cause the seat to sway left and right. Therefore, the vehicle's steering wheel angle and speed signals need to be connected. When one of the vehicle's steering wheel angle or speed is greater than the set threshold, the seat will enter the curve control module (mode) and send different controller currents depending on the steering wheel speed and angle. However, its purpose is to maintain the stability of the seat in the curve. In addition, the control priority of the curve module is higher than that of the speed bump control module.

[0095] It should also be noted that the above method has the following technical effects:

[0096] By combining the suspension and body vibration signals, it is possible to predict and adapt to changes in different road conditions in advance, such as potholes, speed bumps, sharp turns, and sudden braking, so as to adjust the damping coefficient of the seat in real time, providing a smoother and more comfortable riding experience; by adopting a dynamic adjustment algorithm based on real-time body and suspension signals, the seat control has adaptive capabilities, and can automatically adjust the damping response of the seat according to different driving environments and road conditions, thereby achieving personalized comfort adjustment. By integrating body posture information with suspension response, it is possible to identify and respond to complex road conditions more quickly, avoiding the problem of delayed response in traditional systems, and ensuring that the seat can be adjusted in a timely and accurate manner when the vehicle changes dynamically.

[0097] In this embodiment, by comprehensively utilizing the acceleration and displacement signals of the suspension and the pitch angle and acceleration of the vehicle body, the seat damping is adjusted in real time, thereby achieving precise adaptation to complex road conditions and driving behaviors; by combining multiple sensor signals (such as the acceleration of the suspension, the pitch angle of the vehicle body, etc.), the complex driving environment is predicted, and the damping of the seat is adjusted in advance based on these predicted signals to ensure that the seat can respond in time to sudden road conditions or complex dynamic conditions, and mitigate or absorb the impact. This application proposes a control scheme for the seat to work in coordination with the suspension and body system, in which the seat system is not adjusted alone, but cooperates with the suspension and body signals to optimize the dynamic response of the entire vehicle. This control scheme can improve the comfort, stability and safety of the vehicle, and has superior performance under a variety of driving conditions.

[0098] See also Figure 2 , is a schematic diagram of the structure of a magnetorheological seat control system in an embodiment of the present application, including:

[0099] An acquisition module 201 is used to acquire a current suspension state signal of the vehicle and a vibration frequency of the magnetorheological seat, wherein the suspension state signal includes a road vibration signal;

[0100] The first control module 202 is used to determine the magnitude of the magnetorheological seat control current by matching the road vibration signal in a first preset relationship table to adjust the damping force of the magnetorheological seat if the vibration frequency of the magnetorheological seat is lower than a preset resonance frequency; the first preset relationship table includes a one-to-one correspondence between the control current and the road vibration signal;

[0101] The second control module 203 is used to determine the magnitude of the magnetorheological seat control current by matching the road surface grade with the road surface vibration signal in a second preset relationship table if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, so as to adjust the damping force of the magnetorheological seat. The second preset relationship table includes a one-to-one correspondence between the road surface grade, the control current and the road surface vibration signal.

[0102] Among them, the acquisition module 201 is used to execute the aforementioned step 101, the first control module 202 is used to execute the aforementioned step 102, and the second control module 203 is used to execute the aforementioned step 103. The above modules correspond to the steps of the magnetorheological seat control method, and their execution process corresponds to the corresponding steps, which will not be described in detail here.

[0103] The magnetorheological seat control system provided by the embodiment of the present disclosure is adopted, by obtaining the vibration frequency of the magnetorheological seat of the vehicle and the road vibration signal; if the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, matching is performed in a first preset relationship table according to the road vibration signal, and the magnitude of the magnetorheological seat control current is determined to adjust the damping force of the magnetorheological seat; if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, matching is performed in a second preset relationship table according to the road grade and the road vibration signal, and the magnitude of the magnetorheological seat control current is determined to adjust the damping force of the magnetorheological seat. The damping force of the seat is dynamically adjusted by setting the vibration frequency of the magnetorheological seat to a low-frequency or high-frequency mode, as well as the road vibration signal, to achieve precise adaptation to complex road conditions and driving behaviors; at the same time, different matching strategies are adopted according to different frequencies to achieve anticipation of complex driving environments, ensuring that the seat can respond in time to sudden road conditions or complex dynamic conditions to mitigate or absorb impact, allowing the seat to adapt to various complex road conditions more flexibly; by intelligently adjusting the damping force of the magnetorheological seat, a more comfortable and safe riding experience is provided for passengers, which helps to improve the overall performance and energy efficiency of the vehicle.

[0104] An embodiment of the present disclosure further provides an electronic device, including: a processor and a memory; the memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the electronic device executes the above method.

[0105] Figure 3 The structure diagram of the computer system suitable for implementing the electronic device of the embodiment of the present application is shown. It should be noted that: Figure 3 The computer system 300 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0106] like Figure 3As shown, the computer system 300 includes a central processing unit (CPU) 301, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 302 or the program loaded from the storage part 308 to the random access memory (RAM) 303, such as executing the method in the above embodiment. In the RAM 303, various programs and data required for system operation are also stored. The CPU 301, ROM 302 and RAM 303 are connected to each other through a bus 304. An input / output (I / O) interface 305 is also connected to the bus 304.

[0107] The following components are connected to the I / O interface 305: an input section 306 including a keyboard, a mouse, etc.; an output section 307 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 309 performs communication processing via a network such as the Internet. A drive 310 is also connected to the I / O interface 305 as needed. A removable medium 311, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 310 as needed so that a computer program read therefrom is installed into the storage section 308 as needed.

[0108] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software may depend on the specific application and design constraints of the technical solution. Technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the embodiments of the present disclosure. Technicians can clearly understand that for the convenience and simplicity of description, the specific working process of the systems, devices and units described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0109] The above embodiments are merely illustrative of the principles and effects of the present application and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A magnetorheological seat control method, characterized in that: include: Acquiring a current suspension state signal of the vehicle and a vibration frequency of the magnetorheological seat, wherein the suspension state signal includes a road surface vibration signal representing a road surface grade; If the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, the magnitude of the magnetorheological seat control current is determined according to the road vibration signal in a first preset relationship table to adjust the damping force of the magnetorheological seat; the first preset relationship table includes a one-to-one correspondence between the control current and the road vibration signal; If the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, the magnitude of the magnetorheological seat control current is determined according to the road surface grade and the road surface vibration signal in a second preset relationship table to adjust the damping force of the magnetorheological seat. The second preset relationship table includes a one-to-one correspondence between the road surface grade, the control current and the road surface vibration signal.

2. The method according to claim 1, characterized in that If the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, matching is performed in a first preset relationship table according to the road vibration signal to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, including: If the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, the vehicle body vibration signal is large and the road surface vibration signal is greater than a first threshold, a first control instruction indicating an increase in the control current of the magnetorheological seat is sent to increase the magnetic field strength to increase the damping force of the magnetorheological seat; If the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, the body vibration signal is small and the road vibration signal is less than a second threshold, a second control instruction representing a reduction in the control current of the magnetorheological seat is sent to reduce the magnetic field strength to reduce the damping force of the magnetorheological seat; the first control instruction and the second control instruction are obtained by searching the first preset relationship table, the first threshold is much larger than the second threshold, and the body vibration signal represents the degree of body vibration.

3. The method according to claim 2, characterized in that If the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, a road surface grade is determined based on the road surface vibration signal, and the magnitude of the magnetorheological seat control current is determined according to matching the road surface grade with the road surface vibration signal in a second preset relationship table to adjust the damping force of the magnetorheological seat, including: If the road surface grade is small and the vehicle body vibration signal is small, a third control instruction indicating a reduction in the magnetorheological seat control current is sent to reduce the magnetic field strength to reduce the damping force of the magnetorheological seat; If the road surface grade is small and the vehicle body vibration signal is large, a fourth control instruction indicating an increase in the magnetorheological seat control current is sent to increase the magnetic field strength to increase the damping force of the magnetorheological seat; If the road surface grade is large, a fifth control instruction representing an increase in the magnetorheological seat control current is sent to increase the magnetic field strength to increase the damping force of the magnetorheological seat; wherein the third control instruction, the fourth control instruction and the fifth control instruction are obtained by searching the second preset relationship table, and the control current corresponding to the fifth control instruction is greater than the control current corresponding to the fourth control instruction.

4. The method according to claim 2 or 3, characterized in that: The method of determining the vehicle body vibration signal also includes: Obtain inertial measurement data from vehicle body status signals; Calculating according to the vertical acceleration in the vertical direction in the inertial measurement data, determining the vehicle body vibration signal reflecting the degree of vehicle body vibration; If the vehicle body vibration signal is greater than a first preset vibration value, determining that the vehicle body vibration signal is large; If the vehicle body vibration signal is less than the second preset vibration value, it is determined that the vehicle body vibration signal is small, and the first preset vibration value is much greater than the second preset vibration value.

5. The method according to claim 1, characterized in that Also includes: Acquire inertial measurement data in the vehicle body state signal, and determine the current pitch angular velocity and pitch angular acceleration of the vehicle according to the inertial measurement data; If the pitch angle acceleration is greater than the preset pitch angle acceleration, the magnetorheological seat is controlled to enter a pitch control mode and a delay state; A preset third preset relationship table is queried according to the pitch angular velocity to determine the magnitude of the magnetorheological seat control current to adjust the damping force of the magnetorheological seat, wherein the third preset relationship table includes a one-to-one correspondence between the pitch angular velocity of the vehicle body and the control current.

6. The method according to claim 5, characterized in that Also includes: Obtaining a vertical velocity of the center of mass of the vehicle according to inertial measurement data in the vehicle body state signal; If the vertical speed of the center of mass of the vehicle is greater than the preset vertical speed of the center of mass, the magnetorheological seat is controlled to enter a vertical speed control mode and a delay state; A preset fourth preset relationship table is queried according to the vertical velocity of the center of mass to determine the magnitude of the magnetorheological seat control current so as to adjust the damping force of the magnetorheological seat, wherein the fourth preset relationship table includes a one-to-one correspondence between the vertical velocity of the center of mass of the vehicle body and the control current, and the priority of the pitch control mode is higher than the priority of the vertical velocity control mode.

7. The method according to claim 6, characterized in that Also includes: Acquiring the front wheel suspension speed in the suspension state signal; If the front wheel suspension speed is greater than a first vehicle speed threshold, a speed bump recognition mode is triggered and the time is recorded; If the recorded time is within a preset time period and the front wheel suspension speed is greater than a second vehicle speed threshold, the magnetorheological seat is controlled to enter a speed bump control mode, and the magnitude of the magnetorheological seat control current is determined to adjust the damping force of the magnetorheological seat. The control current of the magnetorheological seat is inversely proportional to the front wheel suspension speed. The priority of the speed bump control mode is higher than the priority of the pitch control mode.

8. The method according to claim 7, characterized in that Also includes: Acquiring a steering wheel speed or a steering wheel angle from a body state signal of the vehicle; If it is monitored that the steering wheel speed or the steering wheel angle of the vehicle is greater than the corresponding threshold value, the magnetorheological seat is controlled to enter the curve control mode, and the control current of the magnetorheological seat is adjusted according to the steering wheel speed or the steering wheel angle to make the magnetorheological seat remain stable during turning. The priority of the curve control mode is higher than the priority of the speed bump control mode.

9. A magnetorheological seat control system, characterized in that: include: An acquisition module, used to acquire a current suspension state signal of the vehicle and a vibration frequency of the magnetorheological seat, wherein the suspension state signal includes a road vibration signal; A first control module, for determining the magnitude of the magnetorheological seat control current by matching the road vibration signal in a first preset relationship table if the vibration frequency of the magnetorheological seat is lower than a preset resonance frequency, so as to adjust the damping force of the magnetorheological seat; the first preset relationship table includes a one-to-one correspondence between the control current and the road vibration signal; The second control module is used to determine the magnitude of the magnetorheological seat control current by matching the road surface grade with the road surface vibration signal in a second preset relationship table if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, so as to adjust the damping force of the magnetorheological seat, wherein the second preset relationship table includes a one-to-one correspondence between the road surface grade, the control current and the road surface vibration signal.

10. An electronic device, characterized in that: include: Processor and memory; The memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the electronic device executes the method according to any one of claims 1 to 8.

Images