Magnetorheological Seat Control Methods, Systems and Vehicles

Abstract

This application relates to the field of seat damping technology, and in particular to a magnetorheological seat control method, system, and vehicle. The method includes: acquiring a target signal set, which includes acceleration signals of the magnetorheological seat; obtaining a target damping force based on the target signal set and a preset target mapping relationship, wherein the target mapping relationship refers to the mapping relationship between the signal set and the damping force; determining the difference between the target damping force and the actual damping force of the magnetorheological seat as a target difference; determining a target control current based on the target difference; and controlling the magnetorheological seat based on the target control current. This method effectively achieves adaptive adjustment of the damping force of the magnetorheological seat, that is, different target control currents can be obtained based on different acceleration signals of the magnetorheological seat to achieve control of the damping force of the magnetorheological seat, thereby effectively improving the comfort and stability of the magnetorheological seat.

Description

Technical Field

[0001] This application relates to the field of seat vibration reduction technology, and in particular to a magnetorheological seat control method, system and vehicle. Background Technology

[0002] Magnetorheological (MR) seats are a new type of seating system developed based on magnetorheological materials, widely used in automobiles, aviation, and other fields where prolonged sitting is required. Magnetorheological materials are a class of materials with controllable rheological properties; by adjusting an external magnetic field, their viscosity and flowability can be changed, thereby altering their damping force.

[0003] In related technologies, the damping force adjustment of magnetorheological seats typically relies on fixed control modes, such as manual adjustment or simply setting the damping force according to the driving mode. However, this method is difficult to adapt to complex external environments. For example, when faced with complex road conditions, this method cannot effectively adapt the damping force to different road conditions, resulting in poor comfort and stability of the magnetorheological seat. Summary of the Invention

[0004] This application provides a magnetorheological seat control method, system, and vehicle to solve the problem that the damping force adjustment method of magnetorheological seats in the related art is difficult to adapt to complex external environments, resulting in poor comfort and stability of magnetorheological seats.

[0005] This application provides a magnetorheological seat control method, the method comprising: acquiring a target signal set, the target signal set including the acceleration signal of the magnetorheological seat;

[0006] The target damping force is obtained based on the target signal set and the preset target mapping relationship, wherein the target mapping relationship refers to the mapping relationship between the signal set and the damping force;

[0007] The difference between the target damping force and the actual damping force of the magnetorheological seat is determined as the target difference, and the target control current is determined based on the target difference.

[0008] The magnetorheological seat is controlled based on the target control current.

[0009] In one embodiment of this application, the actual damping force is the damping force output by the magnetorheological damper in the magnetorheological seat, and the step of obtaining the actual damping force includes:

[0010] Obtain the first feedback current of the magnetorheological damper;

[0011] The actual damping force is obtained based on the first feedback current and the preset actual mapping relationship. The actual mapping relationship refers to the mapping relationship between the feedback current and the damping force. The actual mapping relationship is obtained based on a preset dataset, which includes multiple sample points. Each sample point includes a current value sample and a damping force sample of the magnetorheological damper. The current value sample and the damping force sample correspond to each other.

[0012] In one embodiment of this application, the sample point further includes relative motion velocity, which refers to the motion velocity of the piston of the magnetorheological damper relative to the cylinder of the magnetorheological damper. The current value sample, damping force sample, and relative motion velocity in the sample point correspond to each other. The step of obtaining the actual mapping relationship includes:

[0013] Using multiple sample points, the coefficients to be calibrated in the preset damping function to be calibrated are calibrated, and the calibrated damping function to be calibrated is determined as the actual mapping relationship;

[0014] The dependent variable in the damping function to be calibrated is the damping force. The expression for the independent variable in the damping function to be calibrated refers to the summation of the viscous damping term, the Coulomb friction force, and the current damping term. The viscous damping term refers to the product between the viscosity coefficient and the relative velocity. The current damping term refers to the product between the damping coefficient and the current damping force. The current damping force is obtained by performing a hyperbolic tangent operation on the current proportionality value. The current proportionality value refers to the product between the proportionality coefficient and the current value. The viscosity coefficient, the Coulomb friction force, the damping coefficient, and the proportionality coefficient are all coefficients to be calibrated.

[0015] In one embodiment of this application, calibrating the coefficients to be calibrated in a preset damping function using multiple sample points includes:

[0016] Substitute the current values ​​and relative velocity from the sample points into the damping function to be calibrated to obtain the measured damping force value.

[0017] The difference between the measured damping force value and the corresponding damping force sample is determined as the first error value;

[0018] Based on multiple first error values, the coefficients to be calibrated are iterated to complete the calibration of the coefficients to be calibrated.

[0019] In one embodiment of this application, calibrating the coefficients to be calibrated in a preset damping function using multiple sample points includes:

[0020] Substitute the damping force samples and relative motion velocities from the sample points into the damping function to be calibrated to obtain the current measurement value;

[0021] The difference between the measured current value and the corresponding current value sample is determined as the second error value;

[0022] Based on multiple second error values, the coefficients to be calibrated are iterated to complete the calibration of the coefficients to be calibrated.

[0023] In one embodiment of this application, iterating the coefficients to be calibrated based on a plurality of first error values ​​to complete the calibration of the coefficients to be calibrated includes:

[0024] Based on multiple first error values, a first objective function is determined. The dependent variable expression of the first objective function is the summation of multiple objective quantities, where each objective quantity refers to the square of the first error value.

[0025] Take the partial derivative with respect to each of the coefficients to be calibrated in the first objective function to obtain the partial derivative of each coefficient.

[0026] Based on the partial derivatives, update rules for each of the coefficients to be calibrated are obtained. The update rules include: determining the product between the preset learning rate and the partial derivatives as an update term, and determining the difference between the original value of the coefficient to be calibrated and the corresponding update term as the update value of the current coefficient to be calibrated.

[0027] Based on the update rule, the coefficients to be calibrated are iterated until the value of the first objective function is less than a preset convergence threshold or a preset number of iterations is reached, so as to obtain the final value of each coefficient to be calibrated; the final value of the coefficient to be calibrated is calibrated to the damping function to be calibrated.

[0028] In one embodiment of this application, the acceleration signal includes a vertical acceleration signal and a lateral acceleration signal. The target signal set further includes a vehicle CAN signal and a vertical velocity signal of the magnetorheological seat. The vehicle CAN signal includes the lateral acceleration of the vehicle body, the vertical acceleration of the vehicle body, and the vehicle speed of the vehicle where the magnetorheological seat is located. The vertical velocity signal of the magnetorheological seat is obtained by integrating the vertical acceleration signal of the magnetorheological seat.

[0029] In one embodiment of this application, the step of obtaining the target mapping relationship includes:

[0030] Obtain preset initial mapping information, which includes: a signal set and an initial damping value, with the signal set and the initial damping value corresponding one-to-one, wherein the initial damping value is positively correlated with the vertical velocity of the magnetorheological seat in the signal set;

[0031] Based on the vehicle's lateral acceleration, vertical acceleration, and speed from the signal set, the corresponding initial damping value is increased or decreased to obtain the target mapping relationship.

[0032] In one embodiment of this application, the step of determining the target control current based on the target difference includes:

[0033] The product of the target difference and the preset first proportional gain is determined as the first intermediate value;

[0034] Integrate the target difference to obtain a second intermediate value, and determine the third intermediate value by multiplying the second intermediate value with a preset first integral gain.

[0035] The target difference is differentiated to obtain a fourth intermediate value, and the product of the fourth intermediate value and the preset first differential gain is determined as the fifth intermediate value.

[0036] The sum of the first intermediate value, the third intermediate value, and the fifth intermediate value is determined as the target control current.

[0037] In one embodiment of this application, controlling the magnetorheological seat based on the target control current includes:

[0038] Obtain the second feedback current of the magnetorheological damper in the magnetorheological seat, and determine the difference between the target control current and the second feedback current as the value to be processed;

[0039] The product between the value to be processed and the preset second proportional gain is determined as the sixth intermediate value;

[0040] Integrate the value to be processed to obtain a seventh intermediate value, and determine the product between the seventh intermediate value and the preset second integral gain as the eighth intermediate value;

[0041] Perform a differential operation on the value to be processed to obtain the ninth intermediate value, and determine the tenth intermediate value as the product between the ninth intermediate value and the preset second differential gain.

[0042] The sum of the sixth intermediate value, the eighth intermediate value, and the tenth intermediate value is determined as the target duty cycle;

[0043] The magnetorheological damper is controlled based on the target duty cycle.

[0044] In one embodiment of this application, it further includes:

[0045] Acquire the height signal of the magnetorheological seat;

[0046] If the height of the magnetorheological seat exceeds a preset height threshold range, the magnetorheological damper in the magnetorheological seat is controlled based on a preset target current to increase the damping force output by the magnetorheological damper.

[0047] This application also provides a magnetorheological seat control system, including:

[0048] A signal acquisition module is used to acquire a target signal set, the target signal set including the acceleration signal of the magnetorheological seat;

[0049] The target damping force acquisition module is used to obtain the target damping force according to the target signal set and the preset target mapping relationship, wherein the target mapping relationship refers to the mapping relationship between the signal set and the damping force;

[0050] The target control current acquisition module is used to determine the difference between the target damping force and the actual damping force of the magnetorheological seat as the target difference, and to determine the target control current based on the target difference;

[0051] The control module is used to control the magnetorheological seat based on the target control current.

[0052] This application also provides a vehicle, including: a magnetorheological seat control system as described above.

[0053] The beneficial effects of the embodiments of this application are as follows: The magnetorheological seat control method, system, and vehicle provided in the embodiments of this application acquire a target signal set, which includes the acceleration signal of the magnetorheological seat; obtain a target damping force according to the target signal set and a preset target mapping relationship, where the target mapping relationship refers to the mapping relationship between the signal set and the damping force; determine the difference between the target damping force and the actual damping force of the magnetorheological seat as the target difference; determine the target control current based on the target difference; and control the magnetorheological seat based on the target control current. This method effectively achieves adaptive adjustment of the damping force of the magnetorheological seat, that is, different target control currents can be obtained based on different acceleration signals of the magnetorheological seat to achieve control of the damping force of the magnetorheological seat. It can be understood that different acceleration signals of the magnetorheological seat correspond to different road conditions and operating conditions (the operating conditions of the vehicle in which the magnetorheological seat is located). For example, if the vertical acceleration signal of the magnetorheological seat is large and the lateral acceleration is large, it indicates that the vehicle may be on a bumpy road and is turning, etc. Therefore, this method enables adaptive adjustment of the damping force of magnetorheological seats under different external environments, effectively improving the comfort and stability of magnetorheological seats. Attached Figure Description

[0054] Figure 1 This is a schematic flowchart of a magnetorheological seat control method provided in an embodiment of this application;

[0055] Figure 2 This is a schematic diagram of the process for obtaining the target control current in a magnetorheological seat control method provided in one embodiment of this application;

[0056] Figure 3 This is a schematic diagram of the structure of a magnetorheological seat control system provided in one embodiment of this application;

[0057] Figure 4 A schematic diagram of the structure of a practical application of a magnetorheological seat control system provided in an embodiment of this application;

[0058] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0059] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0060] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0061] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application 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 embodiments of the present application.

[0062] The following is combined with Figures 1 to 5 This application provides an explanation of the magnetorheological seat control method, system, and vehicle provided in this application.

[0063] Please see Figure 1 , Figure 1 This is a schematic flowchart of a magnetorheological seat control method provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes:

[0064] S110: Acquire a target signal set, the target signal set including the acceleration signal of the magnetorheological seat.

[0065] Understandably, by acquiring the acceleration signal of the magnetorheological seat, it is easy to determine the current road conditions and operating conditions of the vehicle in which the magnetorheological seat is located, and then make corresponding damping force adjustments.

[0066] S120: Based on the target signal set and the preset target mapping relationship, the target damping force is obtained, where the target mapping relationship refers to the mapping relationship between the signal set and the damping force.

[0067] Understandably, different signal sets in the target mapping relationship correspond to different damping forces. By setting this target mapping relationship and obtaining the target damping force based on this target mapping relationship and the target signal set, it is possible to make subsequent adaptive control of the damping force of the magnetorheological seat easier.

[0068] S130: The difference between the target damping force and the actual damping force of the magnetorheological seat is determined as the target difference, and the target control current is determined based on the target difference.

[0069] It should be noted that the mapping relationship between the target difference and the control current can be preset, and the corresponding target control current can be obtained based on the target difference and the mapping relationship.

[0070] S140: Control the magnetorheological seat based on the target control current.

[0071] In some embodiments, a corresponding current signal can be sent to the magnetorheological damper of the magnetorheological seat based on the target control current, so as to control the damping force output by the magnetorheological damper.

[0072] In some embodiments, the actual damping force is the damping force output by the magnetorheological damper in the magnetorheological seat, and the steps for obtaining the actual damping force include:

[0073] 1. Obtain the first feedback current of the magnetorheological damper.

[0074] 2. Based on the first feedback current and the preset actual mapping relationship, the actual damping force is obtained. The actual mapping relationship refers to the mapping relationship between the feedback current and the damping force. The actual mapping relationship is obtained based on a preset dataset. The dataset includes multiple sample points. Each sample point includes: a current value sample and a damping force sample of the magnetorheological damper. The current value sample and the damping force sample correspond to each other.

[0075] Understandably, the above method facilitates the acquisition of the actual damping force of the magnetorheological damper. Furthermore, obtaining this actual mapping relationship based on a pre-set dataset ensures high accuracy.

[0076] In some examples of embodiments, given the dataset, the actual mapping relationship can be determined using methods such as deep learning. For example, the current value samples in the dataset are input into a preset neural network model to obtain the damping force prediction value output by the neural network model. Based on the difference between the damping force prediction value and the corresponding damping force sample, the neural network model is trained until the model converges. The final neural network model represents the actual mapping relationship.

[0077] In some embodiments, the sample points further include relative motion velocity, which refers to the motion velocity of the piston of the magnetorheological damper relative to the cylinder of the magnetorheological damper. The current value sample, damping force sample, and relative motion velocity in the sample points correspond to each other. The steps for obtaining the actual mapping relationship include:

[0078] Using multiple sample points, the coefficients to be calibrated in the preset damping function to be calibrated are calibrated, and the calibrated damping function to be calibrated is determined as the actual mapping relationship.

[0079] The dependent variable in the damping function to be calibrated is the damping force. The expression for the independent variable in the damping function to be calibrated refers to the summation of the viscous damping term, the Coulomb friction force, and the current damping term. The viscous damping term refers to the product between the viscosity coefficient and the relative velocity. The current damping term refers to the product between the damping coefficient and the current damping force. The current damping force is obtained by performing a hyperbolic tangent operation on the current proportionality value. The current proportionality value refers to the product between the proportionality coefficient and the current value. The viscosity coefficient, the Coulomb friction force, the damping coefficient, and the proportionality coefficient are all coefficients to be calibrated.

[0080] It should be noted that in the above embodiments, by combining the viscous damping term, Coulomb friction, and current damping term, the damping function to be calibrated is determined, which makes the damping function to be calibrated more reasonable and facilitates the improvement of the accuracy of the subsequent actual mapping relationship.

[0081] In some embodiments, the mathematical expression of the damping function to be calibrated is:

[0082]

[0083] in, The dependent variable for the damping function to be calibrated is the damping force output by the magnetorheological damper. For viscous damping, This is the viscosity coefficient, which is related to the relative velocity. Represents relative velocity. Represents Coulomb friction. This is the current-damping term, which is the damping force generated by the magnetorheological nonlinear effect caused by the current (the current controlling the magnetorheological damper). Indicates the damping coefficient. Indicates the current damping force. Represents the hyperbolic tangent function. This is the current ratio value. This represents the proportionality coefficient. This indicates the current value.

[0084] In some embodiments, calibrating the coefficients to be calibrated in a preset damping function using multiple sample points includes:

[0085] 1. Substitute the current values ​​and relative velocity from the sample points into the damping function to be calibrated to obtain the measured damping force value.

[0086] Second, the difference between the measured damping force value and the corresponding damping force sample is determined as the first error value.

[0087] For example, suppose the mathematical expression of the sample points is: ,in, This represents the current value sample at the j-th sample point. This represents the damping force sample at the j-th sample point. Let represent the relative velocity of the j-th sample point. Then, the mathematical expression for the first error value is:

[0088]

[0089] in, This represents the first error value.

[0090] Third, based on multiple first error values, the coefficients to be calibrated are iterated to complete the calibration of the coefficients to be calibrated.

[0091] Understandably, each coefficient to be calibrated is first assigned an initial value. Then, the current sample and relative velocity from the sample points are substituted into the damping function to be calibrated to obtain the measured damping force value. Based on the difference between the measured damping force value and the corresponding damping force sample, the coefficient to be calibrated is iterated until the difference between the measured damping force value and the corresponding damping force sample is less than a preset convergence threshold, or a preset number of iterations is reached. This determines the final value of each coefficient to be calibrated, and the final value is then calibrated to the damping function to be calibrated. This method effectively calibrates the coefficients to be calibrated with high accuracy.

[0092] In some examples of embodiments, the calibration coefficients can be iterated using methods such as the bisection method.

[0093] In some embodiments, calibrating the coefficients to be calibrated in a preset damping function using multiple sample points includes:

[0094] 1. Substitute the damping force sample and relative velocity from the sample points into the damping function to be calibrated to obtain the current measurement value.

[0095] Understandably, by transforming the mathematical expression of the damping function to be calibrated in the above embodiments, we obtain:

[0096]

[0097] in, This represents the inverse hyperbolic tangent function. The current measurement value can be obtained by substituting the damping force samples and relative velocities at the sample points into the damping function to be calibrated.

[0098] Substituting the damping force samples and relative velocities from the sample points into the above mathematical expression, we obtain the measured current values. .

[0099] Second, the difference between the measured current value and the corresponding current value sample is determined as the second error value. The mathematical expression for this second error value is:

[0100]

[0101] in, This represents the second error value.

[0102] Third, based on multiple second error values, the coefficients to be calibrated are iterated to complete the calibration of the coefficients to be calibrated.

[0103] It should be noted that the calibration achieved using the above method has a high degree of accuracy.

[0104] In some embodiments, iterating the coefficients to be calibrated based on a plurality of first error values ​​to complete the calibration of the coefficients to be calibrated includes:

[0105] I. Based on multiple first error values, determine a first objective function, wherein the dependent variable expression of the first objective function is the summation of multiple objective quantities, and the objective quantity refers to the square value of the first error value.

[0106] The mathematical expression of the first objective function is:

[0107]

[0108] in, This represents the first objective function.

[0109] 2. Take the partial derivative of each of the coefficients to be calibrated in the first objective function to obtain the partial derivative of each coefficient.

[0110] Third, based on the partial derivatives, update rules are obtained for each of the coefficients to be calibrated. The update rules include: determining the product between the preset learning rate and the partial derivatives as an update term, and determining the difference between the original value of the coefficient to be calibrated and the corresponding update term as the update value of the current coefficient to be calibrated.

[0111] Fourth, based on the update rule, iterate the coefficients to be calibrated until the value of the first objective function is less than a preset convergence threshold or a preset number of iterations is reached, so as to obtain the final value of each coefficient to be calibrated; calibrate the final value of the coefficients to be calibrated to the damping function to be calibrated.

[0112] It should be noted that the above method can effectively calibrate the coefficients to be calibrated with high accuracy.

[0113] In some embodiments, iterating the coefficients to be calibrated based on a plurality of second error values ​​to complete the calibration of the coefficients to be calibrated includes:

[0114] First, based on multiple second error values, determine a second objective function, wherein the dependent variable expression of the second objective function is the summation of multiple error quantities, where each error quantity refers to the square of the second error value.

[0115] The mathematical expression of the second objective function is:

[0116]

[0117] in, This represents the second objective function.

[0118] Second, take the partial derivative of each of the coefficients to be calibrated in the second objective function to obtain the partial derivative of each coefficient.

[0119] It should be noted that, for the convenience of subsequent application of the gradient descent method, the partial derivatives of each coefficient to be calibrated in the second objective function are calculated separately, resulting in:

[0120]

[0121] in, yes abbreviation, This indicates that for the second objective function Find the partial derivative.

[0122]

[0123] in, This indicates that for the second objective function Find the partial derivative.

[0124]

[0125] in, This indicates that for the second objective function Find the partial derivative.

[0126]

[0127] in, This indicates that for the second objective function Find the partial derivative.

[0128] Third, based on the partial derivative, the update rules for each of the coefficients to be calibrated are obtained. The update rules include: determining the product between the preset learning rate and the partial derivative as the update term, and determining the difference between the original value of the coefficient to be calibrated and the corresponding update term as the update value of the current coefficient to be calibrated.

[0129] It should be noted that in the gradient descent method, the parameter update formula for the second objective function is:

[0130]

[0131] in, Represents the set of coefficients to be calibrated , , , , This represents the updated value of the coefficient to be calibrated, that is, the updated value of the parameter to be calibrated. This represents the current value of the coefficient to be calibrated. This represents the preset learning rate. This indicates that partial derivatives are taken with respect to the coefficients to be calibrated in the second objective function.

[0132] Fourth, based on the update rule, iterate the coefficients to be calibrated until the value of the first objective function is less than a preset convergence threshold or a preset number of iterations is reached, so as to obtain the final value of each coefficient to be calibrated; calibrate the final value of the coefficients to be calibrated to the damping function to be calibrated.

[0133] Understandable, The updated mathematical expression is as follows:

[0134]

[0135] in, express The updated value, express The current value (updating the previous value).

[0136] right The updated mathematical expression is as follows:

[0137]

[0138] in, express The updated value, express The current value (updating the previous value).

[0139] right The updated mathematical expression is as follows:

[0140]

[0141] in, express The updated value, express The current value (updating the previous value).

[0142] right The updated mathematical expression is as follows:

[0143]

[0144] in, express The updated value, express The current value (updating the previous value).

[0145] Understandably, the above method can yield relatively accurate values ​​for each coefficient to be calibrated.

[0146] In some embodiments, the acceleration signal includes a vertical acceleration signal and a lateral acceleration signal. The target signal set further includes a vehicle CAN signal and a vertical velocity signal of the magnetorheological seat. The vehicle CAN signal includes the vehicle's lateral acceleration, vertical acceleration, and speed. The vertical velocity signal of the magnetorheological seat is obtained by integrating the vertical acceleration signal of the magnetorheological seat.

[0147] In some embodiments, to avoid zero drift in the vertical velocity signal, a high-pass filter can be applied to the vertical velocity signal to eliminate interference from low-frequency signals.

[0148] It should be noted that by collecting the above-mentioned vehicle CAN (Controller Area Network) signals and the vertical velocity signal of the magnetorheological seat, it is possible to accurately identify road conditions and vehicle operating conditions during subsequent control processes.

[0149] In some embodiments, the step of obtaining the target mapping relationship includes:

[0150] 1. Obtain preset initial mapping information, which includes: a signal set and an initial damping value. The signal set and the initial damping value correspond one-to-one. The initial damping value is positively correlated with the vertical velocity of the magnetorheological seat in the signal set.

[0151] Understandably, each signal set includes a group of signals, namely, vehicle lateral acceleration, vehicle vertical acceleration, vehicle speed, vertical acceleration signal of the magnetorheological seat, and lateral acceleration signal, etc. Each signal set corresponds to an initial damping value, so that the corresponding initial damping value can be adjusted subsequently based on the vehicle lateral acceleration, vehicle vertical acceleration, and vehicle speed in that signal set. The initial damping value can be set according to the actual situation.

[0152] In some embodiments, the initial damping value can be set in two ways. First, when the vertical velocity of the magnetorheological seat is less than a preset first velocity threshold (usually negative), it indicates that the magnetorheological seat is currently experiencing a significant downward impact. In this case, a larger compressive damping force can be set according to actual needs, and this compressive damping force is set as the initial damping value for this situation. Second, when the vertical velocity of the magnetorheological seat is greater than a preset second velocity threshold (usually positive), it indicates that the magnetorheological seat is currently experiencing a significant upward impact, or the magnetorheological seat has just experienced a significant downward impact and is currently in the process of releasing compressive force, i.e., the upward recovery phase. In this case, a larger tensile damping force can be set according to actual needs, and this tensile damping force is set as the initial damping value for this situation.

[0153] 2. Based on the vehicle's lateral acceleration, vertical acceleration, and speed from the signal set, the corresponding initial damping value is increased or decreased to obtain the target mapping relationship.

[0154] It should be noted that, in order to better adapt to different road conditions and working conditions, the above steps combine the vehicle's lateral acceleration, vertical acceleration, and speed to increase or decrease the initial damping value. The specific rules for increasing or decreasing the value can be adjusted according to actual needs, or the initial damping value can be manually adjusted. The adjusted damping value is the damping force in the target mapping relationship.

[0155] For example, if the lateral acceleration of the vehicle body is large, it indicates that the vehicle may be on a sharp turn and in a turning state. Therefore, the initial damping value can be increased to enhance seat stability and prevent seat shaking. If the vertical acceleration of the vehicle body is large, it indicates that the vehicle may be on a bumpy road. In this case, the initial damping value can be decreased to reduce vibration transmission and achieve a better shock absorption effect. If the vehicle speed is high, the initial damping value can be increased to effectively reduce the amplitude of vehicle body vibration, absorb vibrations generated at high speeds, and thus improve passenger comfort and increase stability.

[0156] In some embodiments, the vehicle CAN signal may also include other signals, such as engine speed signal and accelerator pedal position signal, which can be used to assist in judging road conditions and vehicle operating conditions.

[0157] The above embodiments, by combining multiple factors to adjust the initial damping value, can obtain a target mapping relationship with high accuracy and strong adaptability.

[0158] In some embodiments, the step of determining the target control current based on the target difference includes:

[0159] 1. The product of the target difference and the preset first proportional gain is determined as the first intermediate value.

[0160] Second, integrate the target difference to obtain a second intermediate value, and determine the product between the second intermediate value and the preset first integral gain as the third intermediate value.

[0161] Third, perform a differential operation on the target difference to obtain a fourth intermediate value, and determine the product between the fourth intermediate value and the preset first differential gain as the fifth intermediate value.

[0162] Fourth, the sum of the first intermediate value, the third intermediate value, and the fifth intermediate value is determined as the target control current.

[0163] It should be noted that by implementing the above-mentioned PID (Proportional-Integral-Derivative Control) control, the accuracy and timeliness of the control process can be effectively improved.

[0164] In some embodiments, controlling the magnetorheological seat based on the target control current includes:

[0165] 1. Obtain the second feedback current of the magnetorheological damper in the magnetorheological seat, and determine the difference between the target control current and the second feedback current as the value to be processed.

[0166] Second, the product between the value to be processed and the preset second proportional gain is determined as the sixth intermediate value.

[0167] Third, integrate the value to be processed to obtain the seventh intermediate value, and determine the product between the seventh intermediate value and the preset second integral gain as the eighth intermediate value.

[0168] Fourth, perform a differential operation on the value to be processed to obtain the ninth intermediate value, and determine the product between the ninth intermediate value and the preset second differential gain as the tenth intermediate value.

[0169] 5. The sum of the sixth intermediate value, the eighth intermediate value, and the tenth intermediate value is determined as the target duty cycle.

[0170] 6. Based on the target duty cycle, control the magnetorheological damper.

[0171] It should be noted that by obtaining the target duty cycle through PID control, the damping force of the magnetorheological damper can be well controlled, effectively improving the accuracy of the control process and resulting in a faster response speed.

[0172] To prevent the magnetorheological damper from overtraveling during the control process, some embodiments use a height threshold range to provide real-time protection for the magnetorheological seat.

[0173] In some embodiments, the method further includes:

[0174] 1. Obtain the height signal of the magnetorheological seat.

[0175] This height signal can be obtained through a preset seat height sensor.

[0176] 2. If the height of the magnetorheological seat exceeds the preset height threshold range, the magnetorheological damper in the magnetorheological seat is controlled based on the preset target current to increase the damping force output by the magnetorheological damper.

[0177] Understandably, the target current is a relatively large current, which effectively increases the damping force output by the magnetorheological damper, thereby achieving real-time protection for the magnetorheological seat.

[0178] Figure 2 This is a schematic diagram of the process for obtaining the target control current in a magnetorheological seat control method provided in one embodiment of this application. Please refer to... Figure 2First, the actual damping force is obtained based on the first feedback current of the magnetorheological damper and the actual mapping relationship. Second, the target signal set is preprocessed, such as through filtering. Then, the target damping force is obtained based on the preprocessed target signal set and the preset target mapping relationship. Finally, PID calculations are performed based on the difference between the actual damping force and the target damping force to obtain the target control current. Furthermore, throughout the control process, the height signal of the magnetorheological seat is acquired in real time. If the height of the magnetorheological seat exceeds a preset height threshold range, a preset EOT (End of Travel) controller intervenes, determining the preset target current as the target control current to increase the damping force output by the magnetorheological damper.

[0179] The magnetorheological seat control system provided in this application is described below. The magnetorheological seat control system described below can be referred to in correspondence with the magnetorheological seat control method described above.

[0180] Figure 3 For a schematic diagram of the magnetorheological seat control system provided in one embodiment of this application, please refer to... Figure 3 The system includes:

[0181] The signal acquisition module 310 is used to acquire a target signal set, the target signal set including the acceleration signal of the magnetorheological seat;

[0182] The target damping force acquisition module 320 is used to obtain the target damping force according to the target signal set and the preset target mapping relationship, wherein the target mapping relationship refers to the mapping relationship between the signal set and the damping force;

[0183] The target control current acquisition module 330 is used to determine the difference between the target damping force and the actual damping force of the magnetorheological seat as the target difference, and to determine the target control current based on the target difference;

[0184] Control module 340 is used to control the magnetorheological seat based on the target control current. It should be noted that the magnetorheological seat control method and the magnetorheological seat control system provided in the above embodiments belong to the same concept, and the specific methods of operation of each module have been described in detail in the method embodiments, and will not be repeated here. In practical applications, the magnetorheological seat control system provided in the above embodiments can allocate the above functions to different functional modules as needed, that is, divide the internal structure of the system into different functional modules to complete all or part of the functions described above, and this is not a limitation here.

[0185] Figure 4 For a schematic diagram of a practical application of the magnetorheological seat control system provided in one embodiment of this application, please refer to... Figure 4 In practical applications, for example, it can be divided into three layers: the perception layer, the decision layer, and the execution layer. The perception layer includes the vehicle CAN signal acquisition unit and multiple sensors, such as seat height sensors and seat speed sensors. The decision layer includes a signal acquisition module 310, a target damping force acquisition module 320, a target control current acquisition module 330, and a control module 340. The execution layer includes current execution modules for each magnetorheological damper (such as the left current execution module, the right current execution module, etc.), which are modules used to control the magnetorheological dampers with the corresponding target control current. During execution, it is also used for feedback current, that is, to feed the target control current back to the decision layer for use in the next PID control, so as to realize PID closed-loop control.

[0186] This embodiment also provides a vehicle, including: a magnetorheological seat control system as described above. This vehicle can achieve the beneficial effects described above.

[0187] It is worth mentioning that the magnetorheological seat control method, system, and vehicle in the above embodiments can significantly improve the vibration isolation effect of the magnetorheological seat. Specifically, by implementing dual PID control, it can respond quickly to changes in road conditions, rapidly adjusting the damping force of the magnetorheological seat. This makes the seat's response to road vibrations more stable, significantly improving ride comfort and reducing the impact of vibrations on the driver and passengers. Furthermore, this magnetorheological seat control method, system, and vehicle can effectively improve control accuracy and system stability, maintaining appropriate damping force in extreme conditions (such as high-speed driving, emergency braking, and severe road conditions). This ensures system stability and control accuracy in complex conditions, enabling the magnetorheological seat to more precisely achieve the expected shock absorption effect.

[0188] Furthermore, the magnetorheological seat control method, system, and vehicle can also reduce energy consumption and improve system efficiency. Specifically, by precisely controlling the current of the magnetorheological damper, unnecessary energy loss is reduced, enabling the system to operate efficiently while meeting comfort and stability requirements, extending the service life of the equipment, and further optimizing the overall energy efficiency of the vehicle.

[0189] In addition, the magnetorheological seat control method, system and vehicle can also improve user experience and health protection. Understandably, long-term use of a comfortable and stable magnetorheological seat can effectively reduce fatigue and health problems caused by vibration, improve the overall riding experience of passengers, and enhance driver attention and driving safety, thereby bringing users a better user experience and physical protection.

[0190] In some embodiments, an electronic device is also provided, which may be a server, and its internal structure diagram is shown below. Figure 5As shown, the electronic device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile and / or volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The network interface is used to communicate with external clients via a network connection. When the computer program is executed by the processor, it implements the functions or steps of the server-side method described above.

[0191] In some embodiments, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it performs the following steps: acquiring a target signal set, the target signal set including acceleration signals of a magnetorheological seat; obtaining a target damping force according to the target signal set and a preset target mapping relationship, the target mapping relationship referring to the mapping relationship between the signal set and the damping force; determining the difference between the target damping force and the actual damping force of the magnetorheological seat as a target difference; determining a target control current according to the target difference; and controlling the magnetorheological seat based on the target control current.

[0192] In some embodiments, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, performs the following steps: acquiring a target signal set, the target signal set including acceleration signals of a magnetorheological seat; obtaining a target damping force according to the target signal set and a preset target mapping relationship, the target mapping relationship referring to the mapping relationship between the signal set and the damping force; determining the difference between the target damping force and the actual damping force of the magnetorheological seat as a target difference, determining a target control current according to the target difference; and controlling the magnetorheological seat based on the target control current.

[0193] It should be noted that the functions or steps that can be implemented by the computer-readable storage medium or electronic device described above can be referred to the relevant descriptions on the server side and client side in the foregoing method embodiments. To avoid repetition, they will not be described one by one here.

[0194] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of methods and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0195] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A magnetorheological seat control method, characterized in that, include: Acquire a target signal set, which includes the acceleration signal of the magnetorheological seat; The target damping force is obtained based on the target signal set and the preset target mapping relationship, wherein the target mapping relationship refers to the mapping relationship between the signal set and the damping force; The difference between the target damping force and the actual damping force of the magnetorheological seat is determined as the target difference, and the target control current is determined based on the target difference. The magnetorheological seat is controlled based on the target control current; The actual damping force is the damping force output by the magnetorheological damper in the magnetorheological seat, and the steps for obtaining the actual damping force include: Obtain the first feedback current of the magnetorheological damper; The actual damping force is obtained based on the first feedback current and the preset actual mapping relationship. The actual mapping relationship refers to the mapping relationship between the feedback current and the damping force. The actual mapping relationship is obtained based on a preset dataset, which includes multiple sample points. Each sample point includes: a current value sample and a damping force sample of the magnetorheological damper. The current value sample and the damping force sample correspond to each other. The sample points also include relative motion velocity, which refers to the motion velocity of the piston of the magnetorheological damper relative to the cylinder of the magnetorheological damper. The current value sample, damping force sample, and relative motion velocity in the sample points correspond to each other. The steps for obtaining the actual mapping relationship include: Using multiple sample points, the coefficients to be calibrated in the preset damping function to be calibrated are calibrated, and the calibrated damping function to be calibrated is determined as the actual mapping relationship; The dependent variable in the damping function to be calibrated is the damping force. The expression for the independent variable in the damping function to be calibrated refers to the summation of the viscous damping term, the Coulomb friction force, and the current damping term. The viscous damping term refers to the product between the viscosity coefficient and the relative velocity. The current damping term refers to the product between the damping coefficient and the current damping force. The current damping force is obtained by performing a hyperbolic tangent operation on the current proportionality value. The current proportionality value refers to the product between the proportionality coefficient and the current value. The viscosity coefficient, the Coulomb friction force, the damping coefficient, and the proportionality coefficient are all coefficients to be calibrated.

2. The magnetorheological seat control method according to claim 1, characterized in that, The calibration of the coefficients to be calibrated in the preset damping function using multiple sample points includes: Substitute the current values ​​and relative velocity from the sample points into the damping function to be calibrated to obtain the measured damping force value. The difference between the measured damping force value and the corresponding damping force sample is determined as the first error value; Based on multiple first error values, the coefficients to be calibrated are iterated to complete the calibration of the coefficients to be calibrated.

3. The magnetorheological seat control method according to claim 1, characterized in that, The calibration of the coefficients to be calibrated in the preset damping function using multiple sample points includes: Substitute the damping force samples and relative motion velocities from the sample points into the damping function to be calibrated to obtain the current measurement value; The difference between the measured current value and the corresponding current value sample is determined as the second error value; Based on multiple second error values, the coefficients to be calibrated are iterated to complete the calibration of the coefficients to be calibrated.

4. The magnetorheological seat control method according to claim 2, characterized in that, The calibration of the coefficients to be calibrated is performed iteratively based on multiple first error values, including: Based on multiple first error values, a first objective function is determined. The dependent variable expression of the first objective function is the summation of multiple objective quantities, where each objective quantity refers to the square of the first error value. Take the partial derivative with respect to each of the coefficients to be calibrated in the first objective function to obtain the partial derivative of each coefficient. Based on the partial derivatives, update rules for each of the coefficients to be calibrated are obtained. The update rules include: determining the product between the preset learning rate and the partial derivatives as an update term, and determining the difference between the original value of the coefficient to be calibrated and the corresponding update term as the update value of the current coefficient to be calibrated. Based on the update rule, the coefficients to be calibrated are iterated until the value of the first objective function is less than a preset convergence threshold or a preset number of iterations is reached, so as to obtain the final value of each coefficient to be calibrated; the final value of the coefficient to be calibrated is calibrated to the damping function to be calibrated.

5. The magnetorheological seat control method according to claim 1, characterized in that, The acceleration signal includes a vertical acceleration signal and a lateral acceleration signal. The target signal set also includes a vehicle CAN signal and a vertical velocity signal of the magnetorheological seat. The vehicle CAN signal includes the vehicle's lateral acceleration, vertical acceleration, and speed. The vertical velocity signal of the magnetorheological seat is obtained by integrating the vertical acceleration signal of the magnetorheological seat.

6. The magnetorheological seat control method according to claim 5, characterized in that, The steps for obtaining the target mapping relationship include: Obtain preset initial mapping information, which includes: a signal set and an initial damping value, with the signal set and the initial damping value corresponding one-to-one, wherein the initial damping value is positively correlated with the vertical velocity of the magnetorheological seat in the signal set; Based on the vehicle's lateral acceleration, vertical acceleration, and speed from the signal set, the corresponding initial damping value is increased or decreased to obtain the target mapping relationship.

7. The magnetorheological seat control method according to claim 1, characterized in that, The steps for determining the target control current based on the target difference include: The product of the target difference and the preset first proportional gain is determined as the first intermediate value; Integrate the target difference to obtain a second intermediate value, and determine the third intermediate value by multiplying the second intermediate value with a preset first integral gain. The target difference is differentiated to obtain a fourth intermediate value, and the product of the fourth intermediate value and the preset first differential gain is determined as the fifth intermediate value. The sum of the first intermediate value, the third intermediate value, and the fifth intermediate value is determined as the target control current.

8. The magnetorheological seat control method according to claim 1 or 7, characterized in that, Controlling the magnetorheological seat based on the target control current includes: Obtain the second feedback current of the magnetorheological damper in the magnetorheological seat, and determine the difference between the target control current and the second feedback current as the value to be processed; The product between the value to be processed and the preset second proportional gain is determined as the sixth intermediate value; Integrate the value to be processed to obtain a seventh intermediate value, and determine the product between the seventh intermediate value and the preset second integral gain as the eighth intermediate value; Perform a differential operation on the value to be processed to obtain the ninth intermediate value, and determine the tenth intermediate value as the product between the ninth intermediate value and the preset second differential gain. The sum of the sixth intermediate value, the eighth intermediate value, and the tenth intermediate value is determined as the target duty cycle; The magnetorheological damper is controlled based on the target duty cycle.

9. The magnetorheological seat control method according to claim 1, characterized in that, Also includes: Obtain the height signal of the magnetorheological seat; If the height of the magnetorheological seat exceeds a preset height threshold range, the magnetorheological damper in the magnetorheological seat is controlled based on a preset target current to increase the damping force output by the magnetorheological damper.

10. A magnetorheological seat control system, characterized in that, include: A signal acquisition module is used to acquire a target signal set, the target signal set including the acceleration signal of the magnetorheological seat; The target damping force acquisition module is used to obtain the target damping force according to the target signal set and the preset target mapping relationship, wherein the target mapping relationship refers to the mapping relationship between the signal set and the damping force; The target control current acquisition module is used to determine the difference between the target damping force and the actual damping force of the magnetorheological seat as the target difference, and to determine the target control current based on the target difference; The actual damping force is the damping force output by the magnetorheological damper in the magnetorheological seat. The steps for obtaining the actual damping force include: obtaining the first feedback current of the magnetorheological damper; obtaining the actual damping force according to the first feedback current and a preset actual mapping relationship, wherein the actual mapping relationship refers to the mapping relationship between the feedback current and the damping force, and the actual mapping relationship is obtained based on a preset dataset, wherein the dataset includes multiple sample points, each of which includes: a current value sample and a damping force sample of the magnetorheological damper, wherein the current value sample and the damping force sample correspond to each other; the sample point also includes a relative motion velocity, wherein the relative motion velocity refers to the motion velocity of the piston of the magnetorheological damper relative to the cylinder of the magnetorheological damper, and the current value sample, the damping force sample, and the relative motion velocity in the sample point are related. The steps for obtaining the actual mapping relationship include: using multiple sample points to calibrate the coefficients to be calibrated in the preset damping function to be calibrated, and determining the calibrated damping function to be calibrated as the actual mapping relationship; the dependent variable in the damping function to be calibrated is the damping force, and the expression for the independent variable in the damping function to be calibrated refers to the summation of the viscous damping term, the Coulomb friction force, and the current damping term. The viscous damping term refers to the product between the viscosity coefficient and the relative velocity, and the current damping term refers to the product between the damping coefficient and the current damping force. The current damping force is obtained by performing a hyperbolic tangent operation on the current proportionality value, and the current proportionality value refers to the product between the proportionality coefficient and the current value. The viscosity coefficient, the Coulomb friction force, the damping coefficient, and the proportionality coefficient are all coefficients to be calibrated. The control module is used to control the magnetorheological seat based on the target control current.

11. A vehicle, characterized in that, include: The magnetorheological seat control system as described in claim 10.

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