Seat shock absorption control method, system, vehicle-mounted terminal and storage medium

Abstract

The present application provides a seat shock absorption control method, system, vehicle-mounted terminal, and storage medium, wherein the method includes: obtaining bumpy road section information, the bumpy road section information including the bumpiness level of the bumpy road section, the bumpiness level being determined based on the bumpy road section type and the current vehicle speed; determining a target excitation current for a magnetorheological shock absorber based on the bumpiness level and a preset mapping relationship, wherein the mapping relationship is a correspondence between different bumpiness levels and different excitation currents; adjusting the current excitation current of the magnetorheological shock absorber to the target excitation current; and correcting the target excitation current based on the real-time vehicle speed and the real-time speed information of the seat to achieve seat shock absorption. The magnetorheological shock absorber current is pre-adjusted based on the road condition information ahead, and then corrected and controlled based on the real-time vehicle speed and the real-time speed information of the seat, making the seat shock absorption control smoother and more precise, significantly improving the seat shock absorption effect.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle seat control, and in particular to a seat shock absorption control method, system, vehicle-mounted terminal and storage medium. Background Art

[0002] With the development of intelligent vehicle technology, people's demands for vehicle comfort and safety are becoming increasingly stringent. To ensure both comfort and safety, vehicle seats are gradually evolving into intelligent, automated comfort features, equipped with corresponding seat shock absorbers. During driving, the damping performance of seat shock absorbers directly impacts the comfort of the driver and passengers. Therefore, reducing seat vibration is crucial to improving the driving experience.

[0003] In related technologies, seat shock absorbers typically employ a passive structure, with damping characteristics determined by their inherent mechanical structure, materials, and fixed elastic elements. However, these traditional seat shock absorbers fail to provide effective vibration isolation and suppression, lack real-time control and adjustment of damping levels based on different vehicle scenarios, and suffer from damping lag, which limits the damping effect to a certain extent, impacting vehicle comfort and safety, and the user's driving experience. Summary of the Invention

[0004] In view of the above-mentioned shortcomings of the prior art, the present application discloses a seat shock absorption control method, system, vehicle-mounted terminal and storage medium, which are used to solve the technical problem of poor seat shock absorption effect in the prior art.

[0005] In the first aspect, the present application provides a seat shock absorption control method, the method comprising: obtaining bumpy road section information, the bumpy road section information including the bumpy level of the bumpy road section, the bumpy level being determined according to the bumpy road section type and the current vehicle speed; determining a target excitation current of a magnetorheological shock absorber according to the bumpy level and a preset mapping relationship, the mapping relationship being a correspondence between different bumpy levels and different excitation currents; adjusting the current excitation current of the magnetorheological shock absorber to the target excitation current; and correcting the target excitation current according to the real-time vehicle speed and the real-time speed information of the seat to achieve seat shock absorption.

[0006] In one embodiment of the present application, the bumpy road section types include curved bumpy road sections and road surface bumpy road sections, and the bumpy road section is at least one of a road crest section, a road trough section, a pothole section and a speed bump section; the target excitation current of the magnetorheological shock absorber is determined according to the bumpiness level and a preset mapping relationship, including: determining a first excitation current according to a mapping relationship between a curved bumpiness level corresponding to the curved bumpy road section and different excitation currents, and determining a first excitation current according to a mapping relationship between a curved bumpiness level corresponding to the curved bumpy road section and different excitation currents, and determining a first excitation current according to a mapping relationship between a curved bumpiness level corresponding to the curved bumpy road section and different excitation currents, and determining a first excitation current according to a mapping relationship between a curved bumpiness level corresponding to the road crest section, the road trough section, the pothole section and the speed bump section, respectively. According to the mapping relationship between the excitation currents, at least one excitation current is determined; the larger value of the at least one excitation current is determined as the second excitation current corresponding to the bumpy road section; the larger value of the first excitation current and the second excitation current is determined as the target excitation current; or, according to the mapping relationship between the bumpiness levels corresponding to the bumpy curve section, the road crest section, the road trough section, the pothole section and the speed bump section and different excitation currents, multiple excitation currents are determined; the larger value of the multiple excitation currents is determined as the target excitation current.

[0007] In one embodiment of the present application, the method for determining the curve bump level includes: obtaining the curve radius and the current vehicle speed; calculating the current vehicle speed and the curve radius to obtain the lateral acceleration of the vehicle when turning; determining the curve bump level based on the lateral acceleration and a preset third mapping relationship, where the third mapping relationship is the correspondence between different lateral accelerations and different curve bump levels.

[0008] In one embodiment of the present application, the method for determining the road bumpiness level includes: obtaining a road surface image and the current vehicle speed; inputting the road surface image and the current vehicle speed into a bumpiness level prediction model to predict the bumpiness level and obtain the road bumpiness level, and the bumpiness level prediction model is trained based on various road surface sample images with labeled vehicle speed data.

[0009] In one embodiment of the present application, the training method of the bumpiness level prediction model includes: obtaining an image training set, wherein the image training set includes the road sample images under various weather conditions and various road types; annotating each of the road sample images, wherein the annotated content includes the actual bumpy area, the vehicle speed data passing through the actual bumpy area, and the actual road bumpiness level, wherein the actual bumpy area at least includes a road crest area, a road trough area, a pothole area, and a speed bump area; constructing an initial model and a loss function of the initial model, wherein the initial model is a target detection algorithm model under a convolutional neural network architecture, and the loss function includes a positioning loss function of the bumpy area and a classification loss function of the road bumpiness level; using the annotated image training set to train the initial model, and performing convergence of the initial model, and when the sum of the positioning loss and the classification loss reaches a preset loss value, the bumpiness level prediction model is obtained.

[0010] In one embodiment of the present application, the target excitation current is corrected according to the real-time vehicle speed and the real-time speed information of the seat, including: obtaining the real-time vehicle speed and the real-time speed information of the vehicle during driving, the real-time speed information including the vertical speed and vertical acceleration of the seat; obtaining the energy level according to the vertical speed and the vertical acceleration; determining the correction amount of the excitation current according to the real-time vehicle speed, the energy level and a preset fourth mapping relationship, the fourth mapping relationship being a correspondence relationship between two dimensions of different real-time vehicle speeds and different energy levels mapped to different correction amounts; and correcting the target excitation current according to the correction amount.

[0011] In one embodiment of the present application, adjusting the current excitation current of the magnetorheological shock absorber to the target excitation current includes: calculating the difference between the current excitation current and the target excitation current; determining a current change gradient based on the difference and a preset adjustment time; and pre-adjusting the current excitation current to the target excitation current based on the current change gradient.

[0012] In the second aspect, the present application provides a seat shock absorption control system, which includes: an acquisition module for acquiring bumpy road section information, wherein the bumpy road section information includes the bumpy level of the bumpy section, and the bumpy level is determined according to the bumpy section type and the current vehicle speed; a determination module for determining the target excitation current of the magnetorheological shock absorber according to the bumpy level and a preset mapping relationship, and the mapping relationship is the correspondence between different bumpy levels and different excitation currents; an adjustment module for adjusting the current excitation current of the magnetorheological shock absorber to the target excitation current; and a correction module for correcting the target excitation current according to the real-time vehicle speed and the real-time speed information of the seat to achieve seat shock absorption.

[0013] In a third aspect, the present application provides a vehicle-mounted terminal comprising: one or more processors; a storage device for storing one or more programs, which, when executed by one or more processors, enables the vehicle-mounted terminal to implement the seat shock absorption control method described in the first aspect.

[0014] In a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor of a computer, the computer is caused to execute the seat shock absorption control method described in the first aspect.

[0015] As described above, the seat shock absorption control method, system, vehicle-mounted terminal, and storage medium provided by the embodiments of the present application have the following beneficial effects:

[0016] First, the bumpy road section information is obtained, and the bumpy road section information includes the bumpy level of the bumpy road section, and the bumpy level is determined according to the bumpy road section type and the current vehicle speed. Then, according to the bumpy level and the preset mapping relationship, the target excitation current of the magnetorheological shock absorber is determined, wherein the mapping relationship is the correspondence between different bumpy levels and different excitation currents. After determining the target excitation current, the current excitation current of the magnetorheological shock absorber is adjusted to the target excitation current in advance, that is, the current excitation current of the magnetorheological shock absorber is adjusted to the target excitation current before the vehicle reaches the bumpy road section. Taking into account the change in real-time speed, the target excitation current will be corrected according to the real-time vehicle speed and the real-time speed information of the seat to optimize the excitation current. The damping of the magnetorheological shock absorber is optimized to realize seat shock absorption control. The current of the magnetorheological shock absorber is adjusted in advance through the road condition information ahead, and then the current of the magnetorheological shock absorber is corrected and controlled based on the real-time vehicle speed and the real-time speed information of the seat. When the damping size of the magnetorheological shock absorber is controlled and adjusted in real time according to different driving scenarios of the vehicle, not only can the damping of the seat shock absorber be adjusted in advance, solving the problem of seat shock absorption lag, but also the current can be corrected in real time based on the real-time vehicle speed and the real-time speed information of the seat, further ensuring the seat shock absorption effect, thereby making the seat shock absorption control smoother and more precise, and improving the vehicle's comfort, safety and user driving experience.

[0017] 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

[0018] 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:

[0019] Figure 1 is a schematic diagram of an implementation environment of a seat shock absorption control system shown in an exemplary embodiment of the present application;

[0020] Figure 2 is a flow chart of a seat shock absorption control method shown in an exemplary embodiment of the present application;

[0021] Figure 3 is a flowchart of a specific seat shock absorption control method shown in an exemplary embodiment of the present application;

[0022] Figure 4 is a block diagram of a seat shock absorption control system shown in an exemplary embodiment of the present application;

[0023] Figure 5 This is a structural diagram of a vehicle-mounted terminal provided in one embodiment of the present application. DETAILED DESCRIPTION

[0024] The following will describe the embodiments of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand the other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for the purpose of illustrating the present application and are not intended to limit the scope of protection of the present application.

[0025] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. Therefore, the illustrations only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the shape, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0026] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present application. However, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present application difficult to understand.

[0027] First, it should be noted that the damping performance of seat shock absorbers directly impacts the comfort of the driver and passengers during driving. However, the inventors of this application have discovered that seat shock absorbers fail to provide effective vibration isolation and suppression, cannot control and adjust the damping level in real time according to different vehicle scenarios, and suffer from damping lag. This, to a certain extent, limits the damping effect, affecting the comfort and safety of the vehicle, and the user's driving experience.

[0028] In addition, magnetorheological shock absorbers, as a type of seat shock absorber, are currently unable to provide effective vibration isolation and suppression. They cannot control and adjust the damping size in real time according to different vehicle scenarios, and there is a problem of shock absorption lag, which to a certain extent limits the shock absorption effect, affects the comfort and safety of the vehicle, and affects the user's driving experience.

[0029] It's also worth noting that magnetorheological shock absorbers (MRSs) utilize the properties of magnetorheological fluid (MRF) to adjust the damping force. MRF undergoes physical changes under the influence of a magnetic field, altering its flow resistance and, in turn, regulating the damping force of the shock absorber. They are widely used in applications requiring dynamic damping force adjustment. In a MRSs, the MRF is a suspension containing tiny ferromagnetic particles. In the absence of a magnetic field, these particles remain freely suspended, and the fluid has a low viscosity. When a magnetic field is applied, the ferromagnetic particles align along the magnetic field, forming a chain-like structure that rapidly increases the viscosity of the fluid, thereby increasing its flow resistance. By varying the magnetic field strength, the viscosity of the MRF can be adjusted, thereby controlling the damping force of the shock absorber. The magnetic field is typically generated by an electromagnetic coil. By varying the current in the coil, the magnetic field strength can be adjusted, thereby controlling the viscosity of the MRF and adjusting the damping force. Among them, the greater the current, the higher the magnetic field strength, the greater the viscosity of the magnetorheological fluid, and the greater the damping force of the shock absorber; the smaller the current, the lower the magnetic field strength, the smaller the viscosity of the magnetorheological fluid, and the smaller the damping force of the shock absorber.

[0030] Therefore, see Figure 1 , Figure 1 FIG. 1 is a schematic diagram of an implementation environment of a seat damping control system according to an exemplary embodiment of the present application. Figure 1As shown, the implementation environment includes a vehicle 110 and a seat shock absorption control system 120, wherein the seat shock absorption control system 120 is embedded in the vehicle 110 and is used to realize the shock absorption control of the seat in the vehicle 110. The seat shock absorption control system 120 includes but is not limited to a vehicle-mounted system, an on-board computer, etc., and pre-adjusts the current of the magnetorheological shock absorber based on the road condition information ahead, and then corrects and controls the current of the magnetorheological shock absorber based on the real-time vehicle speed and the real-time speed information of the seat. When the magnetorheological shock absorber damping size is controlled and adjusted in real time according to different driving scenarios of the vehicle, not only can the damping of the seat shock absorber be adjusted in advance, thereby solving the problem of seat shock absorption lag, but also the current can be corrected in real time based on the two dimensions of the real-time vehicle speed and the real-time speed information of the seat, thereby further ensuring the seat shock absorption effect, thereby making the seat shock absorption control more stable and precise, thereby improving the vehicle comfort, safety and user driving experience.

[0031] See Figure 2 , Figure 2 This is a flow chart of a seat shock absorption control method shown in an exemplary embodiment of the present application. This method can be applied to Figure 1 The implementation environment shown is shown. It should be understood that the method can also be applied to other exemplary implementation environments, and this embodiment does not limit the implementation environment to which the method is applicable.

[0032] like Figure 2 As shown, in an exemplary embodiment, the seat shock absorption control method includes at least steps S210 to S240, which are described in detail as follows:

[0033] Step S210 , obtaining bumpy road section information, the bumpy road section information including the bumpy level of the bumpy road section, and the bumpy level is determined according to the type of the bumpy road section and the current vehicle speed.

[0034] In an embodiment of the present application, the types of bumpy road sections include bumpy curve sections and bumpy road sections, wherein a bumpy curve section refers to a section where there are curves that cause the vehicle to bump and thus cause the seat to vibrate, and a bumpy road section refers to a section where there are undulations, potholes, speed bumps, etc. on the road surface that cause the vehicle to bump and thus cause the seat to vibrate. Curve bumps can be understood as the bumps of the vehicle in the horizontal direction, and road bumps can be understood as the bumps of the vehicle in the vertical direction; the bumpiness level includes the curve bumpiness level and the road bumpiness level, wherein the higher the bumpiness level, the more obvious the seat vibration. The bumpiness level can be set according to demand or specific circumstances, for example, the bumpiness level can be set to three levels or more levels of mild bumpiness, moderate bumpiness and severe bumpiness; the current vehicle speed refers to the vehicle speed when the vehicle starts to evaluate the bumpiness level.

[0035] In a possible embodiment, the bumpy road section can be identified based on ADAS (Advanced Driver Assistance Systems), the bumpiness level can be identified based on ADS (Adaptive Damping System), and the current vehicle speed can be obtained based on a vehicle speed sensor.

[0036] Step S220 : determining a target excitation current of the magnetorheological shock absorber according to the bump level and a preset mapping relationship, where the mapping relationship is a correspondence between different bump levels and different excitation currents.

[0037] The target excitation current refers to the current applied to the magnetorheological shock absorber to reduce shock on the seat when the vehicle passes over a bumpy road section. The target excitation current is determined by pre-monitored bumpy road sections and their level information.

[0038] In addition, the mapping relationship can be obtained based on calibration experiments of target excitation currents under different bumpy road sections. The mapping relationship can be a mapping relationship table, a linear relationship, etc. between different bumpy road sections and different excitation currents.

[0039] In one embodiment, the bumpy road section types include curved bumpy road sections and road bumpy road sections, and the road bumpy road section is at least one of a road crest section, a road trough section, a pothole section, and a speed bump section; according to the bumpiness level and a preset mapping relationship, the target excitation current of the magnetorheological shock absorber is determined, including: determining the first excitation current according to the mapping relationship between the curved bumpiness level corresponding to the curved bumpy road section and different excitation currents, and determining the first excitation current according to the mapping relationship between the curved bumpiness level corresponding to the curved bumpy road section and different excitation currents, and determining the first excitation current according to the road crest section, the road trough section, the pothole section, and the speed bump section. Determine at least one excitation current based on the mapping relationship between different excitation currents; determine the larger value of at least one excitation current as the second excitation current corresponding to the bumpy road section; determine the larger value between the first excitation current and the second excitation current as the target excitation current; or, determine multiple excitation currents based on the mapping relationship between the bumpiness levels corresponding to the bumpy curve section, the crest section, the trough section, the pothole section and the speed bump section and different excitation currents; determine the larger value of the multiple excitation currents as the target excitation current.

[0040] It should be noted that for bumpy curves and bumpy roads, there is a mapping relationship between the bumpiness level and the excitation current. Furthermore, within bumpy roads, there is a mapping relationship between the bumpiness level and different excitation currents for peaks, valleys, potholes, and speed bumps.

[0041] In this embodiment, taking into account the simultaneous existence of bumpy curve sections and bumpy road sections, an arbitration mechanism is adopted to determine the target excitation current, that is, the corresponding excitation currents are arbitrated, and the larger value is taken as the target excitation current after arbitration. In this way, there is sufficient damping to cope with more severe bumps in complex bumpy sections, thereby ensuring the shock absorption effect of the seat.

[0042] It should also be noted that because the bumpy road section is at least one of the road crest section, road trough section, pothole section and speed bump section, the arbitration logic of the excitation current includes two types. One is to first perform current arbitration within the bumpy road section, select the larger excitation current value, and then perform current arbitration on the larger excitation current value with the curved bumpy road section, and select the larger excitation current value as the target excitation current; the other is to directly perform current arbitration on the integrated curved bumpy road section with at least one of the road crest section, road trough section, pothole section and speed bump section, and select the larger excitation current value as the target excitation current.

[0043] In a possible embodiment, the bumpy road section may also be a repaired road section, a manhole cover road section, etc.

[0044] In one embodiment, a method for determining the level of curve bumps includes: obtaining a curve radius and a current vehicle speed; calculating the current vehicle speed and the curve radius to obtain a lateral acceleration of the vehicle when turning; and determining the level of curve bumps based on the lateral acceleration and a preset third mapping relationship, where the third mapping relationship is a correspondence between different lateral accelerations and different levels of curve bumps.

[0045] The curve radius can be obtained from the curve information recorded in the RoadCode map based on the curve position; the lateral acceleration refers to the acceleration generated by the vehicle in the horizontal plane perpendicular to the driving direction when turning.

[0046] In this embodiment, the lateral acceleration is divided into multiple levels corresponding to different levels of curve bumps. The curve bump level is determined by predicting the magnitude of the lateral acceleration of the vehicle passing through a curve bumpy section, thereby achieving precise control of seat shock absorption according to the curve bump level.

[0047] In this embodiment, the calculation formula of the lateral acceleration is:

[0048]

[0049] Among them, a represents the lateral acceleration, v represents the current vehicle speed, and R represents the curve radius.

[0050] It should also be noted that the curve radius refers to the distance from the center line of the curve to the center of the turn.

[0051] In one possible embodiment, the direction of the curve and the vehicle's travel direction are considered, and even within the same curve, the curve radius can be varied. This means that the vehicle may be on the inside or outside of the curve, and different curve radius values ​​are used for the inside and outside of the curve. The curve radius for the inside of the curve is smaller than that for the outside. This allows for more precise control of seat damping on bumpy roads by subdividing the vehicle's position within the curve.

[0052] In one embodiment, a method for determining a road bumpiness level includes: obtaining a road surface image and a current vehicle speed; inputting the road surface image and the current vehicle speed into a bumpiness level prediction model to predict the bumpiness level and obtain the road bumpiness level, wherein the bumpiness level prediction model is trained based on various road surface sample images with annotated vehicle speed data.

[0053] Among them, the road surface image can be obtained based on the vehicle-mounted camera.

[0054] In this embodiment, the bumpiness level prediction model is trained based on various road sample images with annotated vehicle speed data. That is, the vehicle speed data is annotated on various road sample images, taking into account the different speeds of vehicles and the different degrees of bumpiness caused by vehicles when passing through the same bumpy road section. This makes the bumpiness level prediction model obtained through training more accurate in predicting the bumpiness level.

[0055] In this embodiment, the road surface image is input into the bumpiness level prediction model to identify the road condition and predict the bumpiness level. In combination with the effect of vehicle speed on bumpiness, the final road bumpiness level is determined according to the current vehicle speed, thereby achieving precise control of seat shock absorption according to the road bumpiness level.

[0056] In one embodiment, a training method for a bumpiness level prediction model includes: obtaining an image training set, wherein the image training set includes sample images of road surfaces under various weather conditions and various road types; annotating each road surface sample image, wherein the annotated content includes the actual bumpy area, the speed data of the vehicle passing through the actual bumpy area, and the actual road bumpiness level, wherein the actual bumpy area includes at least a road crest area, a road trough area, a pothole area, and a speed bump area; constructing an initial model and a loss function of the initial model, wherein the initial model is a target detection algorithm model under a convolutional neural network architecture, and the loss function includes a positioning loss function of the bumpy area and a classification loss function of the road bumpiness level; using the annotated image training set to train the initial model, and performing convergence of the initial model, and when the sum of the positioning loss and the classification loss reaches a preset loss value, a bumpiness level prediction model is obtained.

[0057] In this embodiment, various weather conditions such as sunny days, rainy days and foggy days, various road types including highways, urban roads and urban expressways, etc., the image training set includes road surface sample images under various weather conditions and various road types. In this way, the diversity of training samples is ensured, and the robustness of the bumpiness level prediction model can be further enhanced.

[0058] In this embodiment, the actual bumpy area includes at least a road surface crest area, a road surface trough area, a pothole area, and a speed bump area, and may also include a repair area, a manhole cover area, and the like.

[0059] As a possible embodiment, CNN (Convolutional Neural Network) is used to identify bumpy areas. Based on a target detection algorithm, such as YOLOv5 (You Only Look Once v5, the fifth generation of the target detection algorithm), bumpy areas are detected in road images and their types and bump levels are predicted.

[0060] In this embodiment, the loss function includes a positioning loss function and a classification loss function, the positioning loss includes the loss of the bumpy area, the classification loss includes the loss of the bumpy level, and the sum of the positioning loss and the classification loss is the sum of the loss of the bumpy area and the loss of the bumpy level.

[0061] As a possible embodiment, a weighted sum is performed on the loss of the bumpy area and the loss of the bumpy level to obtain a total loss value.

[0062] In this way, based on vehicle speed data, the loss of bumpy areas and the loss of bumpy levels are comprehensively considered to train the bumpy level prediction model, so that the model can learn the various characteristics of bumpy road sections more comprehensively, significantly improving the detection accuracy and robustness of the bumpy level prediction model, thereby ensuring the accuracy of road bumpy level prediction.

[0063] In a possible embodiment, there may be multiple bumpy areas on a bumpy road, for example, a road crest area, a pothole area and a speed bump area coexisting, and the respective bump levels are arbitrated, and the larger bump level is determined as the final road bump level. In this way, there can be sufficient damping to cope with more severe bumps on complex bumpy roads, thereby ensuring the shock absorption effect of the seat.

[0064] Step S230: adjusting the current excitation current of the magnetorheological shock absorber to the target excitation current.

[0065] In this embodiment, the current excitation current is adjusted to the target excitation current before the vehicle travels on the bumpy road section, thus avoiding the problem of seat shock absorption lag.

[0066] Specifically, the current excitation current of the magnetorheological shock absorber is adjusted to the target excitation current, including: calculating the difference between the current excitation current and the target excitation current; determining the current change gradient based on the difference and a preset adjustment time; and pre-adjusting the current excitation current to the target excitation current based on the current change gradient.

[0067] The current change gradient is affected by two factors: the difference between the current excitation current and the target excitation current, and the adjustment time.

[0068] In this embodiment, the current excitation current is smoothly adjusted to the target excitation current by means of gradient change, thereby ensuring the linearity of the excitation current change and effectively avoiding problems such as increased system energy consumption and wear of internal components of the shock absorber caused by sudden changes in the excitation current.

[0069] In a possible embodiment, the adjustment duration is a preset fixed value.

[0070] In a possible embodiment, the adjustment time is dynamically changed, and the specific setting method includes: obtaining the distance from the current position of the vehicle to the bumpy road section, calculating the distance and the current speed, obtaining the driving time from the current position of the vehicle to the bumpy road section, and setting the adjustment time according to the driving time, and the adjustment time is less than or equal to the driving time.

[0071] Step S240 , correcting the target excitation current according to the real-time vehicle speed and the real-time speed information of the seat to achieve seat shock absorption.

[0072] The real-time vehicle speed refers to the speed of the vehicle during subsequent driving, and the real-time speed information of the seat refers to the shaking speed information of the seat caused by bumps during subsequent driving of the vehicle.

[0073] It's important to note that the bump level assessment is performed upon detecting a bumpy road section. This is determined based on the bumpy road section type and the current vehicle speed. The target excitation current is also determined at this time to enable preemptive adjustment of the excitation current. However, as the vehicle speed changes from the current position to the bumpy road section, the seat may still vibrate due to a certain degree of turbulence. Therefore, based on the real-time vehicle speed and seat speed information, the target electromagnetic current, determined at the time the bump level assessment begins, is optimized. This further enhances the seat's shock absorption effect.

[0074] Specifically, the target excitation current is corrected according to the real-time vehicle speed and the real-time speed information of the seat, including: obtaining the real-time vehicle speed and real-time speed information of the vehicle during driving, the real-time speed information includes the vertical speed and vertical acceleration of the seat; obtaining the energy level according to the vertical speed and vertical acceleration; determining the correction amount of the excitation current according to the real-time vehicle speed, the energy level and a preset fourth mapping relationship, the fourth mapping relationship being a correspondence relationship in which different real-time vehicle speeds and different energy levels are mapped to different correction amounts; and correcting the target excitation current according to the correction amount.

[0075] In this embodiment, the real-time changes in vehicle speed and seat vibration are taken into consideration, and the correction amount of the excitation current is determined based on two dimensions: the real-time vehicle speed and the energy level of the seat vibration corresponding to the vertical velocity and vertical acceleration of the seat. In this way, the shock absorption effect of the seat is further guaranteed, thereby making the shock absorption control of the seat more precise.

[0076] In this embodiment, the real-time vehicle speed and energy are divided into different levels, corresponding to different excitation current correction amounts, wherein the greater the change in the real-time vehicle speed compared to the current vehicle speed and the higher the energy level, the greater the corresponding correction amount.

[0077] In a possible embodiment, the energy level is obtained as the power level based on the vertical velocity and the vertical acceleration. It is known that the relationship between the vertical force of the seat and the vertical acceleration of the seat is F=ma, where F represents force, m represents seat mass, and a represents seat vertical acceleration. Substituting into the power theorem, we can get P=mav, where P represents power and v represents seat vertical velocity. That is, the power level of the vertical vibration of the seat is determined by the vertical velocity and vertical acceleration of the seat.

[0078] In a possible embodiment, the energy level is determined according to the root mean square value of the real-time vehicle speed and the real-time acceleration, and the target excitation current is corrected according to the real-time vehicle speed and the energy level.

[0079] In one possible embodiment, the calculation of the RMS value requires real-time speed information within a period of time, that is, the calculation is performed based on multiple vertical velocities and vertical accelerations of the seat during the period of time. The RMS value is calculated as follows:

[0080]

[0081] Where R is the root mean square value, N is the number of time points, and t i represents the i-th time point, P(t i ) represents the product of the vertical velocity and the vertical acceleration at the i-th time point.

[0082] In addition, P(t i ) is calculated as:

[0083] P(t i )=v(t i )·a(t i ) Formula (3)

[0084] Among them, v(t i ) represents the vertical velocity at the i-th time point, a(t i ) represents the vertical acceleration at the i-th time point.

[0085] In one possible embodiment, in the process of adjusting the current excitation current to the target excitation current, the excitation current is also corrected based on the real-time vehicle speed and the real-time speed information of the seat. In this way, it is possible to avoid the problem that the correction amount is too large when the excitation current is finally corrected due to large speed changes during driving, so that a one-time correction still causes a sudden change in current.

[0086] In one possible embodiment, when the vehicle travels on a bumpy road section, the excitation current continues to be corrected based on the real-time speed and real-time acceleration. In this way, continuing to correct the excitation current based on the real-time speed information of the vehicle on the bumpy road section can further enhance the seat shock absorption effect.

[0087] See Figure 3 , Figure 3 FIG. 1 is a flowchart of a specific seat shock absorption control method shown in an exemplary embodiment of the present application. Figure 3 As shown, taking the case where a bumpy road section has curves, potholes and speed bumps at the same time as an example, the specific seat shock absorption control method is detailed as follows: first, the excitation current is pre-controlled, that is, a target current is determined according to the curve information, a target current is determined according to the pothole information, and a target current is determined according to the speed bump information, wherein the target current is determined according to the bump level and the corresponding current mapping relationship, and the target currents are arbitrated, and the larger current value is taken as the final target excitation current, and the current excitation current is adjusted to the target excitation current; then, the excitation current is corrected and controlled, that is, the real-time vehicle speed and the real-time vehicle speed information of the seat are obtained, the energy level is obtained according to the real-time vehicle speed information of the seat, the current correction amount is determined according to the real-time vehicle speed and the energy level, and the target excitation current is corrected according to the correction amount to obtain the actual requested current; finally, execution control is performed, that is, the shock absorbers of the left and right seats are executed according to the actual requested current to achieve seat shock absorption control.

[0088] In a possible embodiment, the shock absorption of each seat can be controlled individually. Specifically, the seat shock absorption control is performed based on the recognition result of whether there is someone on each seat. That is, when there is someone on the seat, the seat is dynamically shock-absorbed and otherwise, no control is performed.

[0089] The above-mentioned seat shock absorption control method first obtains the bumpy road section information, which includes the bumpy road section information. The bumpy road section information includes the bumpy level of the bumpy road section, and the bumpy level is determined according to the bumpy road section type and the current vehicle speed. Then, according to the bumpy level and the preset mapping relationship, the target excitation current of the magnetorheological shock absorber is determined, wherein the mapping relationship is the correspondence between different bumpy levels and different excitation currents. After determining the target excitation current, the current excitation current of the magnetorheological shock absorber is adjusted to the target excitation current in advance, that is, the current excitation current of the magnetorheological shock absorber is adjusted to the target excitation current before the vehicle reaches the bumpy road section position, and considering the change in real-time speed, the target excitation current will be adjusted according to the real-time vehicle speed and the real-time speed information of the seat. Corrections are made to optimize the damping of the magnetorheological shock absorber and realize seat shock absorption control. The current of the magnetorheological shock absorber is adjusted in advance through the road condition information ahead, and then the current of the magnetorheological shock absorber is corrected and controlled based on the real-time vehicle speed and the real-time speed information of the seat. When the magnetorheological shock absorber damping size is controlled and adjusted in real time according to different driving scenarios of the vehicle, not only can the damping of the seat shock absorber be adjusted in advance, solving the problem of seat shock absorption lag, but also the current can be corrected in real time based on the real-time vehicle speed and the real-time speed information of the seat, further ensuring the seat shock absorption effect, thereby making the seat shock absorption control smoother and more precise, and improving the vehicle's comfort, safety and user driving experience.

[0090] See Figure 4 , Figure 4 This is a block diagram of a seat shock absorption control system shown in an exemplary embodiment of the present application. The system can be applied to Figure 1 The implementation environment shown is shown. It should be understood that the system can also be applied to other exemplary implementation environments, and this embodiment does not limit the implementation environment to which the system is applicable.

[0091] like Figure 4 As shown, in an exemplary embodiment, the seat shock absorption control system 400 includes at least an acquisition module 410, a determination module 420, an adjustment module 430 and a correction module 440, which are described in detail as follows:

[0092] An acquisition module 410 is configured to acquire bumpy road section information, wherein the bumpy road section information includes a location of the bumpy road section and a bumpiness level;

[0093] a determination module 420 for determining a target excitation current for the magnetorheological shock absorber based on the turbulence level and a preset mapping relationship, wherein the mapping relationship is a correspondence between different turbulence levels and different excitation currents;

[0094] an adjustment module 430 for pre-adjusting a current excitation current of the magnetorheological shock absorber to a target excitation current;

[0095] The correction module 440 is used to correct the target excitation current according to the real-time vehicle speed information when the vehicle travels to a bumpy road section to achieve seat shock absorption.

[0096] The above-mentioned seat shock absorption control system first obtains the bumpy road section information, which includes the bumpy road section information. The bumpy road section information includes the bumpy level of the bumpy road section, and the bumpy level is determined according to the bumpy road section type and the current vehicle speed. Then, according to the bumpy level and the preset mapping relationship, the target excitation current of the magnetorheological shock absorber is determined, wherein the mapping relationship is the correspondence between different bumpy levels and different excitation currents. After determining the target excitation current, the current excitation current of the magnetorheological shock absorber is adjusted to the target excitation current in advance, that is, the current excitation current of the magnetorheological shock absorber is adjusted to the target excitation current before the vehicle reaches the bumpy road section position, and considering the change in real-time speed, the target excitation current will be adjusted according to the real-time vehicle speed and the real-time speed information of the seat. Corrections are made to optimize the damping of the magnetorheological shock absorber and realize seat shock absorption control. The current of the magnetorheological shock absorber is adjusted in advance through the road condition information ahead, and then the current of the magnetorheological shock absorber is corrected and controlled based on the real-time vehicle speed and the real-time speed information of the seat. When the magnetorheological shock absorber damping size is controlled and adjusted in real time according to different driving scenarios of the vehicle, not only can the damping of the seat shock absorber be adjusted in advance, solving the problem of seat shock absorption lag, but also the current can be corrected in real time based on the real-time vehicle speed and the real-time speed information of the seat, further ensuring the seat shock absorption effect, thereby making the seat shock absorption control smoother and more precise, and improving the vehicle's comfort, safety and user driving experience.

[0097] It should be noted that the seat shock absorption control system provided in the above embodiment and the seat shock absorption control method provided in the above embodiment belong to the same concept, wherein the contents of the operations performed by each module have been described in detail in the method embodiment and will not be repeated here.

[0098] See Figure 5 , Figure 5 This is a structural diagram of a vehicle-mounted terminal provided in one embodiment of the present application. Figure 5 The following is a schematic diagram showing the structure of a computer system suitable for implementing the vehicle-mounted terminal of the embodiment of the present application. Figure 5 The computer system 500 of the vehicle-mounted terminal 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.

[0099] 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 part 508 into the random access memory (RAM) 503, such as executing the method in the above embodiment. Various programs and data required for system operation are also stored in the RAM 503. The CPU 501, ROM 502 and RAM 503 are connected to each other via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0100] The following components are connected to the I / O interface 505: an input section 506 including a keyboard, a mouse, and the like; 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 509 performs communication processing via a network such as the Internet. A drive 510 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, or a semiconductor memory, is installed in the drive 510 as needed, so that computer programs read therefrom can be installed into the storage section 508 as needed.

[0101] 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.

[0102] This application also provides a computer-readable storage medium having a computer program stored thereon. When executed by a computer processor, the computer program causes the computer to perform the seat damping control method described above. The computer-readable storage medium may be included in the vehicle-mounted terminal described in the above embodiments, or may exist independently and not be incorporated into the vehicle-mounted terminal.

[0103] It should be noted that the computer-readable medium shown in the embodiments 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 an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium 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.

[0104] 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.

[0105] 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.

[0106] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, any equivalent modifications or alterations accomplished by a person of ordinary skill in the art without departing from the spirit and technical concepts disclosed in this application shall be covered by the claims of this application.

Claims

1. A seat shock absorption control method, characterized in that: The method comprises: Acquiring bumpy road section information, wherein the bumpy road section information includes a bumpiness level of the bumpy road section, wherein the bumpiness level is determined according to the type of the bumpy road section and the current vehicle speed; determining a target excitation current of the magnetorheological shock absorber according to the bump level and a preset mapping relationship, wherein the mapping relationship is a correspondence between different bump levels and different excitation currents; adjusting the current excitation current of the magnetorheological shock absorber to the target excitation current; The target excitation current is modified according to the real-time vehicle speed and the real-time speed information of the seat to achieve seat shock absorption; The bumpy road section types include curved bumpy road sections and road bumpy road sections, and the bumpy road section is at least one of a road crest section, a road trough section, a pothole section, and a speed bump section; Determining the target excitation current of the magnetorheological shock absorber based on the bumpiness level and a preset mapping relationship includes: determining a first excitation current based on a mapping relationship between the bumpiness level corresponding to the bumpy curve section and different excitation currents; and determining at least one excitation current based on a mapping relationship between the bumpiness level corresponding to each of the crest section, the trough section, the pothole section, and the speed bump section and different excitation currents; determining the larger value of the at least one excitation current as the second excitation current corresponding to the bumpy curve section; and determining the larger value of the first excitation current and the second excitation current as the target excitation current. or, Based on the mapping relationship between the bumpiness levels corresponding to the bumpy curve section, the road surface crest section, the road surface trough section, the pothole section and the speed bump section and different excitation currents, multiple excitation currents are determined; and the larger value among the multiple excitation currents is determined as the target excitation current.

2. The seat shock absorption control method according to claim 1, characterized in that: The method for determining the curve bump level includes: Obtaining a curve radius and the current vehicle speed; Calculating the current vehicle speed and the curve radius to obtain a lateral acceleration of the vehicle when turning; The curve bump level is determined according to the lateral acceleration and a preset third mapping relationship, where the third mapping relationship is a correspondence between different lateral accelerations and different curve bump levels.

3. The seat shock absorption control method according to claim 1, characterized in that: The method for determining the road bumpiness level includes: Acquiring a road surface image and the current vehicle speed; The road surface image and the current vehicle speed are input into a bumpiness level prediction model to perform bumpiness level prediction to obtain the road surface bumpiness level. The bumpiness level prediction model is trained based on various road surface sample images with labeled vehicle speed data.

4. The seat shock absorption control method according to claim 3, characterized in that: The training method of the turbulence level prediction model includes: Acquire an image training set, wherein the image training set includes the road surface sample images under various weather conditions and various road types; Annotating each of the road sample images, wherein the annotation content includes an actual bumpy area, the vehicle speed data passing through the actual bumpy area, and an actual road bump level, wherein the actual bumpy area includes at least a road crest area, a road trough area, a pothole area, and a speed bump area; Constructing an initial model and a loss function of the initial model, wherein the initial model is a target detection algorithm model under a convolutional neural network architecture, and the loss function includes a positioning loss function for the bumpy area and a classification loss function for the road bump level; The initial model is trained using the labeled image training set to achieve convergence of the initial model. When the sum of the positioning loss and the classification loss reaches a preset loss value, the bumpiness level prediction model is obtained.

5. The seat shock absorption control method according to claim 1, characterized in that: The modifying of the target excitation current according to the real-time vehicle speed and the real-time speed information of the seat includes: Acquiring the real-time vehicle speed and the real-time speed information of the vehicle during travel, wherein the real-time speed information includes the vertical speed and vertical acceleration of the seat; obtaining an energy level according to the vertical velocity and the vertical acceleration; determining a correction amount for the excitation current according to the real-time vehicle speed, the energy level, and a preset fourth mapping relationship, wherein the fourth mapping relationship is a correspondence relationship between two dimensions, different real-time vehicle speeds and different energy levels, and different correction amounts; The target excitation current is corrected according to the correction amount.

6. The seat shock absorption control method according to any one of claims 1 to 5, characterized in that: The adjusting the current excitation current of the magnetorheological shock absorber to the target excitation current includes: Calculating a difference between the current excitation current and the target excitation current; determining a current change gradient according to the difference and a preset adjustment time; The current excitation current is pre-adjusted to the target excitation current according to the current variation gradient.

7. A seat shock absorption control system, characterized in that: The system comprises: an acquisition module, configured to acquire bumpy road section information, wherein the bumpy road section information includes a bumpy level of the bumpy road section, and the bumpy level is determined according to the type of the bumpy road section and the current vehicle speed; a determination module, configured to determine a target excitation current of the magnetorheological shock absorber according to the bump level and a preset mapping relationship, wherein the mapping relationship is a correspondence between different bump levels and different excitation currents; an adjusting module, configured to adjust a current excitation current of the magnetorheological shock absorber to the target excitation current; a correction module, configured to correct the target excitation current according to real-time vehicle speed and real-time speed information of the seat, so as to achieve seat shock absorption; The bumpy road section types include curved bumpy road sections and road bumpy road sections, and the bumpy road section is at least one of a road crest section, a road trough section, a pothole section, and a speed bump section; The determination module is specifically configured to determine a first excitation current based on a mapping relationship between a level of bumpiness corresponding to the bumpy road section and different excitation currents, and to determine at least one excitation current based on a mapping relationship between a level of bumpiness corresponding to each of the crest section, the trough section, the pothole section, and the speed bump section and different excitation currents; determine a larger value of the at least one excitation current as a second excitation current corresponding to the bumpy road section; and determine a larger value between the first excitation current and the second excitation current as the target excitation current; or, Based on the mapping relationship between the bumpiness levels corresponding to the bumpy curve section, the road surface crest section, the road surface trough section, the pothole section and the speed bump section and different excitation currents, multiple excitation currents are determined; and the larger value among the multiple excitation currents is determined as the target excitation current.

8. A vehicle-mounted terminal, characterized in that: include: one or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, enables the vehicle-mounted terminal to implement the seat shock absorption control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that A computer program is stored thereon, and when the computer program is executed by a processor of a computer, the computer is caused to execute the seat shock absorption control method according to any one of claims 1 to 6.

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