Magnetorheological seat control method, system and electronic equipment

Abstract

The present application relates to the field of vehicle control technology and discloses a magnetorheological seat control method, system, and electronic device. The present application obtains the vehicle's current road vibration signal and the vibration frequency of the magnetorheological seat; if the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, the road vibration signal is matched 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; if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, the road grade and the road vibration signal are matched 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 present application dynamically adjusts according to the road vibration signal and the seat vibration frequency, making the seat control adaptive and able to automatically adjust the seat's damping response according to different driving environments and road conditions, thereby achieving personalized comfort adjustment.

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 advancement of intelligent vehicles, seat comfort has become a key performance indicator. During driving, the vehicle's chassis and wheels are in constant contact with the road. Road surface irregularities exert a continuous excitation on the chassis and wheels. This excitation not only causes vibration in the vehicle itself but is also transmitted through the vehicle structure to the seats, further impacting passenger comfort. Therefore, it is necessary to adjust seat damping—that is, adjust the damping coefficient—to control the seat's response to external excitation. Damping elements (such as dampers) convert mechanical energy into heat and elastic potential energy, thereby reducing or eliminating seat vibration amplitude and improving ride comfort.

[0003] In related technologies, seats are typically controlled using a preset fixed damping coefficient. This constant damping coefficient ensures a constant seat response while the user is seated, or the user can manually adjust the seat damping. However, in complex road conditions such as potholes and speed bumps, the inability to predict vehicle dynamics and synchronize suspension response can lead to delayed seat adjustment, poor comfort and safety, and a reduced user 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 elements 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 in 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 includes 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 a preset resonant frequency, the magnitude of the magnetorheological seat control current is determined based on the road vibration signal in a first preset relationship table 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 sending a first control instruction representing an increase in the magnetorheological seat control current 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 sending a second control instruction representing a decrease in the magnetorheological seat control current to decrease 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 a preset resonant 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 based on 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 method includes: if the road surface grade is small and the vehicle body vibration signal is small, sending a third control instruction indicating a decrease in the magnetorheological seat control current 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, sending a fourth control instruction indicating an increase in the magnetorheological seat control current to increase the magnetic field strength to increase the damping force of the magnetorheological seat; if the road surface grade is large, sending a fifth control instruction indicating an increase in the magnetorheological seat control current 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 based on the vertical acceleration 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 recorded 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 vehicle's body status signal; if it is monitored that the steering wheel speed or the steering wheel angle of the vehicle is greater than the corresponding threshold, then 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 for acquiring 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 for, if the vibration frequency of the magnetorheological seat is lower than the preset resonance frequency, matching 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 for, if the vibration frequency of the magnetorheological seat is higher than the preset resonance frequency, matching the road surface 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 surface grade, the control current and the road vibration signal.

[0015] The third aspect of the present application also provides an electronic device, comprising: 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] The system obtains the vibration frequency of the magnetorheological seat and a road vibration signal. If the vibration frequency of the magnetorheological seat is lower than a preset resonant frequency, the system matches the road vibration signal against a first preset relationship table to determine the magnitude of the magnetorheological seat control current, thereby adjusting the magnetorheological seat's damping force. If the vibration frequency of the magnetorheological seat is higher than the preset resonant frequency, the system matches the road surface grade against the road vibration signal against a second preset relationship table to determine the magnitude of the magnetorheological seat control current, thereby adjusting the magnetorheological seat's damping force. Dynamically adjusting the seat's damping force based on the magnetorheological seat's low or high frequency vibration mode and the road vibration signal enables precise adaptation to complex road conditions and driving behavior. Furthermore, by employing different matching strategies based on different frequencies, the system anticipates complex driving environments, ensuring that the seat can respond promptly to sudden road conditions or complex dynamic conditions, mitigating or absorbing impacts and enabling more flexible adaptation to various complex road conditions. By intelligently adjusting the magnetorheological seat's damping force, passengers are provided with a more comfortable and safe riding experience, contributing to improved overall vehicle performance and energy efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

[0020] Figure 3 It is a structural 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. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through different specific embodiments. The details in this specification can also be modified or changed 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 unless there is a conflict.

[0022] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not 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 complex.

[0023] In the following description, numerous 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 block diagram form rather than in detail to avoid making the embodiments of the present invention difficult to understand.

[0024] In the description and claims of the embodiments of the present disclosure, as well as in the accompanying drawings, the terms "first," "second," and the like are used to distinguish similar items and are not necessarily used to describe a particular order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate to describe the embodiments of the present disclosure herein. In addition, the terms "including," "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 means: A or B.

[0027] The term "and / or" describes an association between objects, indicating that three relationships can exist. For example, A and / or B means: A or B, or A and B.

[0028] Combine 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] The vehicles include 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, hybrid electric vehicles, and pure electric vehicles. Fuel vehicles include but are not limited to sedans, SUVs, MPVs, pickup trucks, sports cars, trucks, buses, and special-purpose vehicles.

[0031] It should be noted that the road vibration signal is a common indicator for evaluating road surface grade and can be calculated using the root mean square acceleration. The seat's inherent vibration frequency is identified using the seat's height sensor, which is divided into low-frequency control (mode) and high-frequency control (mode). For example, the vibration frequency is calculated by detecting zero penetrations within the seat cycle and then compared to the resonant frequency (resonance point). The resonant frequency is the resonance phenomenon that occurs when the seat's natural frequency matches the external vibration frequency when 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 body or suspension) to measure the acceleration of the vehicle body in real time, and to calculate road vibration signal values ​​through signal processing technology, which reflect the current severity of the vehicle's vibration.

[0033] Step S102: If the vibration frequency of the magnetorheological seat is lower than a preset resonant frequency, a control current of the magnetorheological seat is determined based on the road vibration signal and matched against 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.

[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 pre-set 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 appropriate 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 road sections, 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 road surfaces. First, the acceleration fluctuation of the seat is calibrated to the set range through the damping applied by the magnetorheological shock absorber based on 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] Furthermore, 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 train models to predict the optimal control current, improving control accuracy and response speed.

[0037] In 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 and the road surface vibration signal are matched 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 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 road surface have different damping force requirements for the seat. By first judging the road surface grade and then combining it with 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 exceeds a preset resonant frequency, it indicates that the vehicle is experiencing frequent road bumps, such as driving on a damaged road surface. In this case, the road surface grade (e.g., excellent, good, fair, or poor) is determined based on the road surface vibration signal, or the grade is quantified numerically. A second preset relationship table is used to search for the control current value corresponding to the current road surface grade and road surface vibration signal.

[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, thereby improving ride comfort; in low-frequency mode, appropriate damping force is provided according to the actual movement state of the vehicle, effectively improving the smoothness and comfort of the ride; 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 ride comfort and safety.

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

[0042] If the vibration frequency of the magnetorheological seat is lower than a preset resonant frequency, the vehicle body vibration signal is large, and the road surface vibration signal is greater than a first threshold, sending a first control instruction indicating an increase in the magnetorheological seat control current 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 vehicle body vibration signal is small and the road surface vibration signal is less than a second threshold, a second control instruction is sent to reduce the control current of the magnetorheological seat 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 vehicle body vibration signal represents the degree of vehicle body vibration.

[0044] Exemplarily, an acceleration sensor is used to detect the vibration frequency of the 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 resonant 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. 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 larger than the second threshold. According to the selected control strategy, the preset first preset relationship table is searched to obtain the 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 the appropriate 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 riding comfort; during vehicle driving, 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 control can be improved.

[0046] Optionally, in some embodiments, if the vibration frequency of the magnetorheological seat is higher than a preset resonance frequency, determining a road surface grade based on the road surface vibration signal, and determining the magnitude of the magnetorheological seat control current based on 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 include:

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

[0048] If the road surface grade is low and the vehicle body vibration signal is large, sending a fourth control instruction indicating an increase in the magnetorheological seat control current 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 is sent to increase the control current of the magnetorheological seat 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 vehicle body movement is also small, at this time, a control signal with a smaller control current is generated to the magnetorheological seat.

[0051] For example, a road surface grade sensor, such as a camera or lidar, can be used to detect the grade of the road surface the vehicle is currently traveling on in real time. A vehicle body vibration signal sensor, such as a height sensor or height displacement sensor, can be used to detect the vertical acceleration of the vehicle body in real time, thereby obtaining a vehicle body vibration signal. Based on the road surface grade and the magnitude of the vehicle body vibration signal, a corresponding control strategy is determined and selected. By searching a preset second preset relationship table, a corresponding control current value is generated based on the control instruction (third control instruction, fourth control instruction, or fifth control instruction) output by the selected control strategy. The control current value corresponding to the selected control strategy is sent to the magnetorheological seat for control. By adjusting the control current value, the magnetic field strength of the magnetorheological seat is adjusted, thereby varying the seat's damping force.

[0052] Through the above method, by real-time detection of road surface grade and vehicle body vibration signals, selecting appropriate control strategies and adjusting magnetic field strength based on these signals, the damping force of the magnetorheological seat is adjusted in real time, thereby improving ride comfort. In the case of complex road surfaces or high vehicle body vibration signals, increasing the magnetic field strength to enhance the seat damping force can reduce passenger sway caused by vehicle jolting, thereby improving driving safety. By combining a preset second preset relationship table with an intelligent control method, the precision and efficiency of magnetorheological seat control can be improved, resulting in a more stable and comfortable ride. Furthermore, by adjusting the control strategy and control current value in real time based on different road surface grades and vehicle body vibration signals, the system has greater 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 the vertical acceleration in the vertical direction in the inertial measurement data to determine 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] For example, an inertial measurement unit (IMU) is installed on the vehicle. The IMU includes sensors such as an accelerometer and a gyroscope, and the IMU collects the vehicle's inertial measurement data in real time, including information such as acceleration and angular velocity. Vertical acceleration data is extracted from the inertial measurement data, processed, and a body vibration signal is calculated. The body vibration signal value is compared with a first preset vibration value and a second preset vibration value. If the body vibration signal is greater than the first preset vibration value, the body vibration signal is determined to be large; if the body vibration signal is less than the second preset vibration value, the body vibration signal is determined to be 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 ride 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, abnormal conditions of the vehicle can be discovered and handled in a timely manner, thereby improving the performance and reliability of the vehicle.

[0060] Optionally, in some embodiments, the method further includes:

[0061] Obtaining inertial measurement data from the vehicle body state signal, and determining the current pitch angular velocity and pitch angular acceleration of the vehicle based on the inertial measurement data; wherein the pitch angular acceleration is calculated based on a change relationship of the pitch angular velocity;

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

[0063] A preset third preset relationship table is queried 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. 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, data output by an inertial measurement unit (IMU) is collected in real time, and the pitch angular velocity and pitch angular acceleration are extracted. A preset pitch angular acceleration threshold is set, determined based on vehicle performance and ride comfort requirements. The real-time pitch angular acceleration value is compared with the pitch angular acceleration threshold. If the pitch angular acceleration value is greater than the preset threshold, a command is sent to the magneto-rheological seat control system to enter a pitch control mode. After the magneto-rheological seat enters the pitch control mode, a delay time (e.g., several seconds) is set to allow the seat control system sufficient time to respond and adjust. A third preset relationship table is constructed, containing a one-to-one correspondence between the pitch angular velocity of the vehicle body and the control current. After the magneto-rheological seat enters the pitch control mode, the third preset relationship table is queried based on the real-time pitch angular velocity value, the magnitude of the magneto-rheological seat control current is determined based on the query result, and a command is sent to the magneto-rheological seat control system to adjust the seat damping force.

[0065] By detecting the vehicle's pitch velocity in real time and adjusting the magnetorheological seat's damping force, this approach provides passengers with appropriate support and stability based on the vehicle's motion, thereby improving ride comfort. During periods of intense pitch motion, timely adjustments to the magnetorheological seat's damping force can reduce discomfort and safety hazards caused by vehicle shaking. By monitoring and processing the vehicle's pitch velocity in real time, abnormalities can be promptly detected and addressed, improving vehicle performance and reliability.

[0066] Optionally, in some embodiments, the method further includes:

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

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

[0069] A fourth preset relationship table is queried 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. The pitch control mode has a higher priority than the vertical velocity control mode.

[0070] Exemplarily, data output by the IMU is collected in real time, and the vehicle's center of mass vertical velocity is obtained by integrating the acceleration data. A preset center of mass vertical velocity threshold is set, determined based on the vehicle's performance and ride comfort requirements. The real-time center of mass vertical velocity value is compared with the preset threshold. If the center of mass vertical velocity value exceeds the preset threshold, a command is sent to the magnetorheological seat control system to enter a vertical velocity control mode. After the magnetorheological seat enters the vertical velocity control mode, a delay time (e.g., several seconds) is set to allow the seat control system sufficient time to respond and adjust. A fourth preset relationship table is preset, containing a one-to-one correspondence between the vehicle body's center of mass vertical velocity and the control current. After the magnetorheological seat enters the center of mass vertical velocity control mode, the fourth preset relationship table is queried based on the real-time center of mass vertical velocity value. The magnitude of the magnetorheological seat control current is determined based on the query result, and a command is sent to the magnetorheological seat control system to adjust the seat's damping force. 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 severe 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 motion status, abnormal conditions of the vehicle can be discovered and handled in a timely manner, thereby improving the performance and reliability of the vehicle.

[0072] Optionally, in some embodiments, the method further includes:

[0073] Obtaining a front wheel suspension speed from 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 that of the pitch control mode.

[0076] For example, a sensor is installed in the vehicle's suspension system to measure the displacement or speed change of the front wheel suspension. The sensor output data is collected in real time, and the front wheel suspension speed information is extracted through a signal processing algorithm. A first vehicle speed threshold is set, and the real-time front wheel suspension speed value is compared with the first vehicle speed threshold. If the front wheel suspension speed value exceeds 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, determined based on the vehicle's performance and ride comfort requirements.

[0077] After triggering the speed bump recognition mode, the system continuously monitors the front wheel suspension speed and records the time. If the recorded time is within a preset period and the front wheel suspension speed exceeds a 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. Based on the front wheel suspension speed, the system queries a preset control current vs. suspension speed relationship table (or adopts another control strategy) to determine the magnetorheological seat control current. The control current command is sent to adjust the seat damping force, and priority judgment logic is set in the magnetorheological seat control system. When the trigger conditions for both the speed bump control mode and the pitch control mode are met, the speed bump control mode takes precedence.

[0078] By monitoring the suspension status signals in real time and adjusting the magnetorheological seat's damping force, this approach provides passengers with a smoother ride, especially when navigating uneven surfaces such as speed bumps. Timely adjustments to the magnetorheological seat's damping force during these traverses can reduce discomfort and safety hazards caused by impact. By monitoring and processing the suspension status signals in real time, abnormal vehicle conditions can be promptly detected and addressed, improving vehicle performance and reliability.

[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, the following may also be included:

[0081] Obtaining 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, the magnetorheological seat is controlled to enter the cornering control mode, and the control current of the magnetorheological seat is adjusted according to the steering wheel speed or the steering wheel angle to keep the magnetorheological seat stable during cornering. The priority of the cornering control mode is higher than that of the speed bump control mode.

[0083] For example, a sensor is installed in the vehicle's steering wheel system to measure the steering wheel speed or angle. The sensor output data is collected in real time, and the steering wheel speed or angle information is extracted using a signal processing algorithm. A steering wheel speed threshold and a steering wheel angle threshold are set, and the real-time steering wheel speed or angle value is compared with the corresponding threshold. If the steering wheel speed or angle value exceeds the corresponding threshold, it is determined 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. Based on the steering wheel speed or angle, a preset control current and steering wheel state relationship table is consulted (or other control strategies are adopted) to determine the magnetorheological seat control current. The control current command is sent to adjust the seat's damping force to ensure stability during cornering. Priority judgment logic is set in the magnetorheological seat control system so that when the trigger conditions for both the curve control mode and the speed bump control mode are met, the curve control mode is prioritized.

[0084] By monitoring the steering wheel status signal in real time and adjusting the magnetorheological seat's damping force, this approach provides passengers with a smoother cornering experience and reduces the impact of roll forces during cornering. Timely adjustment of the magnetorheological seat's damping force during cornering reduces passenger discomfort and safety hazards caused by roll forces. Real-time monitoring and processing of the steering wheel status signal allows for timely detection and resolution of vehicle steering anomalies, improving vehicle performance and reliability. By prioritizing the control mode, it ensures that roll forces, which have a greater impact on passengers, are addressed first when necessary during cornering.

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

[0086] First, in the suspension module, signals that can feedback the current suspension working status 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 to identify the frequency of seat vibration at this time.

[0088] When the seat changes at a low frequency, the fluctuation of the seat itself is small. However, 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 body acceleration change needs to be connected. (a) If the vehicle body movement is large in the low-frequency section, in order to control the seat height change to be small, it is necessary to send a larger controller current to the magnetorheological seat controller when the RMS value of the vehicle body acceleration is large; (b) When the vehicle body movement is small and the RMS value of the vehicle body acceleration is small, at this time, in order to allow the seat to feel the movement of the vehicle body, the current sent to the magnetorheological seat controller should be lowered. Specifically, according to 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 under low-frequency changes, when entering the low-frequency control module, the control current is given in a gradient according to the change of the RMS value of the vehicle body acceleration;

[0089] When the seat's acceleration is in high-frequency mode (the seat's vibration frequency is higher than the preset resonant frequency), the vehicle's unsprung motion changes rapidly. If only the RMS value of the vehicle's acceleration is considered, good control cannot be achieved. To improve this control, the high-frequency module must simultaneously access the road surface grade and the RMS value of the vehicle's acceleration. The road surface grade is identified and graded based on the suspension's acceleration change. When the road surface grade is low and the vehicle's motion is small, the magnetorheological seat's control current is lowered. (a) When the road surface grade is low and the vehicle's motion is large, the magnetorheological seat's control current is amplified. (b) When the road surface grade is high, the magnetorheological seat's control current, regardless of whether the vehicle's motion is large or small, is greater than the control current when the road surface grade is low. Specifically, the road surface grade, the RMS value of the vehicle's acceleration, and the magnetorheological seat's control current can be calibrated into a two-dimensional MAP table (i.e., a 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 over a pothole: If the seat height or acceleration is solely relied upon, the seat acceleration and height sensors will only respond when the vehicle passes over the pothole, causing control delays. Because the vehicle body sinks when passing over a pothole, the pitch velocity detected by the IMU in the vehicle changes first. At this point, the vehicle's overall state and the identification of a pothole on the road ahead are combined, and the pitch velocity signal detected by the vehicle is sent to the magneto-rheological seat controller. When the pitch acceleration exceeds a set threshold, the magneto-rheological seat enters the pitch control module (mode) and, accordingly, the delay module. At this point, the magneto-rheological seat controller's current is output in real time based on the absolute value of the pitch velocity input, using a map of pitch velocity and current. To account for the size of the pothole, two pitch acceleration thresholds are set when determining whether to enter the pitch module: a smaller threshold for entering the primary pitch control module, and a larger threshold for entering the secondary pitch control module. The secondary pitch module has priority over the primary pitch module.

[0092] 2. When the car passes through a long wave road or a raised section, the change in the vehicle's pitch 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 first-level Heave and second-level 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 according to 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 second-level Pitch is greater than the second-level Heave, which is greater than the first-level Pitch, which is greater than the first-level Heave.

[0093] 3. When a vehicle passes over a speed bump, seat signals alone cannot accurately and accurately identify the occurrence of a speed bump. Therefore, the vehicle's front suspension signals are required. When the front wheel compresses and then extends, the suspension undergoes a process of compression followed by extension, and the transition time t between the two is rapid. This motion is highly characteristic, so the suspension speed signal is sent to the seat controller. When the front wheel suspension speed exceeds the first speed threshold V1, the seat enters the speed bump detection module and begins timing. If the suspension speed exceeds the second threshold V2 within the calibrated time t, the vehicle is determined to be passing over a speed bump. To ensure consistent vehicle body and seat motion, and consistent speed bump control at different speeds, the controller current when passing over a speed bump varies depending on vehicle speed: faster speeds result in lower control currents, while slower speeds result in higher control currents. Furthermore, speed bump control takes precedence over the Pitch and Heave control modules.

[0094] 4. When the vehicle is in the middle of a curve, if the seat has a small current control, it will cause the seat to sway from side to side. Therefore, the vehicle's steering wheel angle and speed signals need to be connected at this time. 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 according to 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 suspension and body vibration signals, the system can predict and adapt to changing road conditions, such as potholes, speed bumps, sharp turns, and sudden braking. This allows for real-time adjustment of the seat's damping coefficient, providing a smoother and more comfortable ride. By employing a dynamic adjustment algorithm based on real-time body and suspension signals, the seat control is adaptive, automatically adjusting the seat's damping response to varying driving environments and road conditions, enabling personalized comfort adjustments. By integrating body posture information with suspension response, the system can more quickly identify and respond to complex road conditions, avoiding the lag associated with traditional systems and ensuring timely and accurate seat adjustments to vehicle dynamics.

[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.), a prediction of the complex driving environment is achieved, and the seat damping is adjusted in advance based on these prediction 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, wherein 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 various 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 configured 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 surface vibration signal;

[0100] A first control module 202 is configured to determine the magnitude of the magnetorheological seat control current by matching the road vibration signal with 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 resonant 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 processes correspond 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 resonant 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 resonant 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. By dynamically adjusting the magnetorheological seat's vibration frequency to low or high frequency mode and the road vibration signal, the seat's damping force is adjusted, achieving precise adaptation to complex road conditions and driving behaviors. At the same time, different matching strategies are adopted according to different frequencies to predict complex driving environments, ensuring that the seat can respond in time to sudden road conditions or complex dynamic conditions, mitigating or absorbing impacts, allowing the seat to adapt more flexibly to various complex road conditions. By intelligently adjusting the magnetorheological seat's damping force, passengers are provided with a more comfortable and safe riding experience, which helps to improve the vehicle's overall performance and energy efficiency.

[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 performs the above method.

[0105] Figure 3 The following is a schematic diagram showing the structure of a computer system suitable for implementing an electronic device according to an embodiment of the present application. 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, computer system 300 includes a central processing unit (CPU) 301, which can perform various appropriate actions and processes according to programs stored in read-only memory (ROM) 302 or programs loaded from storage unit 308 into random access memory (RAM) 303, such as executing the methods in the above embodiments. Various programs and data required for system operation are also stored in RAM 303. CPU 301, ROM 302, and RAM 303 are connected to each other via bus 304. Input / output (I / O) interface 305 is also connected to bus 304.

[0107] The following components are connected to the I / O interface 305: an input section 306 including a keyboard, a mouse, and the like; an output section 307 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 308 including a hard disk and the like; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card or a modem. 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. Removable media 311, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 310 as needed, so that computer programs read therefrom can be 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 brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0109] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical concepts disclosed in this application shall be covered by the claims of this 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 vibration signal representing a road grade; If the vibration frequency of the magnetorheological seat is lower than a preset resonant frequency, the magnitude of the magnetorheological seat control current is determined based on 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 the road vibration signal with a first preset relationship table is performed to determine the magnitude of the magnetorheological seat control current so as to adjust the damping force of the magnetorheological seat, including: If the vibration frequency of the magnetorheological seat is lower than a preset resonant frequency, the vehicle body vibration signal is large, and the road surface vibration signal is greater than a first threshold, sending a first control instruction indicating an increase in the magnetorheological seat control current 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 vehicle body vibration signal is small and the road surface vibration signal is less than a second threshold, a second 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; 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.

3. The method according to claim 2, characterized in that If the vibration frequency of the magnetorheological seat is higher than a preset resonance frequency, determining a road surface grade based on the road surface vibration signal, and determining a magnitude of the magnetorheological seat control current based on 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 low and the vehicle body vibration signal is low, sending a third control instruction indicating a decrease in the magnetorheological seat control current to reduce the magnetic field strength and thereby lower the damping force of the magnetorheological seat; If the road surface grade is low and the vehicle body vibration signal is large, sending a fourth control instruction indicating an increase in the magnetorheological seat control current 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 is sent to increase the control current of the magnetorheological seat 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 for determining the vehicle body vibration signal further includes: Obtain inertial measurement data from vehicle body status signals; Calculating the vehicle body vibration signal reflecting the degree of vehicle body vibration based on the vertical acceleration in the vertical direction in the inertial measurement data; 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, wherein Also includes: Acquiring inertial measurement data from a vehicle body state signal, and determining a current pitch angular velocity and a current pitch angular acceleration of the vehicle based on the inertial measurement data; If the pitch angular acceleration is greater than a preset pitch angular acceleration, controlling the magnetorheological seat to enter a pitch control mode and a delay state; A preset third preset relationship table is queried 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. 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 based on inertial measurement data in the vehicle body state signal; If the vertical velocity of the center of mass of the vehicle is greater than a preset vertical velocity of the center of mass, the magnetorheological seat is controlled to enter a vertical velocity control mode and a delay state; A fourth preset relationship table is queried 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. The pitch control mode has a higher priority than the vertical velocity control mode.

7. The method according to claim 6, characterized in that Also includes: Obtaining a front wheel suspension speed from 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 that of the pitch control mode.

8. The method according to claim 7, characterized in that Also includes: Obtaining 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, the magnetorheological seat is controlled to enter the cornering control mode, and the control current of the magnetorheological seat is adjusted according to the steering wheel speed or the steering wheel angle to keep the magnetorheological seat stable during cornering. The priority of the cornering control mode is higher than that of the speed bump control mode.

9. A magnetorheological seat control system, characterized in that: include: an acquisition module, configured 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 configured to determine, if the vibration frequency of the magnetorheological seat is lower than a preset resonant frequency, a magnitude of a magnetorheological seat control current by matching the road surface vibration signal with a first preset relationship table to adjust the damping force of the magnetorheological seat; the first preset relationship table including a one-to-one correspondence between the control current and the road surface 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 a 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.

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 performs the method according to any one of claims 1 to 8.

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