Vehicle seat control method, system and equipment and storage medium

Abstract

The invention provides a vehicle seat control method, system and device and a storage medium, and the method comprises the steps: obtaining the current driving parameter, the characteristic vehicle speed, the actual yaw velocity and the current seat control force parameter of a vehicle during the steering of the vehicle, and determining the expected yaw velocity based on the current driving parameter, the characteristic vehicle speed and a preset vehicle dynamics model; determining a current steering working condition based on the expected yaw velocity and the actual yaw velocity, determining a current working condition grade according to the grade division information, obtaining an expected seat control force parameter according to matching of the current steering working condition and the current working condition grade, determining a target adjustment parameter according to the expected seat control force parameter and the current seat control force parameter, the seat controller can be adjusted; according to the method, the steering working condition of the vehicle is sensed in real time, response is conducted according to the actual situation, it is ensured that the damping characteristic of the seat is always matched with the current driving condition, and then the damping characteristic of the seat is accurately and flexibly adjusted through working condition grading.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and in particular to a vehicle seat control method, system, device and storage medium. Background Art

[0002] In the field of modern automobile design and development, improving the user's driving experience has become one of the core goals pursued by major manufacturers. With the advancement of technology and the growing demand of consumers, traditional seat design can no longer meet people's high standards for comfort, handling and stability. Therefore, magnetorheological seat shock absorption technology is gradually designed and developed. The physical properties of magnetorheological materials can change with the change of magnetic field intensity. Using this feature, magnetorheological seats can respond quickly under different driving conditions and automatically adjust the hardness and shock absorption effect of the seat to adapt to various road conditions and driving habits. It can not only improve the riding comfort, but also enhance the stability of the vehicle when driving at high speed or making sharp turns, and reduce the discomfort caused by body shaking.

[0003] However, in actual application, the existing control systems and technical strategies are still in the early stages and can only simply adjust the hardness of the seat according to the preset driving mode, failing to achieve real-time perception and response to driving behavior and road condition changes. Secondly, the existing solutions lack a refined adjustment mechanism, resulting in the existing magnetorheological seats having excellent application effects, but because of the control method that cannot fit the actual driving conditions, it cannot achieve the expected shock absorption and stability, reducing the user's driving experience. Summary of the invention

[0004] The purpose of the embodiments of the present invention is to provide a vehicle seat control method, system, device and storage medium to solve the above technical problems.

[0005] The present invention provides a vehicle seat control method, which includes: if the vehicle is identified to be turning, obtaining the current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters of the vehicle; determining the expected yaw angular velocity based on the current driving parameters, characteristic vehicle speed and a preset vehicle dynamics model; determining the current steering condition based on the expected yaw angular velocity and the actual yaw angular velocity, calling the grade division information of the current steering condition, and determining the current condition grade according to the grade division information and the difference between the expected yaw angular velocity and the actual yaw angular velocity; obtaining the expected seat control force parameters according to the matching of the current steering condition and the current condition grade in a preset condition control force mapping relationship; determining the target adjustment parameters according to the expected seat control force parameters and the current seat control force parameters, so as to adjust the seat controller based on the target adjustment parameters.

[0006] In one embodiment of the present invention, the current driving parameters of the vehicle include at least one of a steering description parameter, a longitudinal vehicle speed, a wheelbase and a front wheel turning angle, and determining the expected yaw rate based on the current driving parameters of the vehicle, the characteristic vehicle speed and a preset vehicle dynamics model includes: determining the current yaw rate according to at least one of the steering description parameter, the longitudinal vehicle speed, the wheelbase and the front wheel turning angle and a preset vehicle dynamics model; determining the expected yaw rate based on the current yaw rate, the longitudinal vehicle speed, the wheelbase, the front wheel turning angle and at least one of the front wheel turning angle.

[0007] In one embodiment of the present invention, determining the expected yaw rate based on the current yaw rate, the longitudinal vehicle speed, the wheelbase, the front wheel turning angle and the characteristic vehicle speed includes:

[0008]

[0009] Among them, γ1 is the desired yaw rate, γ is the current yaw rate, v is the longitudinal speed, l is the wheelbase, δ f is the front wheel turning angle, and vc is the characteristic vehicle speed.

[0010] In one embodiment of the present invention, the current steering condition includes an oversteering condition, an understeering condition, a side slip drift condition and a normal condition, and the current steering condition is determined based on the expected yaw angular velocity and the actual yaw angular velocity: if the expected yaw angular velocity is greater than the actual yaw angular velocity, and the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is greater than an understeering determination threshold, then the current steering condition is determined to be an understeering condition; if the expected yaw angular velocity is less than the actual yaw angular velocity, and the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is greater than an oversteering determination threshold, then the current steering condition is determined to be an understeering condition; if both the expected yaw angular velocity and the actual yaw angular velocity are satisfied, then the current steering condition is determined to be an understeering condition. If the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the oversteering determination threshold, the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the understeering determination threshold, and according to the sideslip angle of the center of mass in the current driving parameters of the vehicle is greater than the preset sideslip drift determination threshold, then the current steering condition is determined to be the sideslip drift condition; if at the same time, the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the oversteering determination threshold, the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the understeering determination threshold, and according to the sideslip angle of the center of mass in the current driving parameters of the vehicle is less than or equal to the preset sideslip drift determination threshold, then the current steering condition is determined to be the normal condition.

[0011] In one embodiment of the present invention, determining the target adjustment parameters based on the expected seat control force parameters and the current seat control force parameters includes: obtaining the current steering direction information and the seat control area information; dividing the expected seat control force parameters into control area control force distributions according to the current steering direction information and the seat control area information to obtain the expected control force parameters for different seat control areas; determining the current control force parameters for different seat control areas according to the current seat control force parameters; determining the adjustment parameters of each seat control area based on the expected control force parameters and the current control force parameters in each seat control area, and determining the adjustment parameters of each seat control area as the target adjustment parameters.

[0012] In one embodiment of the present invention, before adjusting the seat controller based on the target adjustment parameters, the vehicle seat control method also includes: obtaining a current shock absorption level, wherein the current shock absorption level is used to characterize the degree of demand for shock absorption experience in seat adjustment; determining a parameter optimization coefficient based on the current shock absorption level, and optimizing and adjusting the adjustment parameters of each seat control area based on the parameter optimization coefficient to obtain optimized target adjustment parameters.

[0013] In one embodiment of the present invention, determining the current operating condition level according to the level division information and the difference between the expected yaw angular velocity and the actual yaw angular velocity includes: determining the level division threshold interval according to the level division information; determining the target level division threshold interval where the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is located, and determining the operating condition level corresponding to the target level division threshold interval as the current operating condition level.

[0014] An embodiment of the present invention also provides a vehicle seat control system, which includes: a control parameter acquisition module, which is used to acquire the current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters of the vehicle if the vehicle is identified to be turning; a working condition information determination module, which is used to determine the expected yaw angular velocity based on the current driving parameters, characteristic vehicle speed and a preset vehicle dynamics model of the vehicle; determine the current steering working condition based on the expected yaw angular velocity and the actual yaw angular velocity, call the grade classification information of the current steering working condition, and determine the current working condition grade according to the grade classification information and the difference between the expected yaw angular velocity and the actual yaw angular velocity; a seat control adjustment module, which is used to obtain the expected seat control force parameters according to the matching of the current steering working condition and the current working condition grade in the preset working condition control force mapping relationship; determine the target adjustment parameters according to the expected seat control force parameters and the current seat control force parameters, so as to adjust the seat controller based on the target adjustment parameters.

[0015] An embodiment of the present invention also provides an electronic device, comprising: one or more processors; a storage device for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the electronic device implements a vehicle seat control method as described in any one of the above embodiments.

[0016] An embodiment of the present invention further provides a computer-readable storage medium having computer-readable instructions stored thereon. When the computer-readable instructions are executed by a processor of a computer, the computer is enabled to execute the vehicle seat control method as described in any one of the above embodiments.

[0017] The present invention provides a vehicle seat control method, system, device and storage medium. If the vehicle is identified to be turning, by obtaining the current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters of the vehicle, an expected yaw angular velocity is determined based on the current driving parameters, characteristic vehicle speed and a preset vehicle dynamics model, and the current steering condition is determined based on the expected yaw angular velocity and the actual yaw angular velocity, and the grade classification information of the current steering condition is called, and the current condition grade is determined according to the grade classification information and the difference between the expected yaw angular velocity and the actual yaw angular velocity, the expected seat control force parameters are obtained according to the matching of the current steering condition and the current condition grade in the preset condition control force mapping relationship, and the expected seat control force parameters are obtained according to the expected seat control force parameters. The target adjustment parameters are determined based on the current seat control force parameters to adjust the seat controller based on the target adjustment parameters; this method more accurately determines the actual steering state and current steering condition of the vehicle by evaluating the deviation between the current vehicle state and the ideal state, and further divides the steering condition into different levels corresponding to different steering strengths and stability requirements, which helps to more finely adjust the control strategy of the seat. Therefore, this scheme can sense the steering condition of the vehicle in real time and respond quickly according to the actual situation to ensure that the shock absorption characteristics of the seat always match the current driving conditions, and then realize the fine adjustment of the shock absorption characteristics of the seat through the condition level division and matching the expected control force parameters, thereby improving the accuracy and flexibility of control.

[0018] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0020] Figure 1is a schematic diagram of an exemplary system architecture shown in an exemplary embodiment of the present application;

[0021] Figure 2 is a flow chart of a vehicle seat control method shown in an exemplary embodiment of the present application;

[0022] Figure 3 is a flow chart of a specific vehicle seat control method shown in an exemplary embodiment of the present application;

[0023] Figure 4 is a schematic diagram of a vehicle seat control system shown in an exemplary embodiment of the present application;

[0024] Figure 5 It is a schematic diagram of the structure of a computer system of an electronic device shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0025] The following will describe the embodiments of the present invention with reference to the accompanying drawings and specific embodiments. 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 understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0026] It should be noted that the illustrations provided in the following embodiments are only used to illustrate the basic concept of the present invention in a schematic manner, and thus the illustrations 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.

[0027] 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 the form of block diagrams rather than in detail to avoid making the embodiments of the present invention difficult to understand.

[0028] The "and / or" mentioned in this application describes the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0029] Figure 1It is a schematic diagram of an exemplary system architecture shown in an exemplary embodiment of the present application.

[0030] Reference Figure 1 As shown, the system architecture may include a vehicle 110 and a computer device 120. If the computer device 120 recognizes that the vehicle is turning, the current driving parameters, characteristic vehicle speed, actual yaw rate and current seat control force parameters of the vehicle are obtained through the vehicle 110, and the desired yaw rate is determined based on the current driving parameters, characteristic vehicle speed and a preset vehicle dynamics model, and the current steering condition is determined based on the desired yaw rate and the actual yaw rate, and the grade classification information of the current steering condition is called, and the current condition grade is determined according to the grade classification information and the difference between the desired yaw rate and the actual yaw rate, and the desired seat control force parameters are obtained according to the matching of the current steering condition and the current condition grade in the preset condition control force mapping relationship, and the target adjustment parameters are determined according to the desired seat control force parameters and the current seat control force parameters, so as to adjust the seat controller in the vehicle 110 based on the target adjustment parameters. The above-mentioned computer device 120 can be at least one of a microcomputer, an embedded computer, a network computer, etc., and the computer device is installed with computer software, instructions, scripts or plug-in tools for controlling vehicle seats, and communicates with the vehicle 110; the above-mentioned vehicle 110 at least includes a vehicle seat, a seat controller and a communication device, wherein the vehicle seat in the embodiment of the present application includes a magnetorheological seat. The magnetorheological seat is an intelligent seat that uses magnetorheological fluid technology to dynamically adjust hardness and support. It changes the physical properties of the magnetorheological fluid based on the adjustment of the magnetic field strength, thereby realizing real-time optimization of the seat support and comfort.

[0031] Illustratively, if the computer device 120 recognizes that the vehicle is turning, it obtains the vehicle's current driving parameters, characteristic vehicle speed, actual yaw angular velocity, and current seat control force parameters through the vehicle 110, determines an expected yaw angular velocity based on the vehicle's current driving parameters, characteristic vehicle speed, and a preset vehicle dynamics model, determines a current steering condition based on the expected yaw angular velocity and the actual yaw angular velocity, calls up grade classification information of the current steering condition, and determines the current condition grade based on the grade classification information and the difference between the expected yaw angular velocity and the actual yaw angular velocity, obtains an expected seat control force parameter based on the current steering condition and the current condition grade in a preset condition control force mapping relationship, and obtains an expected seat control force parameter based on the expected seat control force parameter and the current seat control force parameter. force parameters to determine the target adjustment parameters so as to adjust the seat controller in the vehicle 110 based on the target adjustment parameters; this method more accurately determines the actual steering state and current steering condition of the vehicle by evaluating the deviation between the current vehicle state and the ideal state, and further divides the steering condition into different levels corresponding to different steering strengths and stability requirements, which helps to more finely adjust the control strategy of the seat. Therefore, this scheme can sense the steering condition of the vehicle in real time and respond quickly according to the actual situation to ensure that the shock absorption characteristics of the seat always match the current driving conditions, and then realize the fine adjustment of the shock absorption characteristics of the seat through the condition level division and matching the expected control force parameters, thereby improving the accuracy and flexibility of control.

[0032] Figure 2 is a flow chart of a vehicle seat control method shown in an exemplary embodiment of the present application. The vehicle seat control method can be Figure 1 The implementation environment may be implemented in other implementation environments, and the above implementation environments are not specifically limited here. Figure 2 As shown, the flowchart of the vehicle seat control method includes at least steps S210 to S250, which are described in detail as follows:

[0033] In step S210, if it is recognized that the vehicle is turning, the current driving parameters, characteristic vehicle speed, actual yaw rate and current seat control force parameters of the vehicle are obtained.

[0034] In one embodiment of the present application, the process of identifying the vehicle turning is to obtain the driver's steering wheel angle, steering wheel steering torque, and steering wheel steering angular velocity for collection and calculation, and identify the current steering direction and degree of steering. Specifically, the angle sensor installed on the steering wheel collects the steering angle of the steering wheel in real time to determine the degree to which the driver intends to change the direction of the vehicle; the torque sensor measures the torque applied by the driver to the steering wheel to determine the driver's steering force, thereby determining the driving intention; the angular velocity sensor measures the angular velocity of the steering wheel to evaluate the urgency of the steering. The current steering direction is determined by the positive and negative values ​​of the steering wheel angle, for example, a positive angle indicates a right turn, and a negative angle indicates a left turn.

[0035] In one embodiment of the present application, the characteristic vehicle speed refers to the vehicle speed at which the gain of the steady-state yaw rate reaches the maximum value during the steering process; the actual yaw rate is the angular velocity of the vehicle rotating around the vertical axis (i.e., the vertical axis passing through the center of the vehicle) measured in real time by sensors on the vehicle, which is used to monitor the stability, steering behavior and handling performance of the vehicle in real time; the current seat control force parameter includes a set of regional control forces for the magnetorheological seat. When the vehicle is identified to be turning, the control-related parameters are first obtained to provide a basis for the actual driving conditions for subsequent control decisions.

[0036] In step S220 , the expected yaw rate is determined based on the current vehicle driving parameters, characteristic vehicle speed and a preset vehicle dynamics model.

[0037] In one embodiment of the present application, the current driving parameters of the vehicle include at least one of a steering description parameter, a longitudinal vehicle speed, a wheelbase, and a front wheel steering angle.

[0038] In one embodiment of the present application, the current yaw rate is determined based on at least one of the steering description parameters, the longitudinal vehicle speed, the wheelbase and the front wheel turning angle and a preset vehicle dynamics model, and the expected yaw rate is determined based on at least one of the current yaw rate, the longitudinal vehicle speed, the wheelbase and the front wheel turning angle and the characteristic vehicle speed.

[0039] Among them, the steering description parameters include at least one of the vehicle mass, yaw angular velocity, center of mass sideslip angle, front axle lateral force, rear axle lateral force, moment of inertia, distance from the front axle to the center of mass, distance from the rear axle to the center of mass, yaw moment, front axle lateral stiffness, rear axle lateral stiffness, and rear wheel steering angle.

[0040] In one embodiment of the present application, the current yaw rate is determined according to the steering description parameter, the longitudinal vehicle speed, the wheelbase, the front wheel steering angle and the preset vehicle dynamics model, which can be represented by the following formula of the preset vehicle dynamics model:

[0041]

[0042]

[0043]

[0044] Where m is the vehicle mass, γ is the current yaw rate, β is the sideslip angle of the center of mass, v is the longitudinal speed, and F yf is the lateral force on the front axle, F yr is the lateral force on the rear axle, I is the moment of inertia, l f is the distance from the front axle to the center of mass, l r is the distance from the rear axle to the center of mass, M z is the yaw moment, C f is the front axle cornering stiffness, C r is the rear axle cornering stiffness, δ f is the front wheel turning angle, δ r It is the rear wheel angle.

[0045] In one embodiment of the present application, the desired yaw rate is determined based on the current yaw rate, the longitudinal vehicle speed, the wheelbase, the front wheel turning angle and the characteristic vehicle speed, and can be characterized by the following formula based on the Ackerman steering formula to describe the relationship between the current yaw rate and the desired yaw rate, wherein the Ackerman steering formula is a very important concept in automotive engineering, and is used to describe the steering angle relationship between the inner and outer wheels when the vehicle is turning, so as to ensure that all wheels can roll along the same circular trajectory when turning, thereby achieving a formula expression for steering without slipping:

[0046]

[0047] Among them, γ1 is the desired yaw rate, γ is the current yaw rate, v is the longitudinal speed, l is the wheelbase, δ f is the front wheel turning angle, and vc is the characteristic vehicle speed.

[0048] It should be noted that the above-mentioned calculation process of determining the expected yaw rate based on the current yaw rate, longitudinal vehicle speed, wheelbase, front wheel angle and characteristic vehicle speed is an implementable calculation method of determining the expected yaw rate based on at least one of the current yaw rate, longitudinal vehicle speed, wheelbase and front wheel angle and the characteristic vehicle speed. In some other implementable environments, the above-mentioned determination process can also determine the expected yaw rate after constructing the correlation relationship between the current yaw rate and the expected yaw rate based on the linear correlation relationship. Further, at least one of the longitudinal vehicle speed, wheelbase and front wheel angle can be set as the correlation factor or correlation solution coefficient of the correlation relationship between the current yaw rate and the expected yaw rate, so as to solve the expected yaw rate more accurately. Therefore, the above-mentioned determination of the expected yaw rate based on the current yaw rate, longitudinal vehicle speed, wheelbase, front wheel angle and characteristic vehicle speed is only a preferred implementation method in the embodiments of the present application, and does not specifically limit the solution method and solution algorithm selection of the expected yaw rate in the actual application process of the present application.

[0049] In some other embodiments of the present application, in order to achieve more accurate dynamic response and improve driving experience, it also includes adaptive adjustment of the expected yaw rate calculated above according to the current vehicle speed, steering degree, throttle, brake, anti-rudder operation, etc., and finally obtains the yaw rate that meets the driver's expectations. In some embodiments, the current driving speed is collected in real time by the vehicle's speed sensor to understand the current driving state of the vehicle; in some embodiments, the driver's steering wheel angle, steering torque and steering angular velocity are obtained by the steering wheel angle sensor, steering torque sensor and steering angular velocity sensor, and the current steering degree is comprehensively evaluated; in some embodiments, the driver's current throttle opening is obtained by the accelerator pedal position sensor to understand the acceleration intention; in some embodiments, the driver's current braking force is obtained by the brake pedal position sensor and the brake pressure sensor to understand the deceleration intention; in some embodiments, the steering wheel angle sensor is used to detect whether the driver has an anti-rudder operation, that is, the behavior of suddenly turning the steering wheel in the opposite direction during the steering process, such as emergency avoidance or high-speed cornering. The above-mentioned collected data can also be comprehensively processed and analyzed to form a comprehensive description of the driving state. For example, when the current vehicle speed is high and the steering angle is large, it may mean that the vehicle is turning at high speed; when the current vehicle speed is low and the steering angle is small, it may mean that the vehicle is turning at low speed or changing lanes. Combined with factors such as the current vehicle speed, steering degree, throttle opening, braking force, and anti-steering operation, a dynamic model of the vehicle is established to predict the expected behavior of the vehicle in the current driving state, and the expected yaw rate is calculated based on the dynamic model and comprehensive evaluation results. At this time, the adaptively adjusted expected yaw rate reflects the ideal yaw rate that the vehicle should have in the current driving state to ensure driving stability and comfort.

[0050] In step S230, the current steering condition is determined based on the expected yaw rate and the actual yaw rate, the grade classification information of the current steering condition is called, and the current condition grade is determined according to the grade classification information and the difference between the expected yaw rate and the actual yaw rate.

[0051] In one embodiment of the present application, the current steering condition includes an oversteering condition, an understeering condition, a side slip drift condition and a normal condition.

[0052] If the expected yaw rate is greater than the actual yaw rate, and the absolute value of the difference between the expected yaw rate and the actual yaw rate is greater than the understeering determination threshold, the current steering condition is determined to be an understeering condition. Another judgment logic is that the value of the expected yaw rate minus the actual yaw rate is greater than the understeering determination threshold, in which case it is determined to be understeering.

[0053] If the expected yaw rate is less than the actual yaw rate, and the absolute value of the difference between the expected yaw rate and the actual yaw rate is greater than the oversteering determination threshold, the current steering condition is determined to be an oversteering condition. Another judgment logic is that if the value of the actual yaw rate minus the expected yaw rate is greater than the oversteering determination threshold, it is determined to be an oversteering condition.

[0054] If the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the oversteering determination threshold, the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the understeering determination threshold, and the sideslip angle of the center of mass in the current driving parameters of the vehicle is greater than the preset sideslip drift determination threshold, then the current steering condition is determined to be a sideslip drift condition.

[0055] If the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the oversteering determination threshold, the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the understeering determination threshold, and the sideslip angle of the center of mass in the current driving parameters of the vehicle is less than or equal to the preset sideslip drift determination threshold, then the current steering condition is determined to be a normal condition.

[0056] Among them, the setting of the understeer determination threshold, the oversteer determination threshold and the preset sideslip drift determination threshold is actually set based on the current vehicle's driving style and performance experience, and can also be set by the vehicle manufacturer based on experimental measurement data. Here, the specific setting values ​​and methods of the understeer determination threshold, the oversteer determination threshold and the preset sideslip drift determination threshold are not limited.

[0057] In one embodiment of the present application, determining the current operating condition level according to the level division information and the difference between the expected yaw rate and the actual yaw rate includes determining the level division threshold interval according to the level division information, determining the target level division threshold interval where the absolute value of the difference between the expected yaw rate and the actual yaw rate is located, and determining the operating condition level corresponding to the target level division threshold interval as the current operating condition level. In an embodiment of the present application, in an implementable environment, under the same steering condition, the level division is further performed according to the degree of steering, wherein the oversteering example type can be divided into 5 levels, and the higher the level, the more serious the oversteering situation; the understeering example type can be divided into 3 levels, and the higher the level, the more serious the understeering situation; the side slip drift example type can be divided into 2 levels, and the higher the level, the more serious the side slip situation; the normal steering example type is 1 level.

[0058] In step S240, the expected seat control force parameters are obtained by matching the current steering condition and the current condition level in the preset condition control force mapping relationship.

[0059] In one embodiment of the present application, a working condition control force mapping relationship table is pre-established, which records the expected seat control force parameters corresponding to different steering working conditions and working condition levels. In some preferred embodiments, the seat acceleration sensor value, seat height sensor value, and the lateral acceleration, vertical acceleration and longitudinal speed of the vehicle body can also be added as adjustment factors to determine the appropriate adjustment coefficient to further optimize the calculation of the expected seat control force parameters.

[0060] In step S250 , a target adjustment parameter is determined according to the desired seat control force parameter and the current seat control force parameter, so as to adjust the seat controller based on the target adjustment parameter.

[0061] In one embodiment of the present application, current steering direction information and seat control area information are obtained, and the control area control force distribution of the expected seat control force parameters is divided according to the current steering direction information and the seat control area information to obtain the expected control force parameters of different seat control areas, and the current control force parameters of different seat control areas are determined according to the current seat control force parameters, and the adjustment parameters of each seat control area are determined based on the expected control force parameters and the current control force parameters in each seat control area, and the adjustment parameters of each seat control area are determined as the target adjustment parameters.

[0062] In one embodiment of the present application, the current shock absorption level is obtained before adjusting the seat controller based on the target adjustment parameter. The current shock absorption level is used to characterize the degree of demand for the shock absorption experience in the seat adjustment. The parameter optimization coefficient is determined according to the current shock absorption level, and the adjustment parameters of each seat control area are optimized and adjusted according to the parameter optimization coefficient to obtain the optimized target adjustment parameters. Specifically, since different users have different perceptions of experience, there is a strong and weak experience design item of the steering magnetorheological seat shock absorption function on the vehicle computer, which is divided into 7 levels, namely extremely weak, relatively weak, weak, normal, strong, relatively strong, and extremely strong. Users can select different levels through screen operation, where the normal level corresponds to the default setting, and the other items are enhanced or weakened by taking coefficients respectively.

[0063] In an implementable environment, the magnetorheological seat shock absorption is set to be divided into two parts, the left and right parts, and the left and right shock absorption damping can be controlled separately, and different seat riding effects can be achieved through different combination controls. After obtaining the optimized target adjustment parameters, they are input into the PID control under oversteering conditions. At this time, the target control current in the current state will be output, and the goal of the shock absorber on the oversteering side with a smaller damping force and the shock absorber on the other side with a larger damping force will eventually be achieved, so that the seat can provide better support for users in oversteering conditions; in understeering conditions, they are input into the PID control and the target control current in the current state will be output, so that the shock absorber on the understeering side with a smaller damping force and the shock absorber on the other side with a larger damping force will eventually be achieved, so that users can use the seat in understeering conditions. Provide better support; under side slip drift conditions, input into PID control and output the target control current in the current state, and finally achieve the goal of smaller damping force of the shock absorber on the same side of the steering and larger damping force of the shock absorber on the other side, so that users can provide better support in side slip drift conditions; under normal steering conditions, input into PID control and output the target control current in the current state, and finally achieve smaller damping force of the shock absorber on the same side of the steering and larger damping force of the shock absorber on the other side, so that users can provide better support in side slip drift conditions. PID (Proportional-Integral-Derivative) control is a feedback control algorithm that adjusts the output of the system through three parts: proportional (P), integral (I) and differential (D) to achieve the desired control effect.

[0064] Reference Figure 3 As shown, Figure 3 FIG. 1 is a flowchart of a specific vehicle seat control method shown in an exemplary embodiment of the present application. Figure 3 As shown, in a specific embodiment of the present application, the control interface of the specific vehicle seat control method is set in the vehicle computer, and the user can customize the function settings on the vehicle computer screen according to his own needs.

[0065] In a specific embodiment of the present application, first determine whether the vehicle seat control function is turned on. If it is not turned on, continue to monitor whether the vehicle seat control function is turned on. If it is turned on, calculate the expected yaw rate according to the steering operation identification, and identify the steering condition according to the above expected yaw rate and the actual yaw rate, and distinguish the steering degree after determining the steering condition. At this time, if the user sets a strong or weak experience, the corresponding parameter optimization coefficient is determined based on the strong or weak experience setting, and different damping controls are calculated and executed according to the parameter optimization coefficient, the steering degree and the steering condition to achieve the user's vehicle seat control experience. If the user does not set a strong or weak experience, different damping controls are calculated and executed according to the steering degree and the steering condition to achieve the user's vehicle seat control experience.

[0066] The present invention provides a vehicle seat control method, system, device and storage medium. If the vehicle is identified to be turning, by obtaining the current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters of the vehicle, an expected yaw angular velocity is determined based on the current driving parameters, characteristic vehicle speed and a preset vehicle dynamics model, and the current steering condition is determined based on the expected yaw angular velocity and the actual yaw angular velocity, and the grade classification information of the current steering condition is called, and the current condition grade is determined according to the grade classification information and the difference between the expected yaw angular velocity and the actual yaw angular velocity, the expected seat control force parameters are obtained according to the matching of the current steering condition and the current condition grade in the preset condition control force mapping relationship, and the expected seat control force parameters are obtained according to the expected seat control force parameters. The target adjustment parameters are determined based on the current seat control force parameters to adjust the seat controller based on the target adjustment parameters; this method more accurately determines the actual steering state and current steering condition of the vehicle by evaluating the deviation between the current vehicle state and the ideal state, and further divides the steering condition into different levels corresponding to different steering strengths and stability requirements, which helps to more finely adjust the control strategy of the seat. Therefore, this scheme can sense the steering condition of the vehicle in real time and respond quickly according to the actual situation to ensure that the shock absorption characteristics of the seat always match the current driving conditions, and then realize the fine adjustment of the shock absorption characteristics of the seat through the condition level division and matching the expected control force parameters, thereby improving the accuracy and flexibility of control.

[0067] The following introduces the system embodiment of the present application, which can be used to execute the vehicle seat control method in the above embodiment of the present application. For details not disclosed in the system embodiment of the present application, please refer to the above embodiment of the vehicle seat control method of the present application.

[0068] Figure 4 is a schematic diagram of a vehicle seat control system shown in an exemplary embodiment of the present application. The system can be applied to Figure 2 The method implementation process shown in the figure can be based on Figure 1 The system is executed in the implementation environment shown in the figure, and may also be applicable to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which the system is applicable.

[0069] like Figure 4 As shown, the exemplary vehicle seat control system includes a control parameter acquisition module 401 , a working condition information determination module 402 , and a seat control adjustment module 403 .

[0070] Among them, the control parameter acquisition module 401 is used to obtain the vehicle's current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters if the vehicle is identified to be turning; the working condition information determination module 402 is used to determine the expected yaw angular velocity based on the vehicle's current driving parameters, characteristic vehicle speed and preset vehicle dynamics model; determine the current steering working condition based on the expected yaw angular velocity and the actual yaw angular velocity, call the grade classification information of the current steering working condition, and determine the current working condition grade according to the grade classification information and the difference between the expected yaw angular velocity and the actual yaw angular velocity; the seat control adjustment module 403 is used to obtain the expected seat control force parameters according to the current steering working condition and the current working condition grade matching in the preset working condition control force mapping relationship; determine the target adjustment parameters according to the expected seat control force parameters and the current seat control force parameters, so as to adjust the seat controller based on the target adjustment parameters.

[0071] An embodiment of the present application also provides an electronic device, comprising: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by one or more processors, the electronic device implements the vehicle seat control method provided in the above-mentioned embodiments.

[0072] Figure 5 is a schematic diagram of the structure of a computer system of an electronic device according to an exemplary embodiment of the present application. It should be noted that: Figure 5 The computer system 500 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.

[0073] like Figure 5As shown, computer system 500 includes a central processing unit (CPU) 501, which can perform various appropriate actions and processes according to the program stored in read-only memory (ROM) 502 or the program loaded from the storage part to random access memory (RAM) 503, such as executing the method in the above embodiment. In RAM 503, various programs and data required for system operation are also stored. CPU 501, ROM 502 and RAM 503 are connected to each other through a bus. Input / output (I / O) interface 505 is also connected to bus 504.

[0074] The following components are connected to the I / O interface 505: an input section 506 including a keyboard, a mouse, etc.; an output section 507 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section performs communication processing via a network such as the Internet. A drive is also connected to the I / O interface 505 as needed. A removable medium 511, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 510 as needed so that a computer program read therefrom is installed into the storage section 508 as needed.

[0075] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication section 509, and / or installed from a removable medium 511. When the computer program is executed by a central processing unit (CPU) 501, various functions defined in the system of the present application are executed.

[0076] It should be noted that the computer-readable medium shown in the embodiment of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, wherein a computer-readable computer program is carried. This propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. A computer program contained on a computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0077] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. Among them, each box in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0078] In the corresponding drawings of the above embodiments, connecting lines may indicate the connection relationship between the various components to indicate more constituent signal paths (constituent_signalpath) and / or one or more ends of some lines may have arrows to indicate the main information flow direction. Connecting lines, as a mark, are not a limitation to the scheme itself, but the use of these lines in combination with one or more exemplary embodiments helps to connect circuits or logic units more easily. Any represented signal (determined by design requirements or preferences) may actually include one or more signals that can be transmitted in either direction and implemented with any appropriate type of signal scheme.

[0079] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0080] Another aspect of the present application further provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the above method is implemented. The computer-readable storage medium may be included in the electronic device described in the above embodiment, or may exist independently without being assembled into the electronic device.

[0081] It should be noted that, although several modules or units of the equipment for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiments of the present application, the features and functions of two or more modules or units described above can be embodied in one module or unit. On the contrary, the features and functions of one module or unit described above can be further divided into being embodied by multiple modules or units.

[0082] Through the description of the above implementation methods, it is easy for those skilled in the art to understand that the example implementation methods described here can be implemented by software or by combining software with necessary hardware. Therefore, the technical solution according to the implementation methods of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, and includes several instructions to enable a computing device (which can be a personal computer, a server, a touch terminal, or a network device, etc.) to execute the method according to the implementation methods of the present application.

[0083] It should be noted that the present application can be used in many general or special computing system environments or configurations, such as personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronic devices, network PCs, minicomputers, mainframe computers, distributed computing environments including any of the above systems or devices, and the like.

[0084] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the embodiments disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary technical means in the art that are not disclosed in the present application.

[0085] It should be understood that the above content of the present application is only a preferred exemplary embodiment of the present application and is not intended to limit the implementation scheme of the present application. Ordinary technicians in this field can easily make corresponding changes or modifications based on the main concept and spirit of the present application. Therefore, the scope of protection of the present application should be the scope of protection required by the claims.

Claims

1. A vehicle seat control method, characterized in that: The vehicle seat control method comprises: If the vehicle is detected turning, the current driving parameters, characteristic vehicle speed, actual yaw rate and current seat control force parameters of the vehicle are obtained; Determining a desired yaw rate based on the current driving parameters of the vehicle, a characteristic vehicle speed, and a preset vehicle dynamics model; determining a current steering condition based on the expected yaw angular velocity and the actual yaw angular velocity, calling grade classification information of the current steering condition, and determining a grade of the current condition according to the grade classification information and a difference between the expected yaw angular velocity and the actual yaw angular velocity; Obtaining the expected seat control force parameters in the preset working condition control force mapping relationship according to the current steering working condition and the current working condition level matching; A target adjustment parameter is determined according to the desired seat control force parameter and the current seat control force parameter, so as to adjust the seat controller based on the target adjustment parameter.

2. The vehicle seat control method according to claim 1, characterized in that: The current vehicle driving parameter includes at least one of a steering description parameter, a longitudinal vehicle speed, a wheelbase, and a front wheel turning angle. Determining the expected yaw rate based on the current vehicle driving parameter, the characteristic vehicle speed, and a preset vehicle dynamics model includes: Determine the current yaw rate according to at least one of the steering description parameter, the longitudinal vehicle speed, the wheelbase and the front wheel steering angle and a preset vehicle dynamics model; The desired yaw rate is determined based on at least one of the current yaw rate, the longitudinal vehicle speed, the wheelbase, and the front wheel turning angle and the characteristic vehicle speed.

3. The vehicle seat control method according to claim 2, characterized in that: Determining the expected yaw rate based on the current yaw rate, the longitudinal vehicle speed, the wheelbase, the front wheel turning angle and the characteristic vehicle speed includes: Among them, γ1 is the desired yaw rate, γ is the current yaw rate, v is the longitudinal speed, l is the wheelbase, δ f is the front wheel turning angle, and vc is the characteristic vehicle speed.

4. The vehicle seat control method according to claim 1, characterized in that: The current steering condition includes an oversteering condition, an understeering condition, a side slip drift condition and a normal condition, and the current steering condition is determined based on the expected yaw rate and the actual yaw rate: If the expected yaw rate is greater than the actual yaw rate, and the absolute value of the difference between the expected yaw rate and the actual yaw rate is greater than an understeering determination threshold, determining that the current steering condition is an understeering condition; If the expected yaw rate is less than the actual yaw rate, and the absolute value of the difference between the expected yaw rate and the actual yaw rate is greater than an oversteering determination threshold, determining that the current steering condition is an oversteering condition; If the absolute value of the difference between the expected yaw rate and the actual yaw rate is less than or equal to the oversteering determination threshold, the absolute value of the difference between the expected yaw rate and the actual yaw rate is less than or equal to the understeering determination threshold, and the sideslip angle of the center of mass in the current driving parameters of the vehicle is greater than the preset sideslip drift determination threshold, then the current steering condition is determined to be a sideslip drift condition; If it is simultaneously satisfied that the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the oversteering determination threshold, the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity is less than or equal to the understeering determination threshold, and according to the sideslip angle of the center of mass in the current driving parameters of the vehicle is less than or equal to the preset sideslip drift determination threshold, it is determined that the current steering condition is a normal condition.

5. The vehicle seat control method according to claim 1, characterized in that: Determining the target adjustment parameter according to the expected seat control force parameter and the current seat control force parameter includes: Get the current steering direction information and seat control area information; According to the current steering direction information and the seat control area information, the expected seat control force parameter is divided into control area control force distribution to obtain the expected control force parameters of different seat control areas; Determining current control force parameters of different seat control areas according to the current seat control force parameters; An adjustment parameter of each seat control area is determined based on a desired control force parameter and a current control force parameter in each seat control area, and the adjustment parameter of each seat control area is determined as a target adjustment parameter.

6. The vehicle seat control method according to claim 5, characterized in that: Before adjusting the seat controller based on the target adjustment parameter, the vehicle seat control method further includes: Acquiring a current damping level, where the current damping level is used to represent the degree of demand for a damping experience in seat adjustment; The parameter optimization coefficient is determined according to the current shock absorption level, and the adjustment parameters of each seat control area are optimized and adjusted according to the parameter optimization coefficient to obtain the optimized target adjustment parameters.

7. The vehicle seat control method according to any one of claims 1 to 6, characterized in that: Determining the current operating condition level according to the level classification information and the difference between the expected yaw angular velocity and the actual yaw angular velocity includes: Determine a level division threshold interval according to the level division information; A target level division threshold interval in which the absolute value of the difference between the desired yaw angular velocity and the actual yaw angular velocity lies is determined, and an operating condition level corresponding to the target level division threshold interval is determined as a current operating condition level.

8. A vehicle seat control system, characterized in that: The vehicle seat control system comprises: A control parameter acquisition module, for acquiring the current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters of the vehicle if a vehicle turn is recognized; a working condition information determination module, configured to determine an expected yaw rate based on the current driving parameters of the vehicle, a characteristic vehicle speed and a preset vehicle dynamics model; determine a current steering working condition based on the expected yaw rate and the actual yaw rate, call the level classification information of the current steering working condition, and determine the current working condition level according to the level classification information and the difference between the expected yaw rate and the actual yaw rate; A seat control adjustment module is used to obtain expected seat control force parameters according to the current steering condition and the current condition level in a preset condition control force mapping relationship; determine target adjustment parameters according to the expected seat control force parameters and the current seat control force parameters, so as to adjust the seat controller based on the target adjustment parameters.

9. An electronic device, characterized in that: It comprises a processor, a memory and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory to implement the vehicle seat control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and the computer program is used to enable a computer to execute the vehicle seat control method as described in any one of claims 1 to 7.

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