Vehicle seat, vehicle and control method for self-adaptive adjustment of vehicle seat

Abstract

The invention discloses a vehicle seat, a vehicle and a control method for self-adaptive adjustment of the vehicle seat. The vehicle seat comprises a bottom plate, a seat body and a driving device, the seat cushion is arranged above the bottom plate; the backrest is movably connected to the cushion and can rotate relative to the cushion; a seat cushion supporting and damping unit including: a first damper which is installed between the bottom plate and the seat cushion and supports the seat cushion; the backrest supporting and damping unit comprises at least two second dampers, one ends of the second dampers are movably connected to the rear end of the backrest, the other ends of the second dampers are movably connected to the bottom plate, and an included angle is formed between any second damper and the center line of the backrest in the vertical direction. The at least two second shock absorbers are adopted to provide support for the backrest, so that the backrest can be limited in multiple degree-of-freedom directions, and the overall mode of the backrest can be greatly increased. Meanwhile, the damping and supporting effects of the backrest can be achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle seat, a vehicle, and a control method for adaptively adjusting the vehicle seat. Background Art

[0002] As vehicle seat systems become increasingly multifunctional, with the addition of functions such as seat massage and lateral support, the corresponding seat and backrest structures are becoming more and more complex, making it easier for basic functions of the seat system, such as vibration isolation and support, to fail to meet requirements, which greatly affects the user experience. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a vehicle seat, wherein at least two second shock absorbers are installed at the rear end of the backrest, which can provide support for the backrest, limit the backrest in multiple degrees of freedom, and achieve the effect of damping and supporting the backrest.

[0004] The present invention further provides a vehicle.

[0005] The present invention further proposes a control method for adaptive adjustment of a vehicle seat.

[0006] According to the first aspect of the present invention, the vehicle seat comprises: a base plate; a seat cushion, which is arranged above the base plate; a backrest, which is movably connected to the seat cushion and can rotate relative to the seat cushion; a seat cushion support and vibration reduction unit, comprising: a first shock absorber, which is installed between the base plate and the seat cushion and supports the seat cushion; a backrest support and vibration reduction unit, comprising: at least two second shock absorbers, one end of at least two of the second shock absorbers is respectively movably connected to the rear end of the backrest, and the other ends of at least two of the second shock absorbers are respectively movably connected to the base plate, and any one of the second shock absorbers forms an angle with the center line of the backrest in the up and down direction.

[0007] According to the vehicle seat of the embodiment of the present invention, at least two second shock absorbers are used in the backrest support and vibration reduction unit to provide support for the backrest, which can have a limiting effect on multiple degrees of freedom of the backrest, greatly increase the overall mode of the backrest, improve the natural fundamental frequency of the entire vehicle seat, and greatly avoid the backrest vibration caused by resonance. In addition, it will not occupy the internal space of the backrest with massage function. At the same time, the vibration reduction and support effect of the backrest can be achieved by actively controlling the second shock absorber. And, by using the first shock absorber in the seat cushion support and vibration reduction unit, the vibration reduction and support effect of the seat cushion can be achieved by actively controlling the second shock absorber.

[0008] According to some embodiments of the present invention, one ends of the two second vibration absorbers are close to each other and the other ends of the two second vibration absorbers are far away from each other.

[0009] According to some embodiments of the present invention, at least two of the second shock absorbers are symmetrically arranged about a center line of the backrest in the up-down direction.

[0010] According to some embodiments of the present invention, the second shock absorber includes: a cylinder; a pillar, one end of which is rotatably disposed in the cylinder and is retractable relative to the cylinder, and the other end of the pillar is formed with a first mounting hole for connecting to the backrest; a first bracket, the first bracket is rotatably connected to one end of the cylinder away from the pillar, and the first bracket is formed with a second mounting hole for connecting to the base plate.

[0011] According to some embodiments of the present invention, the axial direction of the connection point between the second shock absorber and the backrest extends in the left-right direction; and / or the axial direction of the connection point between the second shock absorber and the base plate extends in the left-right direction.

[0012] According to some embodiments of the present invention, the backrest supporting vibration damping unit further includes: a backrest fixing plate, which is mounted on the rear end of the backrest and has two third mounting holes formed on the backrest fixing plate, each of the third mounting holes being hingedly connected to one end of the second vibration damper via a first connecting member; and at least two second brackets, which are respectively mounted on the rear ends of the base plate, a fourth mounting hole being formed on the second brackets, and the fourth mounting hole being hingedly connected to the other end of the second vibration damper via a second connecting member.

[0013] According to some embodiments of the present invention, the backrest fixing plate includes: a main board portion; at least two rib plate portions, at least two of the rib plate portions are connected to the lower end of the main board portion, the rib plate portions are inclined with respect to the center line of the backrest in the up and down directions, and the third mounting hole is formed on each of the rib plate portions.

[0014] According to some embodiments of the present invention, the seat cushion supporting vibration reduction unit comprises: a frame installed between the base plate and the seat cushion and supporting the seat cushion, one end of the first vibration absorber is connected to the base plate and the other end is connected to the frame.

[0015] According to some embodiments of the present invention, the frame includes: at least two groups of four-bar linkages, which are arranged side by side in the left-right direction, and the multiple hinge points of at least two groups of the four-bar linkages correspond to each other one by one, and a linkage shaft is connected between the two corresponding hinge points on the two groups of the four-bar linkages, and the two fixed hinge points of each group of the four-bar linkages are connected to the base plate and the two movable hinge points are connected to the seat cushion; two support frames, at least two groups of the four-bar linkages are connected to the base plate through one support frame, and at least two groups of the four-bar linkages are connected to the seat cushion through another support frame; wherein, the two movable hinge points of each group of the four-bar linkages are connected to one support frame through a linkage shaft and the two fixed hinge points are connected to the other support frame through another linkage shaft; one end of the first shock absorber is connected to the four-bar linkage and the other end is connected to the base plate.

[0016] According to some embodiments of the present invention, a cross-sectional shape of the support frame in a plane perpendicular to the left-right direction is a triangle.

[0017] According to some embodiments of the present invention, the two support frames are symmetrically arranged with respect to the center of the plane where the four-bar linkage mechanism is located.

[0018] According to some embodiments of the present invention, the frame further includes: a support rib, wherein the support rib is arranged at the upper ends of at least two groups of the four-bar linkage mechanisms along the front-to-back direction, one end of the support rib is connected to the linkage shaft located at the front upper end of the four-bar linkage mechanism and the other end is connected to the linkage shaft located at the rear upper end of the four-bar linkage mechanism, one end of the first shock absorber is connected to the support rib and the other end is connected to the base plate.

[0019] According to some embodiments of the present invention, the support rib is provided with second adjustment holes arranged at intervals along the front-to-back direction, and a third connecting member passes through one end of the first shock absorber and is connected to the second adjustment hole.

[0020] According to some embodiments of the present invention, the frame also includes: a support plate, which is arranged at the lower end of at least two groups of the four-bar linkage mechanisms, the two ends of the support plate in the front-to-back direction are respectively connected to the two linkage shafts located at the lower end, the two ends of the support plate in the left-to-right direction are respectively connected to the left and right sides of the two groups of the four-bar linkage mechanisms, and the support plate is provided with an opening for the first shock absorber to pass through.

[0021] According to some embodiments of the present invention, the rack further includes: a limit block, which is arranged on the upper surface of the support plate; and a collision block, which is arranged on the lower surface of the support rib and is arranged opposite to the limit block.

[0022] A vehicle according to an embodiment of the second aspect of the present invention comprises the vehicle seat.

[0023] According to some embodiments of the present invention, the vehicle further comprises: a suspension hydraulic system; and a hydraulic energy storage device respectively connected to the suspension hydraulic system, the first shock absorber and / or the second shock absorber.

[0024] A control method for adaptive adjustment of a vehicle seat according to an embodiment of the third aspect of the present invention is used to control the vehicle seat, and the control method includes: obtaining a sitting state of the vehicle seat, the sitting state including whether there is a passenger sitting; obtaining a vehicle seat control mode selected by a user, the vehicle seat control mode including at least one of the following: comfort mode, sport mode, adaptive mode and locking mode; determining a target operating mode corresponding to the vehicle seat based on the sitting state and the vehicle seat control mode; and controlling the operation of the drive member, the first shock absorber and the second shock absorber based on the target operating mode of the vehicle seat.

[0025] According to some embodiments of the present invention, the target operating mode corresponding to the vehicle seat is determined based on the riding state and the vehicle seat control mode, including: if the riding state is a passenger riding state, and the vehicle seat control mode is any one of the comfort mode, the sport mode, and the adaptive mode, then the corresponding control mode is determined as the target operating mode; if the riding state is a passenger riding state, and the vehicle seat control mode is not received, then the adaptive mode is determined as the target operating mode; if the riding state information is a passenger-free state, then the locking mode is determined as the target operating mode.

[0026] According to some embodiments of the present invention, the target operating mode based on the vehicle seat controls the operation of the first shock absorber and the second shock absorber, including: if the target operating mode is the comfort mode or the sport mode, real-time acquisition of vehicle condition information and vehicle seat information, the vehicle condition information including: road excitation parameters, vehicle speed parameters, and vehicle body posture parameters; the vehicle seat information including: seat vibration parameters and backrest vibration parameters; based on the vehicle condition information and the vehicle seat information, calculating and outputting the real-time damping coefficient of the first shock absorber and the real-time motion parameters of the second shock absorber; based on the real-time damping coefficient of the first shock absorber and the real-time motion parameters of the second shock absorber, using a class of thresholds corresponding to the comfort mode or a class of thresholds corresponding to the sport mode to determine whether the first shock absorber and the second shock absorber in the current target operating mode are adjusted; wherein the class of thresholds includes: multiple closed-loop feedback parameters in the vehicle condition information and the vehicle seat information.

[0027] According to some embodiments of the present invention, the control of the operation of the first shock absorber and the second shock absorber based on the target operating mode of the vehicle seat includes: if the target operating mode is the adaptive mode, obtaining the front and rear position parameters and the backrest angle parameters of the vehicle seat, substituting the front and rear position parameters and the backrest angle parameters into the proportional factor for calculation, and preliminarily determining the user's preference parameters; based on the user's preference parameters, using the two-type thresholds corresponding to the adaptive mode to determine whether the current vehicle seat is in the comfort mode or the sport mode; obtaining vehicle condition information and vehicle seat information in real time, the vehicle condition information including: road excitation parameters, vehicle speed parameters, and vehicle body posture parameters; the vehicle seat information including the following: seat vibration parameters and backrest vibration parameters; based on the current operating mode, vehicle condition information and vehicle seat information, using the two-type thresholds corresponding to the adaptive mode to determine whether the current vehicle seat needs to switch between the comfort mode and the sport mode; based on the current operating mode of the vehicle seat, using the first-type threshold corresponding to the comfort mode or the first-type threshold corresponding to the sport mode to determine whether the first shock absorber and the second shock absorber are adjusted; wherein the first-type threshold includes: multiple closed-loop feedback parameters in the vehicle condition information and the vehicle seat information.

[0028] According to some embodiments of the present invention, the operation of the first shock absorber and the second shock absorber is controlled based on the target operating mode of the vehicle seat, including: if the target operating mode is a locking mode, the damping coefficient of the first shock absorber is a maximum value, and the second shock absorber is in a locked state.

[0029] According to some embodiments of the present invention, the control method further comprises: when the vehicle is in an emergency or sudden state, automatically switching the current vehicle seat control mode to a sports mode.

[0030] According to some embodiments of the present invention, when the vehicle is in an emergency or sudden state, the current vehicle seat control mode is automatically switched to the sports mode, including: using three types of thresholds to determine whether the vehicle's body electronic stability system is involved. If it is involved, it means that the vehicle is in an emergency or sudden state, and the vehicle seat is switched to the sports mode.

[0031] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 is a schematic diagram of the overall structure of a vehicle seat according to an embodiment of the present invention; Figure 2 is a rear view of a vehicle seat according to an embodiment of the present invention; Figure 3 is a side view of a vehicle seat according to an embodiment of the present invention; Figure 4 is a schematic structural diagram of a seat cushion support vibration reduction unit and a backrest support vibration reduction unit according to an embodiment of the present invention; Figure 5 is a schematic structural diagram of a second shock absorber according to an embodiment of the present invention; Figure 6 is a structural schematic diagram of a rack from a first perspective according to an embodiment of the present invention; Figure 7 is a structural schematic diagram of a rack from a second perspective according to an embodiment of the present invention; Figure 8 The logic of the control method for adaptive adjustment of a vehicle seat according to an embodiment of the present invention is Figure 1 ; Fig. 9 The logic of the control method for adaptive adjustment of a vehicle seat according to an embodiment of the present invention is Figure 2 .

[0033] Reference numerals: 1. Bottom plate; 2. Cushion; 3. Backrest; 4. First shock absorber; 401. First connecting hole; 402. Second connecting hole; 5. Frame; 501. Four-bar linkage; 5011. Fixed hinge point; 5012. Moving hinge point; 502. Linkage shaft; 503. Support rib; 5031. Second adjustment hole; 504. Support frame; 5041. Bottom plate connection point; 5042. Cushion connection point; 505. Support plate; 506. Limit block; 507, collision block; 6, second shock absorber; 601, cylinder; 602, pillar; 603, first mounting hole; 604, first bracket; 605, second mounting hole; 607, connecting bearing; 7, backrest fixing plate; 701, main board part; 702, rib plate part; 8, second bracket; 801, first adjustment hole; 9, first connecting piece; 10, second connecting piece; 11, backrest supporting side plate; 12, driving guide rail. DETAILED DESCRIPTION

[0034] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0035] Reference below Figure 1-Figure 9 A vehicle seat and a control method for adaptively adjusting the vehicle seat according to an embodiment of the present invention are described.

[0036] like Figure 1-Figure 7As shown, the vehicle seat includes: a bottom plate 1, a seat cushion 2, a backrest 3, a seat cushion support vibration reduction unit and a backrest support vibration reduction unit.

[0037] Reference Figure 1-Figure 3 As shown, the seat cushion 2 is arranged above the bottom plate 1, and the backrest 3 is movably connected to the seat cushion 2 and can rotate relative to the seat cushion 2. Specifically, the seat cushion 2 and the backrest 3 can be connected by a hinged manner of a seat in the prior art, so that the backrest 3 can rotate around a pivot axis at the rear end of the seat cushion 2, thereby realizing the adjustment of the backrest 3 at any angle.

[0038] Combination Figure 4-Figure 7 As shown, the cushion support and vibration reduction unit includes: a first shock absorber 4, which is installed between the base plate 1 and the cushion 2 and supports the cushion 2. In this way, the first shock absorber 4 supports and reduces vibrations for the cushion 2. Through the operation of the first shock absorber 4, the cushion 2 can be driven to move up and down relative to the plane of the base plate 1, so that the upper and lower positions of the cushion 2 can be adjusted. In addition, the first shock absorber 4 can also work to achieve a vibration reduction effect on the cushion 2. For example, when a vehicle is driving on a bumpy road, the piston of the first shock absorber 4 reciprocates in the oil cylinder, which can effectively attenuate vibrations.

[0039] Reference Figure 1-Figure 5 As shown, the backrest support vibration reduction unit includes: at least two second shock absorbers 6, one end of at least two second shock absorbers 6 is movably connected to the rear end of the backrest 3, and the other end of at least two second shock absorbers 6 is movably connected to the base plate 1, and any second shock absorber 6 forms an angle with the center line of the backrest 3 in the up and down direction.

[0040] That is to say, at least two second shock absorbers 6 are provided at the rear end of the backrest 3, both ends of the second shock absorbers 6 are movably connected between the base plate 1 and the backrest 3, and the second shock absorbers 6 are inclined relative to the center line of the backrest 3 in the up and down direction.

[0041] In this way, at least two second shock absorbers 6 are used to provide support for the backrest 3, which is equivalent to adding two reinforcing ribs of variable length and fixed to the ground to the backrest 3. Through the force analysis of the backrest 3, it can be known that it can have a limiting effect on multiple degrees of freedom directions of the backrest 3, increase the overall mode of the backrest 3, improve the natural fundamental frequency of the entire vehicle seat, and avoid the vibration of the backrest 3 caused by resonance. In addition, it will not occupy the internal space of the backrest 3 with a massage function. At the same time, the vibration reduction and support effects of the backrest 3 can be achieved by actively controlling the second shock absorber 6.

[0042] Specifically, by actively controlling the two second shock absorbers 6, so that one of the second shock absorbers 6 has a larger length and the other second shock absorber 6 has a smaller length, the backrest 3 can be twisted to achieve lateral support for the backrest 3. In addition, by controlling the second shock absorbers 6, when the vehicle travels on a bumpy road, a vibration reduction effect on the backrest 3 can be achieved.

[0043] In one embodiment, the second shock absorber 6 may be made of a lightweight aluminum alloy material, thereby reducing its own weight and the space occupied by the rear of the backrest 3 as much as possible.

[0044] In addition, the vehicle seat further comprises: a driving member, which is drivingly connected to the base plate 1 and is used to drive the base plate 1 to move forward and backward. Figure 4 As shown, the driving guide rail 12 is fixed to the vehicle body floor by bolts, and the bottom plate 1 is fixed to the guide rail slider by bolts. The front and rear position of the bottom plate 1 can be adjusted by controlling the driving member.

[0045] In addition, the vehicle seat further includes: a backrest support side plate 11, which is disposed on the left and right sides of the backrest 3. In this way, when the lengths of at least two second shock absorbers 6 are controlled to be different, for example, when one second shock absorber 6 is in an extended state and the other second shock absorber 6 is in a contracted state, the backrest 3 can be twisted, and then combined with the function of the backrest support side plate 11, the lateral support function of the backrest 3 can be more directly realized, thereby effectively improving the lateral support effect of the backrest 3. In one embodiment, the backrest support side plate 11 is fixed by a method of being integrally formed with the outer shell of the backrest 3.

[0046] According to the vehicle seat of the first embodiment of the present invention, at least two second shock absorbers 6 are used in the backrest support and vibration reduction unit to provide support for the backrest 3, which can limit the multiple degrees of freedom of the backrest 3, greatly increase the overall mode of the backrest 3, improve the natural fundamental frequency of the entire vehicle seat, and greatly avoid the vibration of the backrest 3 caused by resonance. In addition, it will not occupy the internal space of the backrest 3 with a massage function. At the same time, the vibration reduction and support effects of the backrest 3 can be achieved by actively controlling the second shock absorber 6. And, by using the first shock absorber 4 in the seat cushion support and vibration reduction unit, the vibration reduction and support effects of the seat cushion 2 can be achieved by actively controlling the second shock absorber 6.

[0047] According to some embodiments of the present invention, one ends of the two second vibration absorbers 6 are close to each other, and the other ends of the two second vibration absorbers 6 are far away from each other.

[0048] Reference Figure 2 and Figure 4In the embodiment shown, the upper ends of the two second shock absorbers 6 are close to each other, and the lower ends of the two second shock absorbers 6 are far away from each other, so that the two second shock absorbers 6 are roughly in an "inverted V shape", so that the vehicle seat can be restricted in the front and rear, left and right, and up and down directions, and the backrest 3 will be restricted in the six degrees of freedom directions, which can greatly increase the overall mode of the backrest 3 and greatly avoid the vibration of the backrest 3 caused by resonance. Of course, the two second shock absorbers 6 can also be roughly in a "V shape", which can also achieve the restriction effect in the six degrees of freedom directions.

[0049] According to some embodiments of the present invention, at least two second shock absorbers 6 are symmetrically arranged about a center line of the backrest 3 in the up-down direction.

[0050] Reference Figure 2 In an embodiment shown, two second shock absorbers 6 are symmetrically arranged on both sides of the center line of the backrest 3 in the vertical direction. In this way, the same supporting force can be provided to both sides of the center line of the backrest 3 in the vertical direction, and when the backrest 3 needs to be laterally supported, the lengths of the two second shock absorbers 6 are greatly different, that is, when one second shock absorber 6 is in an extended state and the other second shock absorber 6 is in a contracted state, and then combined with the function of the backrest support side plate 11, the lateral support function of one side of the backrest 3 can be realized, and the same lateral support effect can be provided to both sides of the backrest 3.

[0051] According to some embodiments of the present invention, the second shock absorber 6 includes: a cylinder 601, a pillar 602 and a first bracket 604, one end of the pillar 602 is rotatably disposed in the cylinder 601 and is retractable relative to the cylinder 601, and the other end of the pillar 602 is formed with a first mounting hole 603 for connecting with the backrest 3. The first bracket 604 is rotatably connected to one end of the cylinder 601 away from the pillar 602, and the first bracket 604 is formed with a second mounting hole 605 for connecting with the base plate 1.

[0052] Reference Figure 5 As shown, the support column 602 is retractable relative to the cylinder 601 to change the length of the second shock absorber 6, so as to facilitate the lateral support function of the backrest 3. In addition, the support column 602 is rotatable relative to the cylinder 601, and the first bracket 604 is rotatable relative to the cylinder 601, so as to realize the release of the degree of freedom of the support column 602 in the backrest 3 and the second shock absorber 6 during the movement. The cylinder 601 and the second bracket 8 are connected by a connecting bearing 607 in an interference fit manner. In one embodiment, the connecting bearing 607 is a plane rotation bearing.

[0053] According to some embodiments of the present invention, the axial direction of the connection point between the second shock absorber 6 and the backrest 3 extends in the left-right direction; and / or the axial direction of the connection point between the second shock absorber 6 and the base plate 1 extends in the left-right direction.

[0054] In this way, the second shock absorber 6 has a limiting effect on the front-back, up-down, left-right directions of the backrest 3, and the backrest 3 is restricted in the six degrees of freedom, which can greatly increase the overall mode of the backrest 3 and avoid the vibration of the backrest 3 caused by resonance. When the angle of the backrest 3 is adjusted, the backrest 3 drives the second shock absorber 6 to rotate around the pivot axis at the rear end of the seat cushion 2.

[0055] According to some embodiments of the present invention, the backrest support vibration reduction unit further includes: a backrest fixing plate 7 and at least two second brackets 8. The backrest fixing plate 7 is mounted on the rear end of the backrest 3, and two third mounting holes are formed on the backrest fixing plate 7, and each third mounting hole is hingedly connected to one end of a second vibration absorber 6 through a first connecting member 9. At least two second brackets 8 are respectively mounted on the rear end of the base plate 1, and a fourth mounting hole is formed on the second bracket 8, and the fourth mounting hole is hingedly connected to the other end of a second vibration absorber 6 through a second connecting member 10.

[0056] Reference Figure 1-Figure 5 As shown, the two ends of the second shock absorber 6 are respectively connected to the backrest fixing plate 7 and the second bracket 8. In the connection mode of one end of the second shock absorber 6 and the backrest fixing plate 7, the first connecting member 9 is used to penetrate the third mounting hole of the backrest fixing plate and the first mounting hole 603 of the second shock absorber 6 for connection. And, in the connection mode of the other end of the second shock absorber 6 and the second bracket 8, the second connecting member 10 is used to penetrate the fourth mounting hole of the second bracket 8 and the second mounting hole 605 of the second shock absorber 6 for connection. Specifically, the fourth mounting hole and the second mounting hole 605 are connected in a stud hinged manner.

[0057] The backrest fixing plate 7 is formed with two third mounting holes, which respectively correspond to the two second shock absorbers 6. At least two second brackets 8 are fixed on the bottom plate 1, which respectively correspond to the at least two second shock absorbers 6.

[0058] In one embodiment, the backrest fixing plate 7 is connected to the inner sheet metal part of the backrest 3 by an integral molding method, which can ensure a stable hinge connection with the first mounting hole 603 of the second shock absorber 6 .

[0059] According to some embodiments of the present invention, the backrest fixing plate 7 includes: a main board portion 701 and at least two rib plate portions 702, at least two rib plate portions 702 are connected to the lower end of the main board portion 701, the rib plate portions 702 are inclined with respect to the center line of the backrest 3 in the up and down directions, and a third mounting hole is formed on each rib plate portion 702.

[0060] In this arrangement, a third mounting hole is formed on the rib plate portion 702 , and each second shock absorber 6 is connected to the corresponding third mounting hole, so that the second shock absorber 6 can be obliquely arranged in the rear end space of the backrest 3 .

[0061] According to some embodiments of the present invention, a plurality of first adjustment holes 801 arranged at intervals along the front-to-back direction are formed on the second bracket 8 , and the second bracket 8 is fixedly connected to the bottom plate 1 through the first adjustment holes 801 .

[0062] In this way, the second bracket 8 can be fixedly connected to the bottom plate 1 by passing a bolt through the first adjustment hole 801. In addition, the position of the first adjustment hole 801 can be changed to adjust the front and back to meet the needs of users with special body shapes.

[0063] According to some embodiments of the present invention, the first shock absorber 4 and the frame 5, the frame 5 is installed between the base plate 1 and the seat cushion 2 and supports the seat cushion 2, one end of the first shock absorber 4 is connected to the base plate 1, and the other end of the first shock absorber 4 is connected to the frame 5.

[0064] In this configuration, the first shock absorber 4 and the frame 5 support the seat cushion 2, and the frame 5 can drive the seat cushion 2 to move up and down relative to the plane of the bottom plate 1 through the operation of the first shock absorber 4, so that the upper and lower positions of the seat cushion 2 can be adjusted. In addition, the first shock absorber 4 can also work to achieve a vibration reduction effect on the seat cushion 2. For example, when the vehicle is driving on a bumpy road, the piston of the first shock absorber 4 reciprocates in the oil cylinder, which can effectively attenuate the vibration.

[0065] Therefore, the bottom plate 1 and the seat cushion 2 are fixed by the frame 5, so during the process of adjusting the vehicle seat forward and backward, the center of mass height of the vehicle seat as a whole will not change, further ensuring the safety and reliability of the entire seat system.

[0066] In one embodiment, one end of the first shock absorber 4 is connected to the frame 5 through the first connecting hole 401 , and the other end is connected to the base plate 1 through the second connecting hole 402 .

[0067] Furthermore, the frame 5 includes: at least two groups of four-bar linkage mechanisms 501 and two support frames 504 .

[0068] At least two groups of four-bar linkages 501 are arranged side by side in the left-right direction, and the multiple hinge points of at least two groups of four-bar linkages 501 correspond to each other. A linkage shaft 502 is connected between two corresponding hinge points on the two groups of four-bar linkages 501. Two fixed hinge points 5011 of each group of four-bar linkages 501 are connected to the bottom plate 1, and two movable hinge points 5012 are connected to the seat cushion 2. At least two groups of four-bar linkages 501 are connected to the bottom plate 1 through a support frame 504, and at least two groups of four-bar linkages 501 are connected to the seat cushion 2 through another support frame 504. Among them, two movable hinge points 5012 of each group of four-bar linkages 501 are connected to one support frame 504 through a linkage shaft 502, and two fixed hinge points 5011 are connected to another support frame 504 through another linkage shaft 502. One end of the first shock absorber 4 is connected to the four-bar linkage 501 and the other end is connected to the bottom plate 1.

[0069] Reference Figure 6 and Figure 7 As shown, the frame 5 adopts a parallel topological structure, connecting at least two groups of four-bar linkages 501 in parallel along the left-right direction through multiple linkage shafts 502, and connecting two fixed hinge points 5011 of each group of four-bar linkages 501 to one support frame 504, and connecting two movable hinge points 5012 of each group of four-bar linkages 501 to another support frame 504. Among them, the support frame 504 connected to the fixed hinge point 5011 is fixedly connected to the bottom plate 1, and the support frame 504 connected to the movable hinge point 5012 is fixedly connected to the seat cushion 2.

[0070] It should be understood that the fixed hinge point 5011 in the four-bar linkage 501 refers to the hinge point of the four-bar linkage 501 that remains stationary relative to the base plate 1 during movement, and the movable hinge point 5012 refers to the hinge point of the four-bar linkage 501 that changes position during movement.

[0071] In this arrangement, at least two groups of four-bar linkages 501 are supported below the seat cushion 2, so that the first shock absorber 4 is connected to the four-bar linkage 501, and the first shock absorber 4 and the four-bar linkage 501 can effectively support and reduce vibration of the seat cushion 2.

[0072] The two support frames 504 are connected to the bottom plate 1 and the seat cushion 2 respectively, so that the seat cushion 2 can always remain parallel to the vehicle body during the up and down movement adjustment process. After the up and down position adjustment of the seat cushion 2 is completed, the up and down travel of the seat cushion 2 during the vibration reduction and support process is small, so the front and rear displacement caused by structural limitations in this process can be ignored, and has no effect on the use process of the vehicle seat after it is fixed. In addition, since the two support frames 504 fix the seat cushion 2 and the bottom plate 1, the center of mass height of the vehicle seat as a whole will not change during the process of adjusting the front and rear position of the vehicle seat, thereby ensuring the safety and reliability of the vehicle seat.

[0073] In one embodiment, one support frame 504 may be connected to the bottom plate 1 by welding via a plurality of bottom plate connection points 5041 , and another support frame 504 may be connected to the seat cushion 2 by welding via a plurality of seat cushion connection points 5042 .

[0074] Therefore, the frame 5 adopts a parallel topological structure, so that the frame 5 has a compact structure and can ensure that the vehicle seat can always be parallel to the vehicle body during the up and down movement adjustment process without the need for an auxiliary limiting guide rail.

[0075] According to some embodiments of the present invention, the cross-sectional shape of the support frame 504 in a plane perpendicular to the left-right direction is a triangle.

[0076] With this setting, see Figure 6 and Figure 7 In the embodiment shown, the support frame 504 is a triangular structure, and by utilizing the strong stability and compact structure of the triangle, one of the support frames 504 can be connected to the bottom plate 1 and can stably support at least two groups of four-bar linkages 501 and the seat cushion 2 together with the first shock absorber 4. The other support frame 504 can also stably support the seat cushion 2.

[0077] Furthermore, the bottom of one support frame 504 connected to the base plate 1 and the top of another support frame 504 connected to the seat cushion 2 can be arranged in parallel, further ensuring that the seat cushion 2 can always remain parallel to the vehicle body during the up and down movement adjustment process.

[0078] According to some embodiments of the present invention, the two support frames 504 are symmetrically arranged about the center of the plane where the four-bar linkage 501 is located.

[0079] With such an arrangement, the bottom of one support frame 504 connected to the base plate 1 will be parallel to the ground, and the top of the other support frame 504 connected to the seat cushion 2 will also be parallel to the ground, making the seat cushion 2 parallel to the base plate 1 of the vehicle body, further ensuring that the seat cushion 2 can always remain parallel to the vehicle body during the up and down movement adjustment process.

[0080] In some embodiments, the cross-sectional shape of the support frame 504 in a plane perpendicular to the left-right direction is an ellipse. In this way, the seat cushion 2 can also be kept parallel to the vehicle body during the up-and-down adjustment process.

[0081] Of course, the cross-sectional shape of the support frame 504 in a plane perpendicular to the left-right direction may also include other shapes.

[0082] According to some embodiments of the present invention, the frame 5 further includes: a support rib 503, the support rib 503 is arranged at the upper end of at least two groups of four-bar linkages 501 along the front-to-back direction, one end of the support rib 503 is connected to the linkage shaft 502 located at the front upper end of the four-bar linkage 501, and the other end is connected to the linkage shaft 502 located at the rear upper end of the four-bar linkage 501, one end of the first shock absorber 4 is connected to the support rib 503, and the other end is connected to the base plate 1.

[0083] In this way, one end of the support rib 503 is connected to the linkage shaft 502 located at the upper front end of the four-bar linkage 501, and the other end is connected to the linkage shaft 502 located at the upper rear end of the four-bar linkage 501, so that one end of the first shock absorber 4 is connected to the support rib 503, so that the first connecting hole 401 of the first shock absorber 4 is located as close to the center position of at least two groups of four-bar linkages 501 as possible, thereby ensuring that when the first shock absorber 4 is working, at least two groups of four-bar linkages 501 can be evenly stressed, thereby ensuring the movement stability of the mechanism.

[0084] In one embodiment, the support rib 503 is arched relative to the bottom plate 1 to form an arched structure, so that the strength of the support rib 503 itself can be improved, and the structural strength and rigidity of the entire frame 5 can also be improved.

[0085] According to some embodiments of the present invention, the frame 5 includes: a support plate 505, the support plate 505 is arranged at the lower end of at least two groups of four-bar linkage mechanisms 501, the two ends of the support plate 505 in the front-to-back direction are respectively connected to the two linkage shafts 502 located at the lower end, the two ends of the support plate 505 in the left-to-right direction are respectively connected to the left and right sides of the two groups of four-bar linkage mechanisms 501, and the support plate 505 is provided with an opening for the first shock absorber 4 to pass through.

[0086] In this configuration, the support plate 505 covers the lower ends of at least two groups of four-bar linkages 501, and the first shock absorber 4 passes through the opening on the support plate 505 and is connected to the support rib 503, which can further improve the structural strength and rigidity of the entire frame 5.

[0087] According to some embodiments of the present invention, the rack 5 further includes: a limit block 506 and a collision block 507 , wherein the limit block 506 is disposed on the upper surface of the support plate 505 , and the collision block 507 is disposed on the lower surface of the support rib 503 and is disposed opposite to the limit block 506 .

[0088] In this way, the position-limiting block 506 and the collision block 507 are arranged relative to each other, so as to prevent the seat cushion 2 from exceeding the working range of the first shock absorber 4 during the process of adjusting the upper and lower positions and filtering vibrations, thereby playing the role of position limiting and buffering.

[0089] According to some embodiments of the present invention, the support rib 503 is provided with second adjustment holes 5031 arranged at intervals along the front-to-back direction, and the third connecting member passes through one end of the first shock absorber 4 and is connected to the second adjustment hole 5031 .

[0090] With such arrangement, in order to adapt to users of different heights and weights, the working range of the first shock absorber 4 can be adjusted by changing the hole position of the second adjustment hole 5031, thereby achieving the adjustment of the up and down adjustment range of the seat cushion 2 and the basic damping level.

[0091] Therefore, the seat support vibration reduction unit adopts a parallel topology structure, which can achieve the effect of always keeping the seat 2 parallel to the vehicle body without relying on the limit rail. At the same time, the first shock absorber 4 fixed in the middle can change the movement stroke by using the energy storage system of the suspension to achieve the up and down adjustment of the seat and the vibration filtering / support function.

[0092] A vehicle according to an embodiment of a second aspect of the present invention comprises a vehicle seat.

[0093] In some embodiments, the vehicle further includes: a suspension hydraulic system and a hydraulic energy storage device, which are respectively connected to the suspension hydraulic system, the first shock absorber 4 and / or the second shock absorber 6 .

[0094] For example, the first shock absorber 4 is a central active hydraulic shock absorber, which can share a set of hydraulic energy storage devices with the suspension hydraulic system of the vehicle chassis. In this way, on the one hand, the initial length of the central active hydraulic shock absorber can be changed through the hydraulic system, thereby realizing the up and down adjustment of the seat cushion 2, and on the other hand, the damping level of the central active hydraulic shock absorber can be actively adjusted through the hydraulic system, thereby realizing the vibration reduction function of the seat cushion 2.

[0095] The specific working process of the seat cushion support vibration reduction unit is as follows: first, the amount of oil inside the first shock absorber 4 can be increased or decreased through the hydraulic energy storage device, so as to realize the up and down position adjustment of the seat cushion 2 and a small amount of front and back position adjustment; secondly, the front and back position of the seat is adjusted; thirdly, the piston position of the first shock absorber 4 at this time is taken as the zero position, and is substituted into the calculation system for matching calculation; finally, the motion parameters of the first shock absorber 4 are output according to the mode selected by the user, and the vibration reduction or support function of the seat cushion 2 is realized by changing the damping force of the first shock absorber 4.

[0096] The specific working process of the backrest support vibration reduction unit is as follows: first, after the front-back and up-down position adjustment of the seat cushion 2 is completed, the length of the second vibration reducer 6 is controlled to drive the backrest 3 to rotate, so as to adjust the angle of the backrest 3. Then, the position of the support 602 of the second vibration reducer 6 at this time is taken as the zero position, and the calculation system is substituted for the matching calculation; finally, the motion parameters of the second vibration reducer 6 are output according to the mode selected by the user, and the vibration reduction or support function of the backrest 3 is realized through the movement of the second vibration reducer 6.

[0097] According to a third aspect of the present invention, a method for controlling the adaptive adjustment of a vehicle seat is used to control a vehicle seat. Figure 8 As shown, the steps of the control method include: S1. Obtaining the seating status of a vehicle seat, where the seating status includes whether there is a passenger seated; S2, obtaining a vehicle seat control mode selected by a user, where the vehicle seat control mode includes at least one of the following: a comfort mode, a sport mode, an adaptive mode, and a locking mode; S3, determining a target operating mode corresponding to the vehicle seat based on the seating state and the vehicle seat control mode; S4. Based on the target operating mode of the vehicle seat, control the operation of the first shock absorber 4 and the second shock absorber 6.

[0098] Among them, in S1, the seating status refers to the process of monitoring whether there is an occupant sitting in the vehicle seat, specifically refers to the monitoring result before the target working mode is determined, including two results: the seating status with an occupant and the seating status without an occupant.

[0099] As an example, the vehicle controller may be provided with a monitoring device on a vehicle seat to monitor the seating state of the vehicle seat to determine whether there is an occupant sitting on the vehicle seat, and obtain any monitoring result of the seating state with an occupant and the seating state without an occupant, so as to evaluate and determine the target working mode of the vehicle seat based on the seating state monitoring result. For example, the vehicle controller may receive a sensing signal collected by a weight sensor provided on the vehicle seat through a bus, or receive camera data collected by a camera provided opposite to the vehicle seat through a bus, or receive film data collected by a film collection device provided opposite to the vehicle seat through a bus, and determine the seating state monitoring result corresponding to the vehicle seat.

[0100] Among them, in S2, the vehicle seat control mode refers to the working mode that the vehicle seat is switched into at the current moment.

[0101] As an example, the working mode may be any one of a comfort mode, a sports mode, an adaptive mode and a locking mode. The comfort mode refers to a vehicle seat mode that allows passengers to sit comfortably and relax when the vehicle is driving steadily. The sports mode refers to a vehicle seat mode when the vehicle is driving at high speed or unstable. The adaptive mode refers to a mode in which passengers adjust according to their personal preferences. The locking mode refers to a mode in which the vehicle seat is locked.

[0102] As an example, in S3, the riding state monitoring result can be compared with the evaluation condition corresponding to a certain working mode input by the user. If the riding state monitoring result and the input working mode meet the evaluation condition corresponding to a certain working mode, the working mode corresponding to the evaluation condition is determined as the target working mode corresponding to the vehicle seat. In this example, the target working mode corresponding to the vehicle seat can be any one of the comfort mode, the sports mode, the adaptive mode and the locking mode.

[0103] As an example, in S4, after determining the target working mode of the vehicle seat, the on-board controller can control the vehicle seat to work according to the control logic corresponding to the target working mode to meet the riding experience requirements corresponding to the target working mode. For example, when the target working mode is the comfort mode, the driving member is controlled to adjust the front and rear positions of the vehicle seat, the first shock absorber 4 is controlled to adjust the position of the seat cushion 2, and the second shock absorber 6 is controlled to adjust the position of the backrest 3 to meet the comfort requirements. For another example, when the target working mode is the sports mode, the first shock absorber 4 and the second shock absorber 6 are controlled to strengthen the support damping of the seat cushion 2, and the backrest 3 is deformed in the direction of the required support, so that the support effect of the vehicle seat can be more effectively achieved. For another example, when the target working mode is the adaptive mode, the user's preference is preliminarily determined, and the working mode of the vehicle seat can be determined in real time, that is, the damping effect and the support effect can change in real time.

[0104] See Fig. 9 As shown, according to some embodiments of the present invention, determining a target operating mode corresponding to a vehicle seat based on a seating state and a vehicle seat control mode includes: If the riding state is a state where there are passengers, and the vehicle seat control mode is any one of a comfort mode, a sport mode, and an adaptive mode, the corresponding control mode is determined as the target working mode; If the riding state is a state where a passenger is riding, and the vehicle seat control mode is not received, the adaptive mode is determined as the target working mode; If the riding state is a state where there are no passengers riding, the locking mode is determined as the target working mode.

[0105] If the riding state is a state where there is a passenger, and the control mode input by the user is any one of the comfort mode, the sport mode, and the adaptive mode, the target working mode is the corresponding control mode. As an example, when there is a passenger sitting in the vehicle seat, and the control mode input by the passenger is the comfort mode, the comfort mode is the target working mode.

[0106] If the riding state is a state with passengers but the user has not input a control mode / performed no operation, the target working mode is the adaptive mode by default. If the riding state is a state without passengers, the target working mode is the locked mode.

[0107] According to some embodiments of the present invention, based on the target operating mode of the vehicle seat, controlling the operation of the first shock absorber 4 and the second shock absorber 6 includes: If the target working mode is the comfort mode or the sports mode, the vehicle condition information and vehicle seat information are obtained in real time. The vehicle condition information includes: road excitation parameters, vehicle speed parameters, and vehicle body posture parameters; the vehicle seat information includes: seat vibration parameters and backrest 3 vibration parameters; Based on the vehicle condition information and the vehicle seat information, calculate and output the real-time damping coefficient of the first shock absorber 4 and the real-time motion parameters of the second shock absorber 6; Based on the real-time damping coefficient of the first shock absorber 4 and the real-time motion parameter of the second shock absorber 6, a threshold corresponding to the comfort mode or a threshold corresponding to the motion mode is used to determine whether the first shock absorber 4 and the second shock absorber 6 are adjusted in the current target working mode; Among them, one type of threshold includes: multiple closed-loop feedback parameters in vehicle condition information and vehicle seat information.

[0108] It can be understood that one type of threshold is the full-time judgment parameter, which mainly includes basic parameters such as real-time road excitation, vehicle speed, vehicle body posture, and closed-loop feedback parameters such as seat vibration parameters and backrest 3 vibration parameters.

[0109] As an example, if the target working mode is the comfort mode, the real-time damping coefficient of the first shock absorber 4 and the motion parameters of the second shock absorber 6 of the backrest 3 can be reversely calculated by identifying the road parameters and combining the vibration parameters of the seat and the backrest 3 during the driving process of the vehicle. According to the real-time damping coefficient of the first shock absorber 4 and the real-time motion parameters of the second shock absorber 6, a threshold corresponding to the comfort mode standard is used to determine whether the current first shock absorber 4 and the second shock absorber 6 are working. Specifically, it is manifested that the damping level of the first shock absorber 4 decreases according to the input coefficient, the high-frequency response of the backrest 3 causes the second shock absorber 6 to work, and the vibration of the backrest 3 is reversely suppressed, so that the vibration isolation effect of the seat system can be efficiently achieved.

[0110] As an example, if the target working mode is the sports mode, during the driving of the vehicle, the real-time damping coefficient of the first shock absorber 4 and the motion parameters of the second shock absorber 6 can be reversely calculated by identifying the road surface parameters, combining the vibration parameters of the seat and the backrest 3, and substituting the real-time body posture data. According to the real-time damping coefficient of the first shock absorber 4 and the real-time motion parameters of the second shock absorber 6, a threshold value corresponding to the sports mode standard is used to determine whether the current first shock absorber 4 and the second shock absorber 6 are working. Specifically, the damping level of the first shock absorber 4 increases according to the input coefficient, the high-frequency response of the backrest 3 causes the second shock absorber 6 to work, and reversely supports the backrest 3, that is, the support damping of the seat cushion 2 is strengthened, and the backrest 3 is deformed in the direction of the required support, so that the support effect of the seat system can be more effectively achieved.

[0111] According to some embodiments of the present invention, based on the target operating mode of the vehicle seat, controlling the operation of the driving member, the first shock absorber 4, and the second shock absorber 6 includes: If the target working mode is the adaptive mode, the front and rear position parameters and the three-angle parameters of the backrest of the vehicle seat are obtained, and the front and rear position parameters and the three-angle parameters of the backrest are substituted into the proportional factor for calculation to preliminarily determine the user's preferred parameters; Based on the user's preference parameters, a second threshold value corresponding to the adaptive mode is used to determine whether the current vehicle seat is in the first working mode of the comfort mode or the sports mode; Real-time acquisition of vehicle condition information and vehicle seat information. Vehicle condition information includes: road excitation parameters, vehicle speed parameters, and vehicle body posture parameters; vehicle seat information includes: seat vibration parameters and backrest 3 vibration parameters; Based on the current first working mode, vehicle condition information and vehicle seat information, a second threshold value corresponding to the adaptive mode is used to determine whether the first working mode needs to be switched to determine the second working mode; Based on the second working mode of the vehicle seat, a threshold value corresponding to the comfort mode or a threshold value corresponding to the sport mode is used to determine whether the first shock absorber 4 and the second shock absorber 6 are adjusted; Among them, one type of threshold includes: multiple closed-loop feedback parameters in vehicle condition information and vehicle seat information.

[0112] Specifically, when the target working mode is the adaptive mode, the front and rear positions of the identified vehicle seats and the angle parameters of the backrest 3 (which can be obtained by converting the driving stroke after the vehicle seat is adjusted) are substituted into the proportional factor to perform a matrix operation of the user's preferences, and the preference parameters of the riding user are preliminarily determined. Based on the user's preference parameters, the second-class threshold corresponding to the adaptive mode is used to determine whether the current vehicle seat is in the first working mode of the comfort mode or the sports mode. As an example, when the angle of the backrest 3 adjusted by the user after getting on the vehicle exceeds 130°, if there is no abnormality in other parameters, the backrest 3 angle parameter is judged with the second-class threshold, and it can be determined that the initial state of the vehicle seat is the comfort mode.

[0113] Secondly, by obtaining basic parameters such as road excitation, vibration parameters of the seat and backrest 3, and posture parameters of the vehicle body, and combining with the current first working mode, the second type of threshold corresponding to the adaptive mode is used to determine which mode the current vehicle seat is in. As an example, the initial state is the sports mode, and the vehicle condition information obtained is a bumpy road. Using the second type of threshold, it is determined that the first working mode needs to be switched, that is, actively switched to the comfort mode.

[0114] Then, based on the switched second working mode, a type of threshold corresponding to the working mode is used to make a determination, so as to control whether the first shock absorber 4 and the second shock absorber 6 are working.

[0115] Therefore, the system authority of the adaptive mode is higher than the authority of directly selecting the comfort mode or the sports mode. This system authority is applied to specific road surfaces. For example, under some bumpy road conditions, in the adaptive mode, the initial state is the sports mode, and it will actively switch to the comfort mode on an open bumpy road. However, if the user selects the sports mode, the system will not switch under normal bumpy conditions. Moreover, the comfort mode, sports mode and adaptive mode are all realized by the first shock absorber 4 and the second shock absorber 6.

[0116] According to some embodiments of the present invention, based on the target operating mode of the vehicle seat, the operation of the first shock absorber 4 and the second shock absorber 6 is controlled, including: if the target operating mode is the locking mode, the damping coefficient of the first shock absorber 4 is the maximum value, and the second shock absorber 6 is in a locked state.

[0117] When there is no passenger on the vehicle seat, the damping coefficient of the first shock absorber 4 is at its maximum value, and the second shock absorber 6 of the backrest 3 is in a locked state, that is, the entire vehicle seat is equivalent to adding a set of passive vibration isolation system and two reinforcing rib structures of the backrest 3, which have a limiting effect on the six degrees of freedom of the backrest 3 and can greatly increase the overall mode of the vehicle seat and its backrest 3, so it can effectively reduce the vibration phenomenon of the vehicle seat and the backrest 3.

[0118] According to some embodiments of the present invention, the control method further includes: when the vehicle is in an emergency or sudden state, automatically switching the current vehicle seat control mode to a sports mode.

[0119] With this setting, when an emergency or unexpected situation occurs during vehicle driving (such as emergency avoidance), the current working mode will be automatically changed to sports mode to ensure driving safety. That is, regardless of whether the current working mode is in comfort mode or adaptive mode, it will switch to sports mode.

[0120] According to some embodiments of the present invention, when the vehicle is in an emergency or sudden state, the current vehicle seat control mode is automatically switched to the sports mode, including: using three types of thresholds to determine whether the vehicle's body electronic stability system is involved. If it is involved, it means that the vehicle is in an emergency or sudden state, and the vehicle seat is switched to the sports mode.

[0121] Among them, the third-class threshold is at the highest level in priority compared with the second-class threshold and the first-class threshold.

[0122] With this setting, three types of thresholds are used to determine whether the electronic stability system of the vehicle body is involved. If it is determined to be involved, it means that the vehicle is in an emergency state. At this time, no matter what working mode the vehicle seat is in, it will immediately switch to sports mode to provide the seat support required by the user.

[0123] Therefore, the control method for adaptive adjustment of the vehicle seat can simultaneously realize active control of the seat cushion 2 and the backrest 3, including support and vibration reduction functions, and this active control also has the advantages of multi-mode and adaptiveness.

[0124] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0125] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0126] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle seat, characterized in that: include: Base plate; A seat cushion, the seat cushion being arranged above the bottom plate; A backrest, the backrest being movably connected to the seat cushion and rotatable relative to the seat cushion; The seat cushion support vibration reduction unit comprises: a first vibration reduction device installed between the bottom plate and the seat cushion and supporting the seat cushion; The backrest support vibration reduction unit comprises: at least two second vibration reducers, one end of at least two of the second vibration reducers are respectively movably connected to the rear end of the backrest, the other end of at least two of the second vibration reducers are respectively movably connected to the bottom plate, and any one of the second vibration reducers forms an angle with the center line of the backrest in the up-down direction.

2. The vehicle seat according to claim 1, characterized in that One ends of the two second vibration absorbers are close to each other and the other ends of the two second vibration absorbers are far away from each other.

3. The vehicle seat according to claim 1, characterized in that The two second shock absorbers are symmetrically arranged about a center line of the backrest in the up-down direction.

4. The vehicle seat according to claim 1, characterized in that The second vibration absorber comprises: Cylinder; A support column, one end of which is rotatably disposed in the cylinder and is retractable relative to the cylinder, and the other end of which is formed with a first mounting hole for connecting with the backrest; The first bracket is rotatably connected to an end of the cylinder away from the support column, and a second mounting hole for connecting with the base plate is formed on the first bracket.

5. The vehicle seat according to claim 1, characterized in that The axis direction of the connection point between the second shock absorber and the backrest extends in the left-right direction; and / or, An axial direction of a connection point between the second vibration absorber and the bottom plate extends in the left-right direction.

6. The vehicle seat according to claim 1, characterized in that The backrest support vibration reduction unit also includes: A backrest fixing plate, mounted on the rear end of the backrest and having two third mounting holes formed on the backrest fixing plate, each of the third mounting holes being hingedly connected to one end of the second shock absorber via a first connecting member; At least two second brackets are respectively mounted on the rear ends of the base plate. A fourth mounting hole is formed on the second bracket. The fourth mounting hole is hingedly connected to the other end of the second shock absorber through a second connecting member.

7. The vehicle seat according to claim 6, characterized in that The backrest fixing plate comprises: Main board department; At least two rib plate parts, at least two of the rib plate parts are connected to the lower end of the main plate part, the rib plate parts are inclined with respect to the center line of the backrest along the up-down direction, and the third mounting hole is formed on each of the rib plate parts.

8. The vehicle seat according to claim 1, characterized in that The seat cushion support and vibration reduction unit further includes: a frame installed between the bottom plate and the seat cushion and supporting the seat cushion, one end of the first vibration absorber is connected to the bottom plate and the other end is connected to the frame.

9. The vehicle seat according to claim 8, characterized in that The frame comprises: At least two groups of four-bar linkages are arranged side by side in the left-right direction, and the multiple hinge points of the at least two groups of four-bar linkages correspond to each other. A linkage shaft is connected between two corresponding hinge points on the two groups of four-bar linkages, and two fixed hinge points of each group of four-bar linkages are connected to the bottom plate and two movable hinge points are connected to the seat cushion; Two support frames, at least two groups of the four-bar linkage are connected to the base plate through one support frame, and at least two groups of the four-bar linkage are connected to the seat cushion through another support frame; wherein, The two movable hinge points of each group of the four-bar linkage are connected to one support frame via a linkage shaft, and the two fixed hinge points are connected to another support frame via another linkage shaft; One end of the first shock absorber is connected to the four-bar linkage and the other end is connected to the base plate.

10. The vehicle seat according to claim 9, characterized in that The cross-sectional shape of the support frame in a plane perpendicular to the left-right direction is a triangle.

11. The vehicle seat according to claim 9, characterized in that The two support frames are symmetrically arranged about the center of the plane where the four-bar linkage is located.

12. The vehicle seat according to claim 9, characterized in that The frame also includes: a support rib, which is arranged on the upper ends of at least two groups of the four-bar linkage mechanisms along the front-to-back direction, one end of the support rib is connected to the linkage shaft located at the front upper end of the four-bar linkage mechanism and the other end is connected to the linkage shaft located at the rear upper end of the four-bar linkage mechanism, one end of the first shock absorber is connected to the support rib and the other end is connected to the base plate.

13. The vehicle seat according to claim 12, characterized in that The support rib is provided with second adjustment holes arranged at intervals along the front-to-back direction, and the third connecting member passes through one end of the first shock absorber and is connected with the second adjustment hole.

14. The vehicle seat according to claim 12, characterized in that The frame also includes: A support plate, wherein the support plate is arranged at the lower end of at least two groups of the four-bar linkage mechanisms, the two ends of the support plate in the front-to-back direction are respectively connected to the two linkage shafts located at the lower end, the two ends of the support plate in the left-to-right direction are respectively connected to the left and right sides of the two groups of the four-bar linkage mechanisms, and the support plate is provided with an opening for the first shock absorber to pass through.

15. The vehicle seat according to claim 14, characterized in that The frame also includes: A limit block, the limit block is arranged on the upper surface of the support plate; A collision block is arranged on the lower surface of the supporting rib and is arranged opposite to the limiting block.

16. A vehicle, characterized in that: A vehicle seat comprising the vehicle seat described in any one of claims 1-15.

17. The vehicle according to claim 16, characterized in that Also includes: Suspension hydraulic system; A hydraulic energy storage device is respectively connected to the suspension hydraulic system, the first shock absorber and / or the second shock absorber.

18. A control method for adaptive adjustment of a vehicle seat, characterized in that: Used to control the vehicle seat according to any one of claims 1 to 15, the control method comprising: Acquiring a seating state of a vehicle seat, wherein the seating state includes whether there is a passenger seated; Acquire a vehicle seat control mode selected by a user, wherein the vehicle seat control mode includes at least one of the following: a comfort mode, a sport mode, an adaptive mode, and a locking mode; Determining a target operating mode corresponding to the vehicle seat based on the seating state and the vehicle seat control mode; Based on a target operating mode of the vehicle seat, operations of the first shock absorber and the second shock absorber are controlled.

19. The control method for adaptive adjustment of a vehicle seat according to claim 18, characterized in that: The determining of a target operating mode corresponding to the vehicle seat based on the seating state and the vehicle seat control mode includes: If the riding state is a state with passengers, and the vehicle seat control mode is any one of a comfort mode, a sport mode, and an adaptive mode, the corresponding control mode is determined as a target working mode; If the riding state is a state where a passenger is riding, and the vehicle seat control mode is not received, determining the adaptive mode as the target working mode; If the riding state information indicates that there is no passenger riding, the locking mode is determined as the target working mode.

20. The control method for adaptive adjustment of a vehicle seat according to claim 19, characterized in that: The controlling the operation of the first shock absorber and the second shock absorber based on the target operation mode of the vehicle seat includes: If the target working mode is the comfort mode or the sports mode, vehicle condition information and vehicle seat information are obtained in real time, wherein the vehicle condition information includes: road excitation parameters, vehicle speed parameters, and vehicle body posture parameters; the vehicle seat information includes: seat vibration parameters and backrest vibration parameters; Calculating and outputting a real-time damping coefficient of the first shock absorber and a real-time motion parameter of the second shock absorber based on the vehicle condition information and the vehicle seat information; Based on the real-time damping coefficient of the first shock absorber and the real-time motion parameter of the second shock absorber, using a type of threshold corresponding to the comfort mode or a type of threshold corresponding to the sport mode to determine whether the first shock absorber and the second shock absorber in the current target working mode are adjusted; The threshold value includes multiple closed-loop feedback parameters in vehicle condition information and vehicle seat information.

21. The control method for adaptive adjustment of a vehicle seat according to claim 19, characterized in that: The controlling the operation of the first shock absorber and the second shock absorber based on the target operation mode of the vehicle seat includes: If the target working mode is the adaptive mode, obtaining the front and rear position parameters and the backrest angle parameters of the vehicle seat, substituting the front and rear position parameters and the backrest angle parameters into the proportional factor for calculation, and determining the user's preference parameters; Based on the user's preference parameters, using the second type of thresholds corresponding to the adaptive mode to determine whether the current vehicle seat is in the first working mode of the comfort mode or the sports mode; Acquire vehicle condition information and vehicle seat information in real time, the vehicle condition information includes: road excitation parameters, vehicle speed parameters, vehicle body posture parameters; the vehicle seat information includes: seat vibration parameters, backrest vibration parameters; Based on the current first working mode, vehicle condition information and vehicle seat information, using the second type of thresholds corresponding to the adaptive mode to determine whether the first working mode needs to be switched to determine the second working mode; Based on the second working mode of the vehicle seat, determining whether the first shock absorber and the second shock absorber are adjusted by using a threshold value corresponding to the comfort mode or a threshold value corresponding to the sport mode; The threshold value includes multiple closed-loop feedback parameters in vehicle condition information and vehicle seat information.

22. The control method for adaptive adjustment of a vehicle seat according to claim 19, characterized in that: The controlling the operation of the driving member, the first shock absorber, and the second shock absorber based on the target operation mode of the vehicle seat includes: If the target operating mode is the locking mode, the damping coefficient of the first shock absorber is a maximum value, and the second shock absorber is in a locked state.

23. The control method for adaptive adjustment of a vehicle seat according to claim 18, characterized in that: The control method further comprises: When the vehicle is in an emergency or sudden state, the current vehicle seat control mode is automatically switched to sports mode.

24. The control method for adaptive adjustment of a vehicle seat according to claim 23, characterized in that: When the vehicle is in an emergency or sudden state, the current vehicle seat control mode is automatically switched to a sports mode, including: Three types of thresholds are used to determine whether the vehicle's electronic stability system is involved. If it is involved, it means that the vehicle is in an emergency or sudden state, and the vehicle seat will be switched to sports mode.

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