Vehicle seat control method, system, device and storage medium

Abstract

The present invention provides a vehicle seat control method, system, device and storage medium. When the vehicle turns, the current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters of the vehicle are obtained, and the expected yaw angular velocity is determined based on the current driving parameters, characteristic vehicle speed and a preset vehicle dynamics model. The current steering working condition is determined based on the expected yaw angular velocity and the actual yaw angular velocity, and the current working condition level is determined according to the level classification information. The expected seat control force parameters are obtained by matching the current steering working condition with the current working condition level. The target adjustment parameters are determined according to the expected seat control force parameters and the current seat control force parameters to adjust the seat controller. The method senses the vehicle's steering working condition in real time and responds according to the actual situation to ensure that the seat's shock absorption characteristics always match the current driving conditions, and then accurately and flexibly adjusts the seat's shock absorption characteristics through the working condition level classification.

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 users' 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, controllability 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 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, existing control systems and technical strategies are still in their early stages. They can only simply adjust the hardness of the seat according to the preset driving mode, and fail to achieve real-time perception and response to driving behavior and road conditions. Secondly, the existing solutions lack a refined adjustment mechanism. As a result, although the existing magnetorheological seats have excellent application effects, they cannot achieve the desired shock absorption and stability because the control method cannot be adapted to actual driving conditions, which reduces 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 vehicle steering is identified, obtaining the vehicle's current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters; determining an expected yaw angular velocity based on the vehicle's current driving parameters, 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 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; obtaining an expected seat control force parameter based on matching the current steering condition and the current condition grade in a preset condition control force mapping relationship; determining a target adjustment parameter based on the expected seat control force parameter and the current seat control force parameter, so as to adjust the seat controller based on the target adjustment parameter.

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

[0008]

[0009] Where 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 sideslip 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 oversteer 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 understeer 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 a sideslip drift 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 oversteer 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 understeer 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 a normal condition.

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

[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 the current shock absorption level, and the current shock absorption level is used to characterize the degree of demand for shock absorption experience in seat adjustment; determining the parameter optimization coefficient according to the current shock absorption level, and optimizing and adjusting the adjustment parameters of each seat control area according to the parameter optimization coefficient to obtain the optimized target adjustment parameters.

[0013] In one embodiment of the present invention, determining the current operating condition level based on 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 based on the level division information; determining the target level division threshold interval in which the absolute value of the difference between the expected yaw angular velocity and the actual yaw angular velocity lies, 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 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 as turning; a working condition information determination module, which is used to determine the expected yaw angular velocity based on the vehicle's current driving parameters, characteristic vehicle speed and a 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 based on 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 current steering working condition and the current working condition grade in a 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 the 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 caused 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 recognized to be turning, the system obtains the current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters of the vehicle, determines the expected yaw angular velocity based on the current driving parameters, characteristic vehicle speed and a preset vehicle dynamics model, determines the current steering working condition based on the expected yaw angular velocity and the actual yaw angular velocity, calls the grade classification information of the current steering working condition, and determines 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, obtains 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, and obtains the expected seat control force parameters 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 perceive 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 seat shock absorption characteristics through the condition level division and matching of 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 accompanying drawings are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, serving to explain the principles of the present application. It is obvious that the drawings described below are merely some embodiments of the present application, and a person of ordinary skill in the art can derive other drawings based on these drawings without inventive effort. 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 flowchart 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 structural diagram of a computer system of an electronic device shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0025] The following will describe embodiments of the present invention with reference to the accompanying drawings and specific embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0026] 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.

[0027] In the following description, numerous details are discussed to provide a more thorough explanation of the embodiments of the present invention. However, it will be apparent to those skilled in the art that the embodiments of the present invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring the embodiments of the present invention.

[0028] The term "and / or" used in this application describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. The character " / " generally indicates that the associated objects 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. Specifically, if the computer device 120 recognizes that the vehicle is turning, it obtains the vehicle's current driving parameters, characteristic vehicle speed, actual yaw rate, and current seat control force parameters through the vehicle 110, determines a desired yaw rate based on the current driving parameters, characteristic vehicle speed, and a preset vehicle dynamics model, determines a current steering operating condition based on the desired yaw rate and the actual yaw rate, retrieves grade classification information for the current steering operating condition, and determines the current operating condition grade based on the grade classification information and the difference between the desired yaw rate and the actual yaw rate. Calculates a desired seat control force parameter based on the current steering operating condition and the current operating condition grade in a preset operating condition control force mapping relationship, and determines a target adjustment parameter based on the desired seat control force parameter and the current seat control force parameter, thereby adjusting the seat controller in the vehicle 110 based on the target adjustment parameter. 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 includes at least a vehicle seat, a seat controller and a communication device, wherein the vehicle seat includes a magnetorheological seat in the embodiment of the present application. 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 to achieve real-time optimization of the seat support and comfort.

[0031] Schematically, 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 the expected yaw angular velocity based on the vehicle's current driving parameters, characteristic vehicle speed and a preset vehicle dynamics model, determines the current steering working condition based on the expected yaw angular velocity and the actual yaw angular velocity, calls the grade classification information of the current steering working condition, and determines the current working condition grade based on the grade classification information and the difference between the expected yaw angular velocity and the actual yaw angular velocity, obtains the expected seat control force parameters according to the current steering working condition and the current working condition grade in the preset working condition control force mapping relationship, and obtains the expected seat control force parameters according to the expected seat control force parameters and the current seat control force parameters. 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 solution 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 of 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 can be implemented in other implementation environments, and the above implementation environment is 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 vehicle steering 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 steering degree. Specifically, the steering wheel rotation angle is collected in real time by an angle sensor installed on the steering wheel to determine the degree to which the driver intends to change the vehicle's driving direction; the torque applied by the driver to the steering wheel is measured by a torque sensor to determine the driver's steering force, thereby determining the driving intention; and the angular velocity of the steering wheel is measured by an angular velocity sensor to assess 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 speed at which the steady-state yaw rate gain reaches its maximum value during a vehicle turn. The actual yaw rate is the angular velocity of the vehicle about a vertical axis (i.e., a vertical axis passing through the center of the vehicle), measured in real time by sensors on the vehicle and used to monitor vehicle stability, steering behavior, and handling performance in real time. The current seat control force parameters include the regional control force set for the magnetorheological seat. When a vehicle turn is detected, control-related parameters are first acquired to provide a basis for subsequent control decisions based on actual driving conditions.

[0036] In step S220 , a desired 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 parameter of the vehicle includes 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 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 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 based on the steering description parameter, the longitudinal vehicle speed, the wheelbase, the front wheel angle, and a preset vehicle dynamics model, and can be represented by the following formula of the preset vehicle dynamics model:

[0041]

[0042]

[0043]

[0044] Among them, 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, F yf is the front axle lateral force, 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 angle, δ r It is the rear wheel angle.

[0045] In one embodiment of the present application, a desired yaw rate is determined based on the current yaw rate, longitudinal vehicle speed, wheelbase, front wheel steering angle, and characteristic vehicle speed. The desired yaw rate can be represented by the following formula based on the Ackermann steering formula, which is used to describe the relationship between the current yaw rate and the desired yaw rate. The Ackermann steering formula is a very important concept in automotive engineering. It is used to describe the relationship between the steering angles of the inner and outer wheels when a vehicle is turning, to ensure that all wheels roll along the same circular trajectory when turning, thereby achieving zero-slip steering:

[0046]

[0047] Where 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 for determining the desired yaw rate based on the current yaw rate, longitudinal vehicle speed, wheelbase, front wheel angle, and characteristic vehicle speed is one feasible calculation method for determining the desired 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 feasible environments, the above-mentioned determination process may also determine the desired yaw rate by establishing a correlation between the current yaw rate and the desired yaw rate based on a linear correlation relationship. Furthermore, at least one of the longitudinal vehicle speed, wheelbase, and front wheel angle may be set as a correlation factor or correlation solution coefficient for the correlation between the current yaw rate and the desired yaw rate to more accurately solve the desired yaw rate. Therefore, the above-mentioned determination of the desired yaw rate based on the current yaw rate, longitudinal vehicle speed, wheelbase, front wheel angle, and characteristic vehicle speed is merely a preferred implementation in the embodiments of the present application and does not specifically limit the method for solving the desired yaw rate and the selection of the solution algorithm in the actual application of the present application.

[0049] In some other embodiments of the present application, to achieve more precise dynamic response and enhance the driving experience, the calculated desired yaw rate is adaptively adjusted based on the current vehicle speed, steering level, throttle, brake, and anti-steering operation, ultimately achieving a yaw rate that meets the driver's expectations. In some embodiments, the vehicle's speed sensor collects the current driving speed in real time to understand the vehicle's current driving state. In some embodiments, a steering wheel angle sensor, a steering torque sensor, and a steering angular velocity sensor are used to obtain the driver's steering wheel angle, steering torque, and steering angular velocity for a comprehensive assessment of the current steering level. In some embodiments, an accelerator pedal position sensor is used to obtain the driver's current throttle position to understand acceleration intent. In some embodiments, a brake pedal position sensor and a brake pressure sensor are used to obtain the driver's current braking force to understand deceleration intent. In some embodiments, a steering wheel angle sensor is used to detect whether the driver has performed anti-steering operation, that is, suddenly turning the steering wheel in the opposite direction during steering, such as when making an emergency avoidance maneuver or turning at high speed. The collected data can also be comprehensively processed and analyzed to form a comprehensive description of the driving state. For example, a high current speed and a large steering angle may indicate a high-speed cornering situation; a low current speed and a small steering angle may indicate a low-speed turn or lane change. A dynamic model of the vehicle is established by combining factors such as current speed, steering angle, throttle position, braking force, and counter-steering to predict the vehicle's expected behavior under the current driving state. Based on the dynamic model and comprehensive evaluation results, the expected yaw rate is calculated. This adaptively adjusted expected yaw rate reflects the ideal yaw rate for the vehicle under the current driving state to ensure driving stability and comfort.

[0050] In step S230, the current steering condition is determined based on the desired 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 desired 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 sideslip drift condition, and a normal condition.

[0052] If the desired yaw rate is greater than the actual yaw rate, and the absolute value of the difference between the desired and actual yaw rates is greater than the understeer threshold, the current steering condition is determined to be understeer. Alternatively, if the value of the desired yaw rate minus the actual yaw rate is greater than the understeer threshold, understeer is determined.

[0053] If the desired yaw rate is less than the actual yaw rate, and the absolute value of the difference between the desired and actual yaw rates is greater than the oversteer threshold, the current steering condition is determined to be an oversteer condition. Alternatively, if the value of the actual yaw rate minus the desired yaw rate is greater than the oversteer threshold, the condition is determined to be an oversteer condition.

[0054] If the absolute value of the difference between the desired yaw rate and the actual yaw rate is less than or equal to the oversteer determination threshold, the absolute value of the difference between the desired yaw rate and the actual yaw rate is less than or equal to the understeer 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 desired yaw rate and the actual yaw rate is less than or equal to the oversteer determination threshold, the absolute value of the difference between the desired yaw rate and the actual yaw rate is less than or equal to the understeer 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 settings of the understeer determination threshold, the oversteer determination threshold and the preset sideslip drift determination threshold are 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 based on the level classification information and the difference between the desired yaw rate and the actual yaw rate includes determining a level classification threshold interval based on the level classification information, determining a target level classification threshold interval within which the absolute value of the difference between the desired yaw rate and the actual yaw rate falls, and determining the operating condition level corresponding to the target level classification threshold interval as the current operating condition level. In one embodiment of the present application, under one practicable environment, under the same steering operating condition, level classification is further performed based on the degree of steering, wherein the oversteer example type can be divided into five levels, with higher levels indicating more severe oversteer; the understeer example type can be divided into three levels, with higher levels indicating more severe understeer; the sideslip drift example type can be divided into two levels, with higher levels indicating more severe sideslip; and the normal steering example type is divided into one level.

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

[0059] In one embodiment of the present application, a pre-established operating-condition control force mapping table records the expected seat control force parameters corresponding to different steering conditions and operating-condition levels. In some preferred embodiments, the seat acceleration sensor values, seat height sensor values, and the vehicle's lateral acceleration, vertical acceleration, and longitudinal speed can also be incorporated as adjustment factors to determine appropriate adjustment coefficients for further optimization 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. 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 damping level is obtained before adjusting the seat controller based on the target adjustment parameters. The current damping level is used to represent the degree of demand for the damping experience during seat adjustment. A parameter optimization coefficient is determined based on the current damping level, and the adjustment parameters of each seat control area are optimized and adjusted based on the parameter optimization coefficient to obtain the optimized target adjustment parameters. Specifically, because different users have different perceptions of experience, the vehicle computer has a design item for the strength of the magnetorheological seat damping function. There are 7 levels in total, namely very weak, relatively weak, weak, normal, strong, relatively strong, and very strong. Users can select different levels through screen operation. The normal level corresponds to the default setting, and the other items are enhanced or weakened by coefficients.

[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 parts can be controlled separately. 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 the seat can provide better support for users in understeering conditions. Provide better support; Under side-slip drift conditions, the target control current in the current state is output as an input to the PID control, ultimately achieving the goal of smaller damping force on the shock absorber on the same side of the steering wheel and larger damping force on the other side, allowing users to provide better seat support in side-slip drift conditions; Under normal steering conditions, the target control current in the current state is output as an input to the PID control, ultimately achieving smaller damping force on the shock absorber on the same side of the steering wheel and larger damping force on the other side, allowing users to provide better seat support in side-slip drift conditions. PID (Proportional-Integral-Derivative) control is a feedback control algorithm that adjusts the system output through three components: proportional (P), integral (I), and differential (D) to achieve the desired control effect.

[0064] Reference Figure 3 As shown, Figure 3 This is a flow chart 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, a determination is first made as to whether the vehicle seat control function is enabled. If not, the function is continuously monitored. If it is enabled, the desired yaw rate is calculated based on steering operation identification, and steering conditions are identified based on the desired yaw rate and the actual yaw rate. After determining the steering condition, the steering degree is differentiated. At this point, if the user has set 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 based on the parameter optimization coefficient, steering degree, and steering condition to achieve the user's vehicle seat control experience. If the user has not set a strong or weak experience, different damping controls are calculated and executed based on the steering degree and 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 recognized to be turning, the system obtains the current driving parameters, characteristic vehicle speed, actual yaw angular velocity and current seat control force parameters of the vehicle, determines the expected yaw angular velocity based on the current driving parameters, characteristic vehicle speed and a preset vehicle dynamics model, determines the current steering working condition based on the expected yaw angular velocity and the actual yaw angular velocity, calls the grade classification information of the current steering working condition, and determines 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, obtains 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, and obtains the expected seat control force parameters 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 perceive 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 seat shock absorption characteristics through the condition level division and matching of the expected control force parameters, thereby improving the accuracy and flexibility of control.

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

[0068] Figure 4 This 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 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, which, when executed by one or more processors, enables the electronic device to implement the vehicle seat control method provided in the above-mentioned embodiments.

[0072] Figure 5 This is a schematic diagram of the structure of a computer system of an electronic device according to an exemplary embodiment of the present application. 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, the computer system 500 includes a central processing unit (CPU) 501, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 502 or the program loaded from the storage portion into the random access memory (RAM) 503, such as executing the method in the above embodiment. In the RAM 503, various programs and data required for system operation are also stored. The CPU 501, ROM 502 and RAM 503 are connected to each other via a bus. An input / output (I / O) interface 505 is also connected to the 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 devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 508 including a hard disk; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card or a modem. 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. Removable media 511, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., are installed in the drive 510 as needed so that computer programs read therefrom can be 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 via the communication section 509, and / or installed from a removable medium 511. When the computer program is executed by the central processing unit (CPU) 501, the 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 can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can 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 can 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 can include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable computer program. This propagated data signal can take a variety of forms, including but not limited to electromagnetic signals, optical signals, 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 that can transmit, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, or any suitable combination thereof.

[0077] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation 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, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that 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 the 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 can represent the connection relationship between various components to represent more constituent signal paths (constituent_signalpath) and / or one or more ends of some lines have arrows to indicate the main information flow direction. The connecting lines are used as an identifier, not a limitation of 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) can actually include one or more signals that can be transmitted in any direction and can be 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. In some cases, the names of these units do not constitute limitations on the units themselves.

[0080] Another aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the aforementioned method. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist independently and not be incorporated into the electronic device.

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

[0082] Through the description of the above embodiments, it is easy for those skilled in the art to understand that the example embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solution according to the embodiments 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 embodiments of the present application.

[0083] It should be noted that the present application can be used in a wide variety of general-purpose or special-purpose 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 electronics, network PCs, minicomputers, mainframe computers, distributed computing environments that include any of the above, and the like.

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

[0085] It should be understood that the above content of this application is only a preferred exemplary embodiment of this application and is not intended to limit the implementation scheme of this application. Ordinary technicians in this field can easily make corresponding changes or modifications based on the main concept and spirit of this application. Therefore, the scope of protection of this 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 includes: If the vehicle is detected turning, the current driving parameters, characteristic 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 desired yaw rate and the actual yaw rate, calling grade classification information of the current steering condition, and determining a grade of the current condition based on the grade classification information and a difference between the desired yaw rate and the actual yaw rate; Obtaining the desired seat control force parameters based on the current steering condition and the current condition level in the preset condition control force mapping relationship; 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 angle. Determining the expected yaw rate based on the current vehicle driving parameter, the characteristic vehicle speed, and a preset vehicle dynamics model includes: determining a current yaw rate based on at least one of the steering description parameter, the longitudinal vehicle speed, the wheelbase, and the front wheel angle and a preset vehicle dynamics model; A 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 angle, and a characteristic vehicle speed.

3. The vehicle seat control method according to claim 2, characterized in that: Determining a desired yaw rate based on the current yaw rate, the longitudinal vehicle speed, the wheelbase, the front wheel angle, and the characteristic vehicle speed includes: Where 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 sideslip drift condition, and a normal condition. The current steering condition is determined based on the expected yaw rate and the actual yaw rate: If the desired yaw rate is greater than the actual yaw rate, and an absolute value of a difference between the desired 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 desired yaw rate is less than the actual yaw rate, and an absolute value of a difference between the desired 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 simultaneously, the absolute value of the difference between the desired yaw rate and the actual yaw rate is less than or equal to an oversteer determination threshold, the absolute value of the difference between the desired yaw rate and the actual yaw rate is less than or equal to an understeer determination threshold, and, based on the vehicle's current driving parameters, the sideslip angle of the center of mass is greater than a preset sideslip drift determination threshold, then the current steering condition is determined to be a sideslip drift condition; If simultaneously the absolute value of the difference between the desired yaw angular velocity and the actual yaw angular velocity is less than or equal to an oversteer determination threshold, the absolute value of the difference between the desired yaw angular velocity and the actual yaw angular velocity is less than or equal to an understeer determination threshold, and according to the current driving parameters of the vehicle, the sideslip angle of the center of mass is less than or equal to a preset sideslip drift determination threshold, then the current steering condition is determined to be a normal condition.

5. The vehicle seat control method according to claim 1, characterized in that: Determining the target adjustment parameter based on 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; Dividing the expected seat control force parameter into control area control force distribution according to the current steering direction information and the seat control area information to obtain expected control force parameters for 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: Obtaining a current damping level, where the current damping level is used to represent a degree of demand for a damping experience during seat adjustment; A 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 respectively according to the parameter optimization coefficient to obtain 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 rate and the actual yaw rate includes: Determining 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 the operating condition level corresponding to the target level division threshold interval is determined as the current operating condition level.

8. A vehicle seat control system, characterized in that: The vehicle seat control system includes: a control parameter acquisition module, configured to acquire the vehicle's current driving parameters, characteristic vehicle speed, actual yaw angular velocity, and current seat control force parameters upon recognizing that the vehicle is turning; a working condition information determination module, configured to determine a desired yaw rate based on the vehicle's current driving parameters, characteristic vehicle speed, and a preset vehicle dynamics model; determine a current steering working condition based on the desired yaw rate and the actual yaw rate, retrieve grade classification information for the current steering working condition, and determine a grade of the current working condition based on the grade classification information and a difference between the desired yaw rate and the actual yaw rate; A seat control adjustment module is used to obtain the expected seat control force parameters based on the current steering condition and the current condition level in the preset condition control force mapping relationship; determine the target adjustment parameters based on 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 the computer program stored in the memory to implement the vehicle seat control method according to any one of claims 1 to 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 according to any one of claims 1 to 7.

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