Seat damping control method, device, equipment and storage medium

Abstract

The application provides a seat damping control method, device, equipment and storage medium, wherein the method comprises: obtaining road condition information of a vehicle, and passenger weight and feedback frequency borne by a target seat, and the road condition information comprises road surface vibration working conditions and road types; a preset first mapping relationship is matched in combination with the passenger weight and the road surface vibration working conditions to determine a first damping coefficient; a preset second mapping relationship is matched based on the feedback frequency to determine a second damping coefficient; a preset third mapping relationship is matched in combination with the road types and the road surface vibration working conditions to determine a third damping coefficient; and the first damping coefficient is compensated and calculated according to the second damping coefficient and the third damping coefficient to obtain a target damping coefficient to control damping of the target seat. In this way, the damping is adaptively adjusted in combination with the passenger weight and the road surface vibration working conditions, and the damping is further optimized according to the feedback frequency of the seat and the road types, so that the comfort and adaptability of the seat are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle seat control, and in particular to a seat damping control method, device, equipment and storage medium. BACKGROUND

[0002] With the development of automobile intelligence, the comfort of seat riding has become one of the important indicators to measure the performance of a vehicle. However, during the driving of a vehicle, the chassis and wheels of the vehicle are in constant contact with the road surface, and the unevenness of the road surface will continuously excite the chassis and wheels. This excitation will not only cause the vibration of the vehicle itself, but also be transmitted to the seat through the structure of the vehicle, thereby affecting the comfort of the passengers. Therefore, it is necessary to adjust the damping of the seat, that is, to adjust the damping coefficient to control the response of the seat to external excitation, so as to convert mechanical energy into thermal energy and elastic potential energy by using a damping element (such as a damper), thereby reducing or eliminating the vibration amplitude of the seat and improving the riding comfort. In the related art, the seat is usually controlled by using a preset fixed damping coefficient. When a user rides the seat, the fixed damping coefficient makes the response of the seat constant, or the damping of the seat is manually adjusted by the user.

[0003] However, by using the fixed damping coefficient or manually adjusting the damping of the seat, the damping of the seat cannot be adaptively adjusted according to the road conditions, the weight of the passengers and other influencing factors, which makes it difficult for the seat to provide the best damping effect under different road conditions and passenger conditions, thereby limiting the improvement of the riding comfort. Therefore, how to improve the adaptability and comfort of the adjustment of the damping of the seat is a problem to be solved at present. SUMMARY

[0004] In order to have a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. The summary is not a general review, nor is it intended to determine the key / important components or to delineate the protection scope of these embodiments, but as a prelude to the detailed description below.

[0005] In view of the above-mentioned disadvantages of the prior art, the present application discloses a seat damping control method, device, equipment and storage medium to solve the above-mentioned technical problem of how to improve the adaptability and comfort of the adjustment of the damping of the seat.

[0006] In a first aspect, the application provides a seat damping control method, the method comprising: obtaining road condition information of a vehicle, and passenger weight and feedback frequency borne by a target seat, the road condition information comprising road surface vibration conditions and road types; matching a preset first mapping relationship in combination with the passenger weight and the road surface vibration conditions to determine a first damping coefficient, the preset first mapping relationship being a mapping relationship between the passenger weight, the road surface vibration conditions and the first damping coefficient; matching a preset second mapping relationship based on the feedback frequency to determine a second damping coefficient, the preset second mapping relationship being a mapping relationship between the feedback frequency and the second damping coefficient; matching a preset third mapping relationship in combination with the road types and the road surface vibration conditions to determine a third damping coefficient, the preset third mapping relationship being a mapping relationship between the road types, the road surface vibration conditions and the third damping coefficient; and performing compensation calculation on the first damping coefficient based on the second damping coefficient and the third damping coefficient to obtain a target damping coefficient, so as to perform damping control on the target seat.

[0007] In an embodiment of the application, the matching of the preset first mapping relationship in combination with the passenger weight and the road surface vibration conditions to determine the first damping coefficient comprises: matching the passenger weight and a first sub-mapping relationship to determine a reference damping coefficient and a weight adjustment coefficient, the first mapping relationship comprising the first sub-mapping relationship, and the first sub-mapping relationship comprising a mapping relationship between the passenger weight and the reference damping coefficient and a weight adjustment coefficient; matching the road surface vibration conditions and a second sub-mapping relationship to determine a reference acceleration, the first mapping relationship comprising the second sub-mapping relationship, and the second sub-mapping relationship comprising a mapping relationship between the road surface vibration conditions and the reference acceleration; performing calculation based on the weight adjustment coefficient and the reference acceleration to determine a target adjustment coefficient; and performing calculation on the reference damping coefficient and the target adjustment coefficient to determine the first damping coefficient.

[0008] In an embodiment of the application, the calculation based on the weight adjustment coefficient and the reference acceleration to determine a target adjustment coefficient comprises: matching the road surface vibration conditions and the second sub-mapping relationship to determine a damping adjustment coefficient, the second sub-mapping relationship further comprising a mapping relationship between the road surface vibration conditions and the damping adjustment coefficient; obtaining a real-time acceleration of the target seat, and performing calculation based on the reference acceleration and the real-time acceleration to determine an acceleration change value; and performing multiplication calculation on the damping adjustment coefficient, the acceleration change value and the weight adjustment coefficient to determine the target adjustment coefficient.

[0009] In an embodiment of the present application, the matching of the preset second mapping relationship based on the feedback frequency to determine the second damping coefficient comprises: matching the feedback frequency to the preset second mapping relationship to determine a frequency adjustment coefficient, the preset second mapping relationship comprising a mapping relationship between the feedback frequency and the frequency adjustment coefficient; and calculating the second damping coefficient according to the feedback frequency and the frequency adjustment coefficient.

[0010] In an embodiment of the present application, the matching of the preset third mapping relationship based on the road type and the road surface vibration working condition to determine the third damping coefficient comprises: matching the road type and the road surface vibration working condition to the third mapping relationship respectively to determine a road adjustment coefficient and a vibration adjustment coefficient, the third mapping relationship comprising a mapping relationship between the road type and the road adjustment coefficient and a mapping relationship between the road surface vibration working condition and the vibration adjustment coefficient; and calculating the third damping coefficient according to the road adjustment coefficient and the vibration adjustment coefficient.

[0011] In an embodiment of the present application, the monitoring of whether the electronic device is in an idle state comprises: acquiring the passenger weight borne by the target seat, comprising: if the vehicle is in a preset gear, detecting the passenger weight, the preset gear indicating that the vehicle is at rest; and if the vehicle is not in the preset gear, detecting the passenger weight when the current vehicle speed is less than a preset speed threshold.

[0012] In an embodiment of the present application, after the acquisition of the passenger weight borne by the target seat, the method further comprises: matching the passenger weight to a third sub-mapping relationship to determine a height range of the target seat, the first mapping relationship comprising the third sub-mapping relationship, the third sub-mapping relationship comprising a mapping relationship between the passenger weight and the height range; and controlling the height of the target seat to be adjusted to the height range.

[0013] In a second aspect, the application provides a seat damping control device, the device comprising: an acquisition module, acquiring road condition information of a vehicle, and passenger weight and feedback frequency borne by a target seat, the road condition information comprising road surface vibration conditions and road types; a first determination module, matching a preset first mapping relationship in combination with the passenger weight and the road surface vibration conditions to determine a first damping coefficient, the preset first mapping relationship being a mapping relationship between the passenger weight, the road surface vibration conditions and the first damping coefficient; a second determination module, matching a preset second mapping relationship based on the feedback frequency to determine a second damping coefficient, the preset second mapping relationship being a mapping relationship between the feedback frequency and the second damping coefficient; a third determination module, matching a preset third mapping relationship in combination with the road types and the road surface vibration conditions to determine a third damping coefficient, the preset third mapping relationship being a mapping relationship between the road types, the road surface vibration conditions and the third damping coefficient; and a damping control module, compensating and calculating the first damping coefficient based on the second damping coefficient and the third damping coefficient to obtain a target damping coefficient, so as to perform damping control on the target seat.

[0014] In a third aspect, the application further provides an electronic device, comprising: a processor, a memory and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory, so as to realize the method as described in the above embodiments.

[0015] In a fourth aspect, the 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 program causes the computer to execute the method as described in the above embodiments.

[0016] Beneficial effects of the present application: the present application provides a seat damping control method, device, equipment and storage medium. By acquiring the road condition information of the vehicle, and the passenger weight and feedback frequency borne by the target seat, the road condition information includes road vibration working condition and road type, first, the preset first mapping relationship is matched in combination with the passenger weight and the road vibration working condition, the first damping coefficient is determined, so that the first damping coefficient is adaptively adjusted according to the two factors of passenger body weight and driving road vibration degree which directly affect the seat vibration response; and the preset second mapping relationship is matched based on the feedback frequency, the second damping coefficient is determined, considering the influence of seat vibration feedback on riding comfort, and the preset third mapping relationship is matched in combination with the road type and the road vibration working condition, the third damping coefficient is determined, considering the influence of road type on road vibration working condition, avoiding misjudgment; finally, the first damping coefficient is compensated and calculated according to the second damping coefficient and the third damping coefficient, to obtain the target damping coefficient, so as to control the damping of the target seat. In this way, the seat damping coefficient can be adaptively dynamically adjusted according to the diversity of passenger body weight and the intensity of road vibration, improving the adaptability and comfort of seat damping control.

[0017] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0018] The drawings incorporated into the specification and forming part of the specification, show embodiments consistent with the present application, and together with the specification, serve to explain the principles of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained from these drawings without creative labor for those skilled in the art. In the drawings:

[0019] Figure 1 is a schematic diagram of an implementation environment of a seat damping control method according to an exemplary embodiment of the present application;

[0020] Figure 2 is a flowchart of a seat damping control method according to an exemplary embodiment of the present application;

[0021] Figure 3 is a block diagram of a seat damping control device according to an exemplary embodiment of the present application;

[0022] Figure 4 is a structural schematic diagram of a computer system suitable for implementing the electronic device of the present application according to an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0023] The objectives, technical contents and effects of the present application can be easily understood by those skilled in the art from the description of the preferred embodiments of the present application. The present application can be implemented or applied in other different specific embodiments, and the details in the description can be modified or changed based on different views and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, but not for limiting the protection scope of the present application.

[0024] It should be noted that the drawings provided in the following embodiments only schematically illustrate the basic concepts of the present application, and only the components related to the present application are shown in the drawings, but not the number, shape and size of the components in actual implementation. The shapes, number and proportions of the components in actual implementation can be arbitrarily changed, and the layout of the components can be more complex.

[0025] 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, and in other embodiments, the known structures and devices are shown in the form of block diagrams instead of detailed forms, so as not to make the embodiments of the present application difficult to understand.

[0026] Seat damping control refers to adjusting the damper on the seat to change the damping characteristics of the seat to optimize the comfort of the seat. The damper is the core component of the seat damping control, which can slow down the movement of the seat by consuming energy when the seat is subjected to external force, thereby providing stable support and cushioning effect. The conventional way of seat damping control is mainly to use one or more fixed damping coefficients, wherein when only one fixed damping coefficient is used, the seat damping is constant, and when multiple fixed damping coefficients are used, the user usually manually adjusts the settings of the seat damping.

[0027] However, on the one hand, the difference in passenger weight can significantly affect the response characteristics of the seat to vibration, for example, a lighter passenger may expect a softer damping effect to reduce the sense of jolting, and the damping coefficient should not be too high, while a heavier passenger may need stronger support to maintain stability during driving, and the damping coefficient should not be too low; on the other hand, road vibration is another important factor affecting seat adjustment, from the smooth driving of the highway to the frequent start-stop of the city road, to the bumpy and unevenness of the unpaved road, each road condition has its unique vibration characteristics, and the adjustment requirements of the seat are also different, the seat needs to quickly respond to road vibration and absorb these vibrations to reduce the interference to the passengers, for example, on a smooth road, the seat needs to provide comfortable support; while on the unpaved road, the stability of the seat needs to be enhanced to cope with severe vibration. Therefore, it is obvious that the conventional seat damping control method is difficult to adapt to the diversity of passenger weight and the complexity of driving conditions, and cannot provide personalized comfort requirements for users.

[0028] Based on this, the present application proposes a seat damping control method to improve the adaptability of seat damping adjustment and the comfort of seat riding.

[0029] Referring to Figure 1 , a schematic diagram of an implementation environment of a seat damping control method is shown for an exemplary embodiment of the present application. As Figure 1 shown, the implementation environment includes a vehicle 110 and a controller 120, wherein the controller 120 is embedded in the vehicle 110 for implementing the seat damping control method, and the controller 120 includes but is not limited to a car system, a vehicle computer, etc. The target seat in the vehicle 110 is controlled by the controller 120.

[0030] Referring to Figure 2 , a flowchart of a seat damping control method is shown for an exemplary embodiment of the present application. The method can be applied to Figure 1 the implementation environment shown, and can also be applicable to other exemplary implementation environments, it should be understood that the present embodiment does not limit the implementation environment to which the method is applicable. As Figure 2 shown, in an exemplary embodiment, the seat damping control method includes at least steps S210 to S250, which are described in detail as follows:

[0031] Step S210, obtaining the road condition information of the vehicle, and the passenger weight and feedback frequency of the target seat, the road condition information including road vibration conditions and road types.

[0032] In an embodiment of the present application, since the road conditions of the vehicle and the passenger weight will directly affect the vibration response of the seat, and the vibration feedback of the target seat itself is also a key factor affecting the riding comfort, therefore, the seat damping control needs to consider these three types of information comprehensively.

[0033] In an embodiment of the present application, the road condition information of the vehicle can be current road condition information acquired in real time to ensure the timeliness of subsequent damping adjustment, or road condition information acquired in advance in front of the vehicle to predict the road surface vibration working condition and road type in front of the vehicle, thereby reducing the hysteresis of subsequent damping adjustment.

[0034] Specifically, in order to improve the accuracy and efficiency of the passenger weight, the passenger weight borne by the target seat is acquired, including: if the vehicle is in a preset gear, detecting the passenger weight, the preset gear indicating that the vehicle is stationary; if the vehicle is not in the preset gear, detecting the passenger weight when the current vehicle speed is less than a preset speed threshold.

[0035] In an embodiment of the present application, the preset gear is usually set to P gear (i.e., parking gear), when the vehicle is in the preset gear, the vehicle is fixed and prevented from moving, so that the vehicle is in a stationary state, the interaction between the seat and the passenger is more stable, reducing the error caused by the movement of the vehicle, which helps to more accurately measure the passenger weight. When the vehicle is not in the preset gear, for example, D gear (i.e., forward gear), or R gear (i.e., reverse gear), the passenger weight is detected only when the vehicle speed is less than the preset speed threshold, i.e., the vehicle is driving at low speed, so that when the vehicle is driving at low speed, the detection error caused by the movement of the vehicle can be minimized to ensure the accuracy of the passenger weight detection. In addition, the preset speed threshold can be adjusted according to actual needs to determine whether the vehicle is driving at low speed, for example, set to 5 km / h (kilometers per hour).

[0036] In an embodiment of the present application, the passenger weight is detected every interval of a preset time, and the detected passenger weight is memorized.

[0037] Step S220, matching the preset first mapping relationship in combination with the passenger weight and the road surface vibration working condition to determine the first damping coefficient, the preset first mapping relationship being a mapping relationship between the passenger weight, the road surface vibration working condition and the first damping coefficient.

[0038] Specifically, in order to adapt to the diversity of passenger weight and the difference of road vibration conditions at the same time, improve the individualization and damping effect of seat damping control, the passenger weight and the first sub-mapping relationship are matched to determine the reference damping coefficient and the weight adjustment coefficient, the first mapping relationship includes the first sub-mapping relationship, and the first sub-mapping relationship includes the mapping relationship between the passenger weight and the reference damping coefficient and the weight adjustment coefficient respectively; the road vibration condition and the second sub-mapping relationship are matched to determine the reference acceleration, the first mapping relationship includes the second sub-mapping relationship, and the second sub-mapping relationship includes the mapping relationship between the road vibration condition and the reference acceleration; the target adjustment coefficient is determined by calculation according to the weight adjustment coefficient and the reference acceleration; and the first damping coefficient is determined by calculation of the reference damping coefficient and the target adjustment coefficient.

[0039] In an embodiment of the present application, the first sub-mapping relationship includes different weight levels and reference damping coefficients and weight adjustment coefficients corresponding to the weight levels one by one, and each weight level represents a passenger weight value range. Matching the passenger weight and the first sub-mapping relationship is essentially determining the weight level of the passenger weight value range to which the passenger weight belongs, and matching the reference damping coefficient and the weight adjustment coefficient corresponding to the weight level. The second sub-mapping relationship includes a one-to-one correspondence between the road vibration condition and the reference acceleration. Because the flatness of the road changes when the vehicle is running, and the vibration characteristics of roads with different flatness are different, the road vibration condition is determined based on the severity of the road vibration when the vehicle is running, i.e. the severity of the road vibration is divided into multiple vibration levels, and different vibration levels correspond to road vibration conditions one by one.

[0040] In an embodiment of the present application, considering that the intensity of various vibrations and impacts from the road during vehicle running can be reflected in real time through the change of acceleration, it is necessary to introduce the acceleration change into the adjustment of the damping coefficient to cope with different road vibration conditions, i.e. the target adjustment coefficient is determined by calculation according to the weight adjustment coefficient and the reference acceleration, which is essentially determining the acceleration change value based on the real-time acceleration of the vehicle and the reference acceleration, and then determining the target adjustment coefficient according to the acceleration change value and the weight adjustment coefficient, and the passenger weight and the weight adjustment coefficient correspond one by one, so that passengers of different weights can have a comfortable riding experience in various road conditions.

[0041] In an embodiment of the present application, the mapping relationship related to the passenger weight is shown in Table 1:

[0042] Table 1

[0043] Weight class Passenger weight range (kg) Seat height range (mm) Reference damping coefficient Weight adjustment coefficient Lightweight 0～60 60～55 0.9 0.8 Middleweight 60～80 55～45 1 1.0 Heavyweight 80～100 45～35 1.1 1.2 Super heavyweight 100 or more 35 or less 1.2 1.5

[0044] As shown in Table 1, the vehicle weight is divided into four value ranges, i.e., 0-60, 60-80, 80-100 and 100 or more, in units of kg (kilogram), which correspond to light weight, medium weight, heavy weight and super heavy weight, respectively. For example, the passenger weight is light weight, the corresponding reference damping coefficient is calibrated as 0.9, and the weight adjustment coefficient is calibrated as 0.8.

[0045] In an embodiment of the present application, to further improve the comfort of the user, the height of the target seat can also be adjusted, including: matching the passenger weight and the third sub-mapping relationship to determine the height range of the target seat, the first mapping relationship including the third sub-mapping relationship, and the third sub-mapping relationship including the mapping relationship between the passenger weight and the height range; and controlling the height of the target seat to be adjusted to the height range. As shown in Table 1, the height range of the seat and the weight level to which the passenger weight belongs correspond to each other. For example, the passenger weight is 65 kg, which belongs to the medium weight level, and the corresponding seat height range is set to 55-45 mm (millimeter). In this way, the seat height is adjusted according to the passenger weight, so that the seat height is more suitable for the passenger's weight, and the individual needs of different passengers are met, thereby providing a more comfortable and comfortable riding experience.

[0046] Specifically, to avoid the seat being too sensitive to the acceleration change, leading to excessive adjustment of the seat damping and unnecessary disturbance to the passenger, a target adjustment coefficient related to the target seat acceleration is determined, including: matching the road vibration condition and the second sub-mapping relationship to determine the damping adjustment coefficient, the second sub-mapping relationship including the mapping relationship between the road vibration condition and the damping adjustment coefficient; obtaining the real-time acceleration of the target seat, and calculating according to the reference acceleration and the real-time acceleration to determine the acceleration change value; and multiplying the damping adjustment coefficient, the acceleration change value and the weight adjustment coefficient to determine the target adjustment coefficient.

[0047] In an embodiment of the present application, since the different vibration conditions of the road have a significant impact on the acceleration change, for example, the acceleration change of the flat road is relatively stable, and the acceleration change of the uneven road is relatively large. Therefore, for different road vibration conditions, a one-to-one corresponding damping adjustment coefficient is set to constrain the acceleration change, so that when responding to different road vibration conditions, the seat response to the acceleration change is both sensitive and appropriate, which improves the comfort and adaptability of the seat while avoiding excessive disturbance to the passenger.

[0048] In an embodiment of the present application, the second sub-mapping relationship is shown in Table 2:

[0049] Table 2

[0050] Working condition Reference acceleration Damping adjustment coefficient Smooth road surface 0.5 1 Slightly vibrating road surface 1.5 1.2 Moderately vibrating road surface 2.5 1.4 Violently vibrating road surface 3.5 1.6

[0051] As shown in Table 2, the road vibration conditions include four levels: smooth road surface, slight vibration road surface, moderate vibration road surface, and severe vibration road surface. The base acceleration calibration for smooth road surface is 0.5, and the damping adjustment coefficient is 1; the base acceleration calibration for slight vibration road surface is 1.5, and the damping adjustment coefficient is 1.2; the base acceleration calibration for moderate vibration road surface is 2.5, and the damping adjustment coefficient is 1.4; and the base acceleration calibration for severe vibration road surface is 3.5, and the damping adjustment coefficient is 1.6.

[0052] Table 1 and Table 2 above are only examples and can be adjusted according to actual needs.

[0053] In one embodiment of the present application, the expression for determining the first damping coefficient is as follows:

[0054] C1=C d +K×(|a 实时 |-|a 基准 |)×W Formula (1)

[0055] Wherein, C1 in formula (1) represents the first damping coefficient, C d represents the base damping coefficient, K represents the damping adjustment coefficient, W represents the weight adjustment coefficient, a 实时 Indicates real-time acceleration, a 基准 represents the baseline acceleration. Furthermore, as can be seen from Tables 1 and 2, the baseline damping coefficient and the weight adjustment coefficient are linearly positively correlated with the passenger weight, and the damping adjustment coefficient and the baseline acceleration are linearly positively correlated with the level of the road vibration condition. The more intense the road vibration represented by the road vibration condition, the higher its level. Therefore, Equation (1) is a linear formula. Thus, a linear variable of the first damping coefficient can smoothly control the seat damping based on the first damping coefficient, thus avoiding sudden changes in the seat damping adjustment.

[0056] For example, the passenger weight is 70 kg, the filtering threshold range of the road acceleration is in the range of 1.5 to 2.5, it is calibrated as a medium vibration road surface, and the real-time acceleration is 2.8 m / s^2 (meters per second squared). As shown in Table 1 and Table 2, the first mapping relationship is that the passenger weight belongs to the middle weight, the corresponding reference damping coefficient is 1, the weight adjustment coefficient is 1, the reference acceleration corresponding to the medium vibration road surface is 2.5, and the damping adjustment coefficient is 1.4. The first damping coefficient calculated according to formula (1) is: 1+1.4x(2.8-2.5)x1=1.42.

[0057] By the above manner, the real-time changes of the passenger weight and the road vibration working condition are introduced, and the first damping coefficient is dynamically adjusted, so that the abrupt feeling in the adjustment process is avoided, the conditions of the seat damping are more linear and smooth, and different weights and road conditions can be flexibly adapted, and the comfort and adaptability of the seat are improved.

[0058] In step S230, the second damping coefficient is determined by matching the feedback frequency with the preset second mapping relationship, and the preset second mapping relationship is a mapping relationship between the feedback frequency and the second damping coefficient.

[0059] Specifically, the feedback frequency of the seat can reflect the vibration state and the actual response of the seat, including whether there is excessive vibration, insufficient damping and the like, therefore, the feedback frequency is matched with the preset second mapping relationship to determine the frequency adjustment coefficient, and the preset second mapping relationship includes a mapping relationship between the feedback frequency and the frequency adjustment coefficient; the second damping coefficient is determined by calculating according to the feedback frequency and the frequency adjustment coefficient. In this way, the second damping coefficient determined based on the feedback frequency of the seat can further optimize the adjustment of the seat damping, so that the seat can automatically adapt to the actual vibration state, eliminate unnecessary high-frequency or low-frequency vibration, reduce the slight vibration interference to the passenger, and help to reduce body fatigue, relieve muscle and joint pressure, and improve the comfort of the ride when the passenger rides for a long time.

[0060] In an embodiment of the present application, the number of times that the acceleration of the seat passes through zero in a preset period is taken as the feedback frequency of the seat, and the frequency interval in which the feedback frequency of the seat is located and the frequency adjustment coefficient are one-to-one corresponding. For example, when the feedback frequency of the seat is between 0-3Hz (Hertz), the frequency adjustment coefficient is calibrated to 0.05; if the feedback frequency of the seat is between 4-6Hz, the frequency adjustment coefficient is calibrated to 0.1; if the feedback frequency of the seat is between 4-6Hz, the frequency adjustment coefficient is calibrated to 0.15, and if the feedback frequency of the seat is between 7-10Hz, the frequency adjustment coefficient is calibrated to 0.2. Wherein, the division of the frequency interval and the setting of the frequency adjustment coefficient can be adjusted according to the actual demand, which is not limited.

[0061] In an embodiment of the present application, the expression of the second damping coefficient is as follows:

[0062] Q = γ · f Formula (2)

[0063] Wherein, Q in formula (2) represents the second damping coefficient, γ represents the frequency adjustment coefficient, and f represents the feedback frequency.

[0064] By the above manner, the fine adjustment mechanism based on the feedback of the seat can further optimize the adjustment of the seat damping.

[0065] Step S240, the third damping coefficient is determined by matching the third preset mapping relationship with the road type and the road surface vibration condition. The third preset mapping relationship is a mapping relationship between the road type, the road surface vibration condition and the third damping coefficient.

[0066] Specifically, although different damping adjustment coefficients are introduced in the first damping coefficient according to different road surface vibration conditions to control the sensitivity of damping coefficient adjustment, in order to reduce the error caused by misjudgment of the road surface vibration condition, and considering that the road type will affect the severity of the road surface vibration, i.e. the road surface vibration condition, the road type and the road surface vibration condition are matched with the third mapping relationship respectively to determine the road adjustment coefficient and the vibration adjustment coefficient. The third mapping relationship includes a mapping relationship between the road type and the road adjustment coefficient, and a mapping relationship between the road surface vibration condition and the vibration adjustment coefficient. The third damping coefficient is determined by calculating according to the road adjustment coefficient and the vibration adjustment coefficient.

[0067] In an embodiment of the present application, the vibration adjustment coefficient is an adjustment coefficient related to the degree of road surface bumping, i.e. the severity of road surface vibration, which is positively correlated with the grade of the road surface vibration condition. The value of the vibration adjustment coefficient is within a preset fluctuation range, for example, the vibration adjustment coefficient is calibrated between 0.05 and 0.45. The vibration adjustment coefficient corresponding to different road surface vibration conditions can be adjusted within the range according to actual needs. The road adjustment coefficient is one-to-one corresponding to the road type. The degree of road surface vibration is usually different under different road types. The more severe the vibration, the greater the damping required to filter the vibration transmitted by the road surface. Therefore, the setting of the road adjustment coefficient is positively correlated with the grade of the road surface vibration condition. For example, if the road type is a highway, the road adjustment coefficient is calibrated to 0.7; if the road type is an urban road, the road adjustment coefficient is calibrated to 0.9; if the urban road is a non-paved road, the road adjustment coefficient is calibrated to 1.2. In this way, the error caused by misjudgment of the road type to the road surface vibration condition is reduced, the first damping coefficient can be further optimized, and the accuracy of the seat damping control is improved.

[0068] In an embodiment of the present application, the expression for calculating the third damping coefficient is as follows:

[0069] S = δ · D Equation (3)

[0070] Wherein, S in equation (3) represents the third damping coefficient, δ represents the vibration adjustment coefficient, and D represents the road adjustment coefficient.

[0071] Step S250, the first damping coefficient is compensated and calculated according to the second damping coefficient and the third damping coefficient to obtain a target damping coefficient for damping control of a target seat.

[0072] In one embodiment of the present application, the second damping coefficient and the third damping coefficient are added to the first damping coefficient to compensate for the first damping coefficient, further optimizing the damping control of the target seat and ensuring the accuracy of the control.

[0073] In one embodiment of the present application, the expression for calculating the target damping coefficient is as follows:

[0074] C=C1+Q+S Formula (4)

[0075] Wherein, C in formula (4) represents the target damping coefficient, C1 represents the first damping coefficient, S represents the third damping coefficient, Q represents the second damping coefficient, and D represents the road adjustment coefficient.

[0076] In one embodiment of the present application, the target seat may be damped by a magnetorheological damper, or other types of dampers may be used for control.

[0077] In the above manner, the target damping coefficient calculated is formed by a combination of multivariable linear functions, which can achieve a smooth transition of the damping adjustment and ensure that the damping coefficient changes smoothly with changes in variables such as passenger weight and road conditions, thereby avoiding the abrupt feeling during the seat damping adjustment process and providing passengers with a smoother and more comfortable riding experience.

[0078] The seat damping control method provided in this application has the following advantages: First, a preset first mapping relationship is matched based on passenger weight and road vibration conditions to determine a first damping coefficient, so that the first damping coefficient is adaptively adjusted based on passenger weight and the intensity of road vibration, two factors that directly affect the seat vibration response. Furthermore, a preset second mapping relationship is matched based on the feedback frequency to determine a second damping coefficient, taking into account the impact of the seat's own vibration feedback on ride comfort. Furthermore, a preset third mapping relationship is matched based on road type and road vibration conditions to determine a third damping coefficient, taking into account the impact of road type on road vibration conditions and avoiding misjudgment. Finally, the first damping coefficient is compensated and calculated based on the second and third damping coefficients to obtain a target damping coefficient for damping control of the target seat. In this way, the seat damping coefficient can be dynamically and adaptively adjusted based on the diversity of passenger weight and the intensity of road vibration, improving the adaptability and comfort of seat damping control.

[0079] See also Figure 3 , is a block diagram of a seat damping control device according to an exemplary embodiment of the present application. The device can be applied to Figure 1 The implementation environment shown is configured in the controller 120, and can also be applied to other exemplary implementation environments and configured in other devices. It should be understood that this embodiment does not limit the implementation environment applicable to the device.Figure 3 As shown in an exemplary embodiment, the seat damping control device at least includes an acquisition module 310, a first determination module 320, a second determination module 330, a third determination module 340 and a damping control module 350, which are described in detail as follows:

[0080] The acquisition module 310 acquires the road condition information of the vehicle, and the passenger weight and the feedback frequency borne by the target seat, wherein the road condition information includes the road surface vibration condition and the road type.

[0081] The first determination module 320 matches the preset first mapping relationship in combination with the passenger weight and the road surface vibration condition to determine the first damping coefficient, wherein the preset first mapping relationship is a mapping relationship between the passenger weight, the road surface vibration condition and the first damping coefficient.

[0082] The second determination module 330 matches the preset second mapping relationship based on the feedback frequency to determine the second damping coefficient, wherein the preset second mapping relationship is a mapping relationship between the feedback frequency and the second damping coefficient.

[0083] The third determination module 340 matches the preset third mapping relationship in combination with the road type and the road surface vibration condition to determine the third damping coefficient, wherein the preset third mapping relationship is a mapping relationship between the road type, the road surface vibration condition and the third damping coefficient.

[0084] The damping control module 350 compensates and calculates the first damping coefficient according to the second damping coefficient and the third damping coefficient to obtain the target damping coefficient, so as to perform damping control on the target seat.

[0085] It should be noted that the seat damping control device provided in the above embodiment and the seat damping control method provided in the above embodiment belong to the same concept, wherein the content of the operation of each module has been described in detail in the method embodiment, which will not be described here.

[0086] The present application also provides an electronic device, comprising: a processor, a memory and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute the computer program stored in the memory to realize the seat damping control method in the above embodiment.

[0087] Please refer to Figure 4 , which shows the structure schematic diagram of the computer system of the electronic device suitable for realizing the embodiments of the present application. It should be noted that Figure 4 The computer system 400 of the electronic device shown is only an example, which should not bring any limitation to the function and use range of the embodiments of the present application.

[0088] As Figure 4As shown, the computer system 400 includes a central processing unit (CPU) 401 which can perform various appropriate actions and processes in accordance with a program stored in a read-only memory (ROM) 402 or a program loaded from a storage section 408 into a random access memory (RAM) 403, such as performing the method in the above-described embodiments. In the RAM 403, various programs and data required for the operation of the system are also stored. The CPU 401, the ROM 402, and the RAM 403 are connected to each other through a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0089] Connected to the I / O interface 405 are an input section 406 including a keyboard, a mouse, etc.; an output section 407 including a display such as a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), etc., and a speaker, etc.; a storage section 408 including a hard disk, etc.; and a communication section 409 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as necessary. A removable recording medium 411 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc. is attached to the drive 410 as necessary, so that a computer program read therefrom is installed into the storage section 408 as necessary.

[0090] In particular, according to the embodiments of the present application, the processes described above with reference to the flowcharts can be implemented as a computer software program. For example, the embodiments of the present application include a computer program product including a computer program carried on a computer-readable medium, the computer program containing a computer program for executing the method shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network by the communication section 409, and / or installed from the removable recording medium 411. When the computer program is executed by the central processing unit (CPU) 401, various functions defined in the system of the present application are performed.

[0091] The present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor of a computer, causes the computer to perform the data forwarding method of the vehicle end as described above. The computer-readable storage medium can be included in the electronic device described in the above embodiments, or can exist separately without being assembled into the electronic device.

[0092] Note 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 thereof. The computer readable storage medium may, for example, be an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, system or device, or any combination thereof. More specific examples of the computer readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, 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 disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this application, the computer readable signal medium can include a data signal propagated in a baseband or propagated as a carrier wave in a propagated data signal, in which the computer readable computer program is carried. Such a propagated data signal can take on many forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination thereof. The computer readable signal medium can also be any computer readable medium other than the computer readable storage medium, which can send, propagate, or transmit the program for use by or in connection with an instruction execution system, system, or device. The computer program contained in the computer readable medium can be transmitted by any suitable medium, including but not limited to wireless, wired, or the like, or any suitable combination thereof.

[0093] The flowcharts and block diagrams in the drawings illustrate the possible implementation architectures, functions, and operations of the systems, methods, and computer program products according to various embodiments of the present application. Each block in the flowcharts or block diagrams can represent a module, a program segment, or a part of code, which contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions noted in the blocks can occur in different orders than that shown in the drawings. For example, two blocks that are shown in succession can actually be executed substantially in parallel, or they can be executed in reverse order, depending on the involved functions. It should also be noted that each block in the block diagrams or flowcharts, and the combination of blocks in the block diagrams or flowcharts, can be implemented by a dedicated hardware-based system that performs the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0094] The units described in the embodiments of the present application can be implemented in the form of software, or can be implemented in the form of hardware, and the described units can also be arranged in a processor. In some cases, the names of the units do not constitute a limitation on the units themselves.

[0095] The above-described embodiments are merely illustrative for the principles and effects of the present application, and are not intended to limit the present application. Any person skilled in the art can modify or change the above-described embodiments without departing from the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by those skilled in the art without departing from the spirit and technical ideas disclosed by the present application should be covered by the claims of the present application.

Claims

1. A seat damping control method, characterized in that: The method comprises: Obtaining road condition information of the vehicle, as well as the passenger weight and feedback frequency carried by the target seat, wherein the road condition information includes road vibration conditions and road type; Matching a preset first mapping relationship in combination with the passenger weight and the road vibration condition to determine a first damping coefficient, wherein the preset first mapping relationship is a mapping relationship between the passenger weight, the road vibration condition, and the first damping coefficient; Matching a preset second mapping relationship based on the feedback frequency to determine a second damping coefficient, wherein the preset second mapping relationship is a mapping relationship between the feedback frequency and the second damping coefficient, and the number of times the acceleration of the target seat passes through zero within a preset period is used as the feedback frequency; Matching a preset third mapping relationship in combination with the road type and the road surface vibration condition to determine a third damping coefficient, wherein the preset third mapping relationship is a mapping relationship between the road type, the road surface vibration condition, and the third damping coefficient; The first damping coefficient is compensated and calculated according to the second damping coefficient and the third damping coefficient to obtain a target damping coefficient, so as to perform damping control on the target seat.

2. The seat damping control method according to claim 1, characterized in that: The matching of a preset first mapping relationship with the passenger weight and the road vibration condition to determine a first damping coefficient includes: Matching the passenger weight with a first sub-mapping relationship to determine a reference damping coefficient and a weight adjustment coefficient, wherein the first mapping relationship includes the first sub-mapping relationship, and the first sub-mapping relationship includes mapping relationships between the passenger weight and the reference damping coefficient and the weight adjustment coefficient, respectively; matching the road surface vibration condition with a second sub-mapping relationship to determine a reference acceleration, wherein the first mapping relationship includes the second sub-mapping relationship, and the second sub-mapping relationship includes a mapping relationship between the road surface vibration condition and the reference acceleration; Calculating according to the weight adjustment coefficient and the reference acceleration to determine a target adjustment coefficient; The reference damping coefficient and the target adjustment coefficient are calculated to determine the first damping coefficient.

3. The seat damping control method according to claim 2, characterized in that: The calculating according to the weight adjustment coefficient and the reference acceleration to determine the target adjustment coefficient includes: Matching the road surface vibration condition with the second sub-mapping relationship to determine a damping adjustment coefficient, wherein the second sub-mapping relationship further includes a mapping relationship between the road surface vibration condition and the damping adjustment coefficient; Obtaining the real-time acceleration of the target seat, and performing calculations based on the reference acceleration and the real-time acceleration to determine an acceleration change value; The target adjustment coefficient is determined by performing cumulative multiplication calculation based on the damping adjustment coefficient, the acceleration change value, and the weight adjustment coefficient.

4. The seat damping control method according to claim 1, characterized in that: The matching of the preset second mapping relationship based on the feedback frequency to determine the second damping coefficient includes: Matching the feedback frequency to the preset second mapping relationship to determine a frequency adjustment coefficient, wherein the preset second mapping relationship includes a mapping relationship between the feedback frequency and the frequency adjustment coefficient; The second damping coefficient is determined by performing calculation according to the feedback frequency and the frequency adjustment coefficient.

5. The seat damping control method according to claim 1, characterized in that: The matching of the preset third mapping relationship with the road type and the road surface vibration condition to determine the third damping coefficient includes: Matching the road type and the road surface vibration condition with the third mapping relationship respectively to determine a road adjustment coefficient and a vibration adjustment coefficient, wherein the third mapping relationship includes a mapping relationship between the road type and the road adjustment coefficient, and a mapping relationship between the road surface vibration condition and the vibration adjustment coefficient; The third damping coefficient is determined by calculation based on the road adjustment coefficient and the vibration adjustment coefficient.

6. The seat damping control method according to any one of claims 1 to 5, characterized in that: Obtaining the passenger weight carried by the target seat includes: If the vehicle is in a preset gear, detecting the passenger weight, the preset gear indicating that the vehicle is stationary; If the vehicle is not in the preset gear, the passenger weight is detected when the current speed of the vehicle is less than a preset speed threshold.

7. The seat damping control method according to any one of claims 1 to 5, characterized in that: After obtaining the passenger weight carried by the target seat, the method further includes: matching the passenger weight with a third sub-mapping relationship to determine a height range of the target seat, wherein the first mapping relationship includes the third sub-mapping relationship, and the third sub-mapping relationship includes a mapping relationship between the passenger weight and the height range; The height of the target seat is controlled to be adjusted to within the height range.

8. A seat damping control device, characterized in that: The device comprises: an acquisition module for acquiring road condition information of the vehicle, as well as the passenger weight and feedback frequency carried by the target seat, wherein the road condition information includes road vibration conditions and road type; a first determining module, configured to match a preset first mapping relationship with the passenger weight and the road vibration condition to determine a first damping coefficient, wherein the preset first mapping relationship is a mapping relationship between the passenger weight, the road vibration condition, and the first damping coefficient; a second determination module, configured to match a preset second mapping relationship based on a feedback frequency to determine a second damping coefficient, wherein the preset second mapping relationship is a mapping relationship between the feedback frequency and the second damping coefficient, and the number of times the acceleration of the target seat crosses zero within a preset period is used as the feedback frequency; a third determining module, configured to match a preset third mapping relationship with the road type and the road surface vibration condition to determine a third damping coefficient, wherein the preset third mapping relationship is a mapping relationship between the road type, the road surface vibration condition, and the third damping coefficient; The damping control module performs compensation calculation on the first damping coefficient according to the second damping coefficient and the third damping coefficient to obtain a target damping coefficient to perform damping control on the target seat.

9. An electronic device, characterized in that: include: processor, memory, and communication bus; The communication bus is used to connect the processor and the memory; The processor is configured to execute the computer program stored in the memory to implement the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that A computer program is stored thereon, and the computer program is used to make a computer execute the method according to any one of claims 1 to 7.

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