Seat posture control method and device, vehicle, storage medium and program product

Abstract

The invention discloses a seat posture control method and device, a vehicle, a storage medium and a program product, relates to the technical field of vehicles, and aims to solve the problem that a driver cannot timely and accurately sense vehicle yaw. The method comprises the steps that in the transverse movement process of a vehicle, the yaw velocity error ratio of the vehicle is obtained; performing a seat pre-compensation rotation operation based on the yaw velocity error ratio; the seat pre-compensation rotation operation is used for controlling the seat to rotate around the vertical direction so as to simulate the yawing posture of the vehicle body.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a seat posture control method, device, vehicle, storage medium and program product. Background Art

[0002] During driving, the vehicle may become unstable due to road conditions, driving behavior or vehicle failure. Especially when the vehicle is turning, the lateral movement of the vehicle may cause insufficient tire grip, resulting in understeer, oversteer and yaw instability, which may cause the vehicle to skid or even roll over.

[0003] When the vehicle is in an unstable state, the rear axle may sway. Since the vehicle has a certain mass and inertia, when the rear axle starts to sway, it takes a certain amount of time for the perception of sway to be transmitted to the cab. This delay may affect the driver's immediate perception of the vehicle status, which is not conducive to improving the vehicle's handling performance. Especially in high-speed driving or emergency situations, it may lead to untimely response and increase the risk of vehicle skidding. Summary of the invention

[0004] The object of the present invention is to provide a seat posture control method, device, vehicle, storage medium and program product, aiming to solve the problem that the driver cannot accurately perceive the vehicle's sway in a timely manner.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, the present application provides a seat posture control method, comprising: obtaining the yaw angular velocity error ratio of the vehicle during the lateral movement of the vehicle; performing a seat pre-compensation rotation operation based on the yaw angular velocity error ratio; the seat pre-compensation rotation operation is used to control the seat to rotate vertically to simulate the yaw posture of the vehicle body.

[0007] The seat posture control method provided in the embodiment of the present application can control the seat to rotate vertically based on the yaw angular velocity error ratio during the lateral movement of the vehicle to simulate the yaw posture of the vehicle body. This enables the driver to timely and accurately perceive the yaw posture of the vehicle body when the vehicle body yaws, improves the driver's instant perception of the vehicle's driving state and the accuracy of the vehicle's lateral amplitude perception, and can not only optimize the vehicle's handling performance, but also reduce the risk of vehicle skidding and rollover, and improve the safety of the vehicle.

[0008] In some embodiments, the seat precompensation rotation operation includes a first precompensation rotation operation and a second precompensation rotation operation; wherein the first precompensation rotation operation and the second precompensation rotation operation use different rotation angle change functions.

[0009] In some embodiments, performing a seat pre-compensation rotation operation based on the yaw rate error ratio includes: performing a first pre-compensation rotation operation when an absolute value of the yaw rate error ratio is greater than a first threshold and less than or equal to a second threshold.

[0010] In some embodiments, the first pre-compensation rotation operation is to control the seat to rotate vertically based on an angular velocity indicated by a first angle change function until the seat angle reaches a maximum seat angle; wherein the first angle change function is a linear function determined based on the vehicle's yaw angular velocity error value and yaw angular velocity error ratio.

[0011] In some embodiments, performing a seat pre-compensation rotation operation based on the yaw rate error ratio includes: performing a second pre-compensation rotation operation when an absolute value of the yaw rate error ratio is greater than a second threshold.

[0012] In some embodiments, the second pre-compensation rotation operation is to control the seat to rotate vertically at an angular velocity indicated by a second angle change function until the seat angle reaches a correction value of the maximum seat angle; wherein the second angle change function is a convex function determined based on the first angle change function and the center of mass sideslip angle change rate; and the first angle change function is a linear function determined based on the vehicle's yaw angular velocity error value and yaw angular velocity error ratio.

[0013] In some embodiments, the correction value of the maximum seat angle is determined based on the maximum seat angle and the sideslip angle of the center of mass.

[0014] In some embodiments, the maximum seat angle is determined based on the vehicle's cab width and the driver's body characteristics.

[0015] In some embodiments, the driver's body shape characteristic includes the driver's thigh length when in a sitting position.

[0016] In some embodiments, the driver's thigh length in a sitting position is estimated based on the seat position and the seat load.

[0017] In some embodiments, performing a seat pre-compensation rotation operation based on a yaw rate error ratio includes: acquiring a steering gradient of the vehicle; and performing a seat pre-compensation rotation operation based on the yaw rate error ratio when the steering gradient is greater than a third threshold.

[0018] In some embodiments, the steering gradient is determined based on the front and rear wheel loads and the front and rear wheel cornering stiffnesses of the vehicle.

[0019] In some embodiments, performing a seat pre-compensation rotation operation based on the yaw rate error ratio includes: performing the seat pre-compensation rotation operation based on the yaw rate error ratio when the seat is in an active state.

[0020] In some embodiments, the method further includes: if it is determined that there is a risk of instability of the vehicle, adjusting the seat from a locked state to an active state.

[0021] In some embodiments, determining whether a vehicle is at risk of instability includes: inputting the vehicle's current speed and steering wheel angle into a risk assessment function to obtain assessment values ​​of the vehicle's lateral and longitudinal accelerations; wherein the risk assessment function is used to reflect the correlation between the vehicle speed and the steering wheel angle, and the vehicle's lateral and longitudinal accelerations; and determining that the vehicle is at risk of instability when the assessment values ​​of the vehicle's lateral and longitudinal accelerations are greater than or equal to the maximum permitted lateral and longitudinal accelerations.

[0022] In some embodiments, after performing a seat pre-compensation rotation operation based on the yaw rate error ratio, the method further includes: obtaining a steering gradient of the vehicle; when the steering gradient is less than or equal to a third threshold, performing a seat angle recovery operation; the seat angle recovery operation is used to control the seat rotation.

[0023] In some embodiments, performing a seat angle recovery operation includes: obtaining a steering wheel angle change rate of the vehicle; and performing a seat angle recovery operation based on the steering wheel angle change rate of the vehicle.

[0024] In some embodiments, a seat angle recovery operation is performed based on the steering wheel angle change rate of the vehicle, including: when the steering wheel angle change rate is less than or equal to a fourth threshold, performing a first seat angle recovery operation; when the steering wheel angle change rate is greater than the fourth threshold, performing a second seat angle recovery operation.

[0025] In some embodiments, the first seat rotation angle recovery operation is to control the seat to rotate vertically based on a preset angular velocity until the seat rotation angle returns to zero.

[0026] In some embodiments, the second seat angle recovery operation is to control the seat to rotate vertically based on a corrected angular velocity, indicating that the seat angle is returned to zero; wherein the corrected angular velocity is determined based on a preset angular velocity and a reference yaw angular velocity correction amount.

[0027] In some embodiments, after performing a seat pre-compensation rotation operation based on the yaw angular velocity error ratio, the method also includes: obtaining a steering gradient of the vehicle; when the steering gradient is greater than a third threshold, detecting a current angle of the seat; when the current angle of the seat reaches a maximum seat angle, detecting whether the steering wheel angle change rate of the vehicle is less than or equal to a fourth threshold; when the steering wheel angle change rate of the vehicle is less than or equal to the fourth threshold, maintaining the seat angle at the maximum seat angle; when the steering wheel angle change rate of the vehicle is greater than the fourth threshold, triggering an instability rescue operation.

[0028] In some embodiments, after performing a seat pre-compensation rotation operation based on the yaw rate error ratio, the method also includes: obtaining a steering gradient of the vehicle; when the steering gradient is greater than a third threshold, detecting a current angle of the seat; when the current angle of the seat has not reached a maximum seat angle, obtaining a yaw rate error ratio of the vehicle; determining a third angle change function based on the yaw rate error ratio of the vehicle; and controlling the seat to rotate vertically based on the angular velocity indicated by the third angle change function until the seat angle reaches a maximum seat angle.

[0029] In some embodiments, obtaining a yaw rate error ratio of a vehicle includes: determining a desired yaw rate of the vehicle based on geometric parameters of the vehicle, a vehicle speed, and a steering wheel angle; and determining a yaw rate error ratio of the vehicle based on the desired yaw rate and an actual yaw rate of the vehicle.

[0030] In a second aspect, the present application provides an electronic device, comprising: a processor and a memory; the memory stores instructions executable by the processor; when the processor is configured to execute the instructions, the electronic device implements the method of the first aspect above.

[0031] In a third aspect, the present application provides a vehicle, which includes the electronic device as described in the fourth aspect above.

[0032] In a fourth aspect, the present application provides a computer-readable storage medium, which includes: computer software instructions; when the computer software instructions are executed in an electronic device, the electronic device implements the method of the first aspect above.

[0033] In a fifth aspect, the present application provides a computer program product, which includes a computer program; when the computer program runs in an electronic device, the electronic device implements the method of the first aspect.

[0034] The beneficial effects of the second to fifth aspects mentioned above refer to the corresponding description of the first aspect and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0036] Figure 1 A schematic diagram of an application environment of a seat posture control method provided in this application;

[0037] Figure 2A flowchart of a seat posture control method provided in this application;

[0038] Figure 3 A flowchart of another seat posture control method provided in this application;

[0039] Figure 4 A flowchart of another seat posture control method provided by the present application;

[0040] Figure 5 A flowchart of another seat posture control method provided by the present application;

[0041] Figure 6 A flowchart of another seat posture control method provided by the present application;

[0042] Figure 7 A schematic diagram of a first rotation angle change function and a second rotation angle change function of a seat posture control method provided in the present application;

[0043] Figure 8 A flowchart of another seat posture control method provided by the present application;

[0044] Fig. 9 A schematic diagram of the structure of an electronic device provided in this application.

[0045] Reference numerals: sensing device (110), control device (120), execution device (130). DETAILED DESCRIPTION

[0046] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0047] In the description of this application, it should be understood that the terms "upper", "lower", "left", "right", "front", "back", "inside", "outside", etc. indicate directions or positional relationships based on the directions or relative positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on this application. Unless otherwise specified, the above-mentioned directional description can be flexibly set in the process of actual application under the condition that the relative positional relationship shown in the accompanying drawings is met.

[0048] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0049] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. It can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0050] In the present application, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, article or device including the element.

[0051] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0052] The term "and / or" in this article is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0053] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0054] During driving, the vehicle may become unstable due to road conditions, driving behavior or vehicle failure. Especially when the vehicle is turning, the lateral movement of the vehicle may cause insufficient tire grip, resulting in understeer, oversteer and yaw instability, which may cause the vehicle to skid or even roll over.

[0055] When the vehicle is in an unstable state, the rear axle may sway. Since the vehicle has a certain mass and inertia, when the rear axle starts to sway, it takes a certain amount of time for the perception of sway to be transmitted to the cab. This delay may affect the driver's immediate perception of the vehicle status, which is not conducive to improving the vehicle's handling performance. Especially in high-speed driving or emergency situations, it may lead to untimely response and increase the risk of vehicle skidding.

[0056] In view of the above technical problems, the present application provides a seat posture control method, the idea of ​​which is to control the seat to rotate vertically based on the yaw angular velocity error ratio during the lateral movement of the vehicle to simulate the yaw posture of the vehicle body. This enables the driver to perceive the yaw posture of the vehicle body in a timely and accurate manner when the vehicle body yaws, improves the driver's instant perception of the vehicle's driving state and the accuracy of the vehicle's lateral amplitude perception, which can not only optimize the vehicle's handling performance, but also reduce the risk of vehicle skidding and rollover and improve the safety of the vehicle.

[0057] The embodiments provided in this application are described in detail below in conjunction with the accompanying drawings.

[0058] The seat posture control method provided in this application can be applied to Figure 1 In the application environment shown. Figure 1 As shown, the application environment includes: a sensing device 110 , a control device 120 and an execution device 130 .

[0059] In some embodiments, the sensor device 110 may be used to measure sensor information of the vehicle.

[0060] Exemplarily, the sensing device 110 may be used to measure vehicle speed. For example, the sensing device 110 may be a vehicle speed sensor.

[0061] Exemplarily, the sensor device 110 may be used to measure a steering wheel angle. For example, the sensor device 110 may be a steering angle sensor.

[0062] Exemplarily, the sensor device 110 may be used to measure the angular velocity of the vehicle. For example, the sensor device 110 may be an angular velocity sensor.

[0063] Exemplarily, the sensor device 110 may be used to measure and record the current seat position. For example, the sensor device 110 may be a seat position sensor.

[0064] For example, the sensing device 110 may be used to measure a seat load. For example, the sensing device 110 may be a seat load sensor.

[0065] Exemplarily, the sensing device 110 may be used to measure the acceleration of the vehicle, including the lateral acceleration and longitudinal acceleration of the vehicle. For example, the sensing device 110 may be an accelerometer.

[0066] For example, the sensor device 110 may be used to measure the rotation angle of a seat of the vehicle. For example, the sensor device 110 may be an angle sensor or a seat position sensor.

[0067] In some embodiments, the sensing device 110 may send the acquired sensing information to the control device 120 .

[0068] In some embodiments, the control device 120 is used to manage and control various functions of the vehicle. Specifically, the control device 120 can receive input signals from the sensor device 110, process the input signals based on the software algorithm built into the control device, and output instructions to various modules inside the vehicle to achieve control of different functions of the vehicle.

[0069] For example, the control device 120 may be an electronic control unit (ECU), or a vehicle central processing unit (CPU), an advanced driver assistance system (ADAS), a domain controller, a body control module (BCM), etc. This application does not limit the specific device form of the control device 120.

[0070] In some embodiments, the control device 120 can control the posture of the seat. For example, the control device 120 can send instructions to the execution device 130 to control the execution device 120 to adjust the posture of the seat.

[0071] For example, the control device 120 may be a seat control module (SCM) or a seat electronic control unit.

[0072] In some embodiments, the actuator 130 can be used to adjust the seat posture. Specifically, the actuator 130 can adjust the seat posture based on the instruction of the control device 120. Exemplarily, the actuator 130 can be a motor integrated inside the vehicle seat, and the motor drives a gear mechanism or a screw to adjust the seat posture.

[0073] It should be noted that Figure 1 This is only an example hardware implementation environment diagram. Figure 1 The number of devices included in the Figure 1In addition to the equipment shown, the vehicle may also include other equipment.

[0074] It should be noted that the system architecture described in the embodiments of the present application is for more clearly illustrating the technical solutions of the embodiments of the present application, and does not constitute a limitation on the technical solutions provided in the embodiments of the present application. A person of ordinary skill in the art can know that with the evolution of the system architecture, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0075] See also Figure 2 , is a flow chart of a seat posture control method provided by an embodiment of the present application. Figure 2 As shown, the seat posture control method provided in the present application can be implemented by the above-mentioned control device, and specifically includes the following steps S201 to S202.

[0076] S201. During the lateral movement of the vehicle, obtain a yaw rate error ratio of the vehicle.

[0077] Lateral movement refers to the phenomenon that the vehicle moves laterally when the vehicle is turning, driving on slippery roads, or performing emergency avoidance or braking. The lateral movement of the vehicle is specifically manifested as the vehicle deviating from the expected driving path, sliding or swaying.

[0078] The yaw rate error ratio reflects the rate at which the difference between the desired yaw rate and the actual yaw rate of the vehicle changes over time.

[0079] In some embodiments, the above step S201 can be specifically implemented as the following steps S2011-S2012.

[0080] S2011. Determine a desired yaw rate of the vehicle based on geometric parameters of the vehicle, vehicle speed, and steering wheel angle.

[0081] In some embodiments, the desired yaw rate of the vehicle satisfies the following formula (1).

[0082]

[0083] Among them, ω des represents the desired yaw rate of the vehicle, V represents the vehicle speed, L represents the sum of the front wheelbase and the rear wheelbase of the vehicle, K represents the steering gradient of the vehicle, and δ represents the average front axle turning angle of the vehicle, which can be determined based on the steering wheel angle. For example, the average front axle turning angle of the vehicle can be determined based on the steering wheel angle of the vehicle and the design steering ratio of the vehicle.

[0084] In some embodiments, the steering gradient of the vehicle is determined based on the front and rear wheel loads and the front and rear wheel cornering stiffnesses of the vehicle.

[0085] For example, the front and rear wheel loads of the vehicle may be determined based on the vehicle's geometric parameters, vehicle speed, and steering wheel angle.

[0086] For example, the front and rear wheel loads of the vehicle satisfy the following formula (2).

[0087]

[0088] Among them, F zf Indicates the front wheel load of the vehicle, F zr represents the rear wheel load of the vehicle, m represents the weight of the vehicle, g represents the acceleration of gravity, a represents the front wheelbase of the vehicle, b represents the rear wheelbase of the vehicle, L represents the sum of the front and rear wheelbases, and a x represents the longitudinal acceleration of the vehicle, which can be determined based on the vehicle speed and steering wheel angle, and h represents the height of the vehicle's center of mass.

[0089] The steering gradient of the vehicle satisfies the following formula (3).

[0090]

[0091] Where K represents the steering gradient of the vehicle, F zf Indicates the front wheel load of the vehicle, F zr Represents the rear wheel load of the vehicle, K f Indicates the front wheel cornering stiffness of the vehicle, K r Indicates the rear wheel cornering stiffness of the vehicle.

[0092] It should be noted that when the steering gradient of the vehicle is a positive number, the vehicle tends to understeer; and when the steering gradient of the vehicle is a negative number, the vehicle tends to oversteer.

[0093] S2012: Determine a yaw rate error ratio of the vehicle based on the desired yaw rate and the actual yaw rate of the vehicle.

[0094] In some embodiments, a yaw rate error ratio for the vehicle is determined by a rate at which a difference between a desired yaw rate and an actual yaw rate of the vehicle changes over time.

[0095] Exemplarily, the yaw rate error ratio of the vehicle satisfies the following formula (4).

[0096]

[0097] Among them, γ ω represents the vehicle’s yaw rate error ratio, ω represents the vehicle’s actual yaw rate, ω des represents the desired yaw rate of the vehicle, and t represents time.

[0098] In some embodiments, the actual yaw rate of the vehicle may be acquired based on an angular rate sensor.

[0099] In some embodiments, the yaw rate error ratio may be calculated by a processor, and the step S201 may be implemented as follows: receiving the yaw rate error ratio of the vehicle sent by the processor.

[0100] S202: Execute a seat pre-compensation rotation operation based on the yaw rate error ratio.

[0101] Among them, the seat pre-compensation rotation operation is used to control the seat to rotate vertically to simulate the yaw posture of the vehicle body.

[0102] It should be noted that when the vehicle's steering gradient is a positive number, the vehicle tends to understeer, and the seat needs to be controlled to rotate toward the outside of the curve when performing a pre-compensation turning operation; when the vehicle's steering gradient is a negative number, the vehicle tends to oversteer, and the seat needs to be controlled to rotate toward the inside of the curve when performing a pre-compensation turning operation.

[0103] In some embodiments, the seat precompensation rotation operation includes a first precompensation rotation operation and a second precompensation rotation operation; wherein the first precompensation rotation operation and the second precompensation rotation operation use different rotation angle change functions.

[0104] In some embodiments, the above step S202 can be specifically implemented as the following steps S2021-S2022.

[0105] S2021: When the absolute value of the yaw rate error ratio is greater than a first threshold and less than or equal to a second threshold, perform a first pre-compensation rotation operation.

[0106] In some embodiments, the first pre-compensation rotation operation is to control the seat to rotate around the vertical direction based on the angular velocity indicated by the first rotation angle change function until the rotation angle of the seat reaches a maximum seat rotation angle.

[0107] The first turning angle variation function is a linear function determined based on a yaw rate error value and a yaw rate error ratio of the vehicle, and the yaw rate error ratio is a differential of the yaw rate error of the vehicle with respect to time.

[0108] Exemplarily, the first turning angle change function can be obtained based on proportional-derivative (PD) control of the yaw rate error of the vehicle, wherein the yaw rate error of the vehicle is the difference between the desired yaw rate of the vehicle and the actual yaw rate of the vehicle, and the proportional gain k used when the PD control is performed on the yaw rate error of the vehicle is p and the differential gain k dIt can be determined based on a calibration test of the vehicle.

[0109] For example, the first rotation angle variation function satisfies the following formula (5).

[0110]

[0111] in, represents the first rotation angle change function, which is the function of the seat angle changing with time, ω-ω des represents the vehicle’s yaw rate error, k p represents the proportional gain of the vehicle's yaw rate error, d(ω-ω des ) / dt represents the differential of the vehicle's yaw rate error with respect to time, that is, the vehicle's yaw rate error ratio, k d represents the differential gain of the vehicle's yaw rate error, and t represents time.

[0112] It should be noted that the absolute value of the vehicle's yaw rate error ratio is greater than the first threshold and less than or equal to the second threshold, indicating that the vehicle is in a state close to steady-state steering. Therefore, controlling the seat to rotate around the vertical direction based on the angular velocity indicated by the first turning angle change function can accurately simulate the vehicle's yaw posture when the vehicle is in a state close to steady-state steering, thereby improving the accuracy of the driver's instant perception of the vehicle's driving state.

[0113] In some embodiments, the maximum seat angle is determined based on the vehicle's cab width and the driver's body characteristics.

[0114] Exemplarily, the driver's body shape feature includes the driver's thigh length when the driver is in a sitting state, and the driver's thigh length when the driver is in a sitting state is estimated based on the seat position and the seat load.

[0115] For example, the current seat position, including the fore-and-aft sliding distance, up-and-down height, and backrest tilt angle of the seat, can be obtained based on the seat position sensor; the current seat load can be obtained based on the seat load sensor; and the thigh length of the driver in a sitting state can be determined based on the seat position and seat load.

[0116] Exemplarily, the maximum value of the seat rotation angle satisfies the following formula (6).

[0117]

[0118] Among them, Φ max It represents the maximum rotation angle of the seat, b0 represents the width of the cab of the vehicle, and l0 represents the length of the thigh of the driver in a sitting position.

[0119] In some embodiments, in order to make the maximum seat angle determined based on the vehicle's cab width and the driver's body characteristics more accurate and improve the driver's driving experience, a cab correction coefficient can be introduced when determining the maximum seat angle. The cab correction coefficient can be determined based on actual vehicle tests conducted on the vehicle.

[0120] Exemplarily, the maximum value of the seat rotation angle satisfies the following formula (7).

[0121]

[0122] Among them, Φ max It represents the maximum seat rotation angle, k0 represents the vehicle's cab correction coefficient, b0 represents the vehicle's cab width, and l0 represents the driver's thigh length when in a sitting position.

[0123] It is understandable that determining the maximum seat rotation angle based on the vehicle's cab width and the driver's body shape can effectively reduce the probability of the driver's legs colliding with the inside of the cab due to excessive seat rotation during the seat pre-compensation rotation operation. Being able to perform seat pre-compensation rotation operations differently based on the driver's body shape helps improve the vehicle driving experience.

[0124] S2022: When the absolute value of the yaw rate error ratio is greater than a second threshold, perform a second pre-compensation rotation operation.

[0125] In some embodiments, the second pre-compensation rotation operation is to control the seat to rotate vertically at an angular velocity indicated by the second rotation angle variation function until the rotation angle of the seat reaches a correction value of the maximum rotation angle of the seat.

[0126] The second turning angle change function is a convex function determined based on the first turning angle change function and the center of mass sideslip angle change rate; the first turning angle change function is a linear function determined based on the yaw rate error value and the yaw rate error ratio of the vehicle.

[0127] Exemplarily, the second rotation angle change function satisfies the following formula (8).

[0128]

[0129] in, represents the second rotation angle change function, which is the function of the seat rotation angle changing with time. represents the first rotation angle change function, The above formula (5) is satisfied, t represents time, β represents the sideslip angle of the center of mass, dβ / dt represents the differential of the sideslip angle of the center of mass with respect to time, that is, the rate of change of the sideslip angle of the center of mass, k2 is a correction parameter of the rate of change of the sideslip angle of the center of mass, A, B, C, and D are curve shape parameters of the second turning angle change function, which can be obtained by conducting a calibration experiment on the vehicle.

[0130] It should be noted that the absolute value of the vehicle's yaw rate error ratio is greater than the second threshold, indicating that the vehicle is in a state close to an unstable turning state. Therefore, controlling the seat to rotate about the vertical direction based on the angular velocity indicated by the second turning angle change function can increase the angular velocity of the seat rotation when the vehicle is in a state close to an unstable turning state, accurately simulate the vehicle's yaw posture, and improve the accuracy of the driver's instant perception of the vehicle's driving state.

[0131] In some embodiments, the vehicle's center of mass sideslip angle may be determined based on the vehicle's front and rear wheel loads, geometry, vehicle speed, and steering wheel angle.

[0132] Exemplarily, the vehicle's center of mass sideslip angle satisfies the following formula (9).

[0133]

[0134] Among them, β represents the side slip angle of the vehicle's center of mass; m represents the weight of the vehicle; a y represents the lateral acceleration of the vehicle, which can be determined based on the vehicle speed and steering wheel angle; K r Indicates the rear wheel cornering stiffness of the vehicle; c y is the load distribution coefficient, c y It represents the proportion of the vehicle's rear wheel load to the sum of the front and rear wheel loads, that is, c y =F zr / (F zr +F zf ), F zr Indicates the rear wheel load of the vehicle, F zf Indicates the front wheel load of the vehicle, F zr and F zf The above formula (2) is satisfied; cx represents the known characteristic parameter of the tire test bench, which can be determined based on the tire test bench experiment; a represents the front wheelbase of the vehicle, b represents the rear wheelbase of the vehicle; V represents the vehicle speed; δ represents the average steering angle of the front axle of the vehicle, which can be determined based on the steering wheel angle.

[0135] In some embodiments, the correction value of the maximum seat angle is determined based on the maximum seat angle and the sideslip angle of the center of mass.

[0136] Exemplarily, the correction value of the maximum seat rotation angle satisfies the following formula (10).

[0137] Φ=Φmax +k1β formula (10)

[0138] Where, Φ represents the correction value of the maximum seat rotation angle; Φ max Indicates the maximum seat rotation angle, Φ max Satisfies the above formula (6), or Φ max The above formula (7) is satisfied; k1 represents a preset proportional parameter; β represents the vehicle center of mass sideslip angle.

[0139] It can be understood that when executing the second pre-compensation rotation operation, the seat is controlled to rotate until the seat angle reaches the correction value of the maximum seat angle. When the vehicle is in a state close to unstable steering, the seat has a larger rotation range, which can more accurately simulate the vehicle's yaw posture and improve the accuracy of the driver's real-time perception of the vehicle's driving status.

[0140] It should be noted that the yaw rate error ratio of the vehicle reflects the degree of the vehicle's yaw. When the yaw rate error ratio of the vehicle is large, the dynamic stability of the vehicle is poor. Therefore, by controlling the seat to rotate vertically at different angular velocities based on different yaw rate error ratios, the seat can be controlled to simulate the yaw posture of the vehicle based on the dynamic stability of the vehicle, thereby improving the accuracy of the driver's instant perception of the vehicle's driving status, which can not only optimize the vehicle's handling performance, but also improve the vehicle's safety.

[0141] In some embodiments, the above step S202 may be implemented by dividing the yaw rate error ratio into a plurality of intervals, and performing the seat pre-compensation rotation operation based on the interval in which the yaw rate error ratio is located.

[0142] Exemplarily, based on the vehicle calibration test, multiple yaw rate error ratio intervals can be divided to determine the parameters k1, k2, A, B, C, and D corresponding to each interval, and each group of parameter angle change functions can be determined based on the first angle change function and the center of mass sideslip angle change rate and parameters.

[0143] If the vehicle's yaw rate error ratio is in the nth interval corresponding to the nth group of parameters, the nth angle change function corresponding to the nth interval can be determined based on formula (8), and the seat can be controlled to rotate vertically based on the angular velocity indicated by the nth angle change function until the seat angle reaches the correction value of the maximum seat angle.

[0144] A seat angle input mapping diagram can be formed within a different yaw rate error ratio range corresponding to each set of parameters, which is used to instruct the seat to rotate vertically within different yaw rate error ratio ranges at the angular velocity indicated by the seat angle input mapping diagram, thereby reducing sudden changes in seat angle caused by switching input functions, achieving more stable seat angle control, and improving vehicle driving experience.

[0145] In some embodiments, it is necessary to determine whether to perform the seat pre-compensation rotation operation based on the relationship between the steering gradient of the vehicle and the third threshold. Figure 3 As shown, the above step S202 can be specifically implemented as the following S301-S302.

[0146] S301. Obtain a steering gradient of the vehicle.

[0147] In some embodiments, the front and rear wheel loads of the vehicle may be determined based on the vehicle's geometric parameters, vehicle speed, and steering wheel angle, and the vehicle's steering gradient may be determined based on the front and rear wheel loads and front and rear wheel cornering stiffnesses.

[0148] Exemplarily, the steering gradient of the vehicle may be determined based on the above formula (2) and formula (3).

[0149] S302: When the steering gradient is greater than a third threshold, perform a seat pre-compensation rotation operation based on the yaw rate error ratio.

[0150] It should be noted that the steering gradient reflects the stability of the vehicle during steering operation. Therefore, when the steering gradient is greater than the third threshold, the seat pre-compensation rotation operation is performed, and when the stability of the vehicle steering operation is poor, the seat can be controlled to simulate the yaw posture of the vehicle. This can prevent the seat pre-compensation rotation operation from interfering too much with the driver's operation and improve the vehicle operation experience.

[0151] In some embodiments, the above step S202 may be specifically implemented as follows: when the seat is in an active state, performing a seat pre-compensation rotation operation based on the yaw angular velocity error ratio.

[0152] Therefore, before executing the above step S202, the seat posture control method provided by the present application also includes the following step S401.

[0153] S401. When it is determined that the vehicle is at risk of instability, adjust the seat from a locked state to an active state.

[0154] In some embodiments, after the seat is adjusted from a locked state to an active state, the seat can be rotated based on the command of the control device.

[0155] In some embodiments, Figure 4 As shown, determining that the vehicle is at risk of instability can be specifically implemented as the following steps S4011-S4012.

[0156] S4011. Input the current speed and steering wheel angle of the vehicle into the risk assessment function to obtain assessment values ​​of the lateral and longitudinal accelerations of the vehicle.

[0157] Among them, the risk assessment function is used to reflect the correlation between the vehicle speed and steering wheel angle and the lateral and longitudinal acceleration of the vehicle.

[0158] S4012: When the evaluation values ​​of the lateral and longitudinal accelerations of the vehicle are greater than or equal to the maximum permitted lateral and longitudinal accelerations, it is determined that the vehicle is at risk of instability.

[0159] In some embodiments, the vehicle speed and steering wheel angle are substituted into the risk assessment function to obtain evaluation values ​​of the vehicle's lateral and longitudinal acceleration. If the evaluation values ​​are not within the vehicle's stable handling range, the vehicle is at risk of instability. The vehicle's stable handling range is used to limit the vehicle's maximum allowable lateral and longitudinal acceleration, which can be determined based on actual testing of the vehicle.

[0160] For example, multiple longitudinal acceleration-lateral acceleration diagrams of the vehicle model can be determined based on actual vehicle testing, and the multiple longitudinal acceleration-lateral acceleration diagrams are enveloping in the acceleration domain to obtain the vehicle's stable handling range G(a xmax ,a ymax ), where a xmax and a ymax The maximum permissible safe lateral and longitudinal acceleration is preset.

[0161] In some embodiments, an acceleration safety factor may be introduced to improve the accuracy of the stable maneuvering range. For example, the stable maneuvering range determined based on actual vehicle testing is G(c1a xmax ,c2a ymax ), where c1 is the longitudinal acceleration safety factor obtained from the test, c2 is the lateral acceleration safety factor obtained from the test, and a xmax and a ymax The maximum permissible safe longitudinal and lateral acceleration is preset.

[0162] It can be understood that by assessing whether the vehicle is at risk of instability based on the vehicle's current speed and steering wheel angle, and adjusting the seat from a locked state to an active state when the vehicle is at risk of instability, the reaction time of subsequent seat pre-compensation rotation operations can be reduced, thereby improving the efficiency of the seat pre-compensation rotation operations.

[0163] In some embodiments, after the above step S202, the seat posture control method provided by the present application further includes executing a seat angle recovery operation, and the seat angle recovery operation is used to control the seat rotation.

[0164] For example, Figure 5 As shown, the seat posture control method provided by the present application also includes the following steps S501-S502.

[0165] S501: Obtain a steering gradient of the vehicle.

[0166] In some embodiments, the front and rear wheel loads of the vehicle may be determined based on the vehicle's geometric parameters, vehicle speed, and steering wheel angle, and the vehicle's steering gradient may be determined based on the front and rear wheel loads and front and rear wheel cornering stiffnesses.

[0167] In some embodiments, the steering gradient may be calculated by a processor, and the step S501 may be implemented as: receiving the steering gradient sent by the processor.

[0168] S502: When the steering gradient is less than or equal to a third threshold, perform a seat angle recovery operation.

[0169] The seat rotation angle recovery operation is used to control the seat rotation.

[0170] In some embodiments, the seat angle recovery operation is performed, which can be specifically implemented as the following steps S5021-S5022.

[0171] S5021. Obtain the steering wheel angle change rate of the vehicle.

[0172] In some embodiments, the steering wheel angle may be acquired based on a steering angle sensor, and the steering wheel angle change rate may be determined based on the steering wheel angle.

[0173] S5022. Perform a seat angle recovery operation based on the steering wheel angle change rate of the vehicle.

[0174] It can be understood that after executing the seat pre-compensation rotation operation, the seat angle recovery operation is performed based on the steering wheel angle change rate of the vehicle. After sensing that the driver has adjusted the steering wheel angle to cope with the vehicle's yaw, the seat rotation can be controlled based on the driver's adjustment of the steering wheel, thereby improving the accuracy of the driver's real-time perception of the vehicle's driving status and optimizing the vehicle's handling performance.

[0175] In some embodiments, the above step S5022 includes the following steps A1-A2.

[0176] A1. When the steering wheel angle change rate is less than or equal to a fourth threshold, a first seat angle recovery operation is performed.

[0177] In some embodiments, the first seat rotation angle recovery operation is to control the seat to rotate vertically based on a preset angular velocity until the seat rotation angle returns to zero.

[0178] It should be noted that the steering wheel angle change rate is less than or equal to the fourth threshold, indicating that the driver adjusts the steering wheel angle at a low angular velocity to cope with the yaw of the vehicle. Executing the first seat angle recovery operation to rotate the seat at a preset angular velocity can improve the matching degree between the seat and the vehicle state, thereby improving the accuracy of the driver's instant perception of the vehicle's driving state.

[0179] A2. When the steering wheel angle change rate is greater than a fourth threshold, a second seat angle recovery operation is performed.

[0180] In some embodiments, the second seat angle recovery operation is to control the seat to rotate vertically based on a corrected angular velocity, indicating that the seat angle is returned to zero; wherein the corrected angular velocity is determined based on a preset angular velocity and a reference yaw angular velocity correction amount.

[0181] In some embodiments, the corrected angular velocity is a sum of a preset angular velocity and a reference yaw rate correction, wherein the reference yaw rate may be determined based on a yaw rate error value and a yaw rate error ratio of the vehicle.

[0182] Exemplarily, the reference yaw rate satisfies the following formula (11).

[0183]

[0184] Among them, ω ref represents the reference yaw rate, ω-ω des represents the vehicle’s yaw rate error, k p represents the proportional gain of the vehicle's yaw rate error, d(ω-ω des ) / dt represents the differential of the vehicle's yaw rate error with respect to time, that is, the vehicle's yaw rate error ratio, k d Represents the differential gain of the vehicle's yaw rate error.

[0185] It should be noted that the steering wheel angle change rate is greater than the fourth threshold, indicating that the driver adjusts the steering wheel angle at a relatively high angular velocity to cope with the yaw of the vehicle. The second seat angle recovery operation is performed to rotate the seat at an angular velocity greater than the preset angular velocity, which can improve the matching degree between the seat and the vehicle state, thereby improving the accuracy of the driver's instant perception of the vehicle's driving state.

[0186] In some embodiments, after the above step S202, the seat posture control method provided by the present application further includes the following steps B1-B5.

[0187] B1. Obtain the steering gradient of the vehicle.

[0188] In some embodiments, the front and rear wheel loads of the vehicle may be determined based on the vehicle's geometric parameters, vehicle speed, and steering wheel angle, and the vehicle's steering gradient may be determined based on the front and rear wheel loads and front and rear wheel cornering stiffnesses.

[0189] In some embodiments, the steering gradient may be calculated by a processor, and the step B1 may be implemented as follows: receiving the steering gradient sent by the processor.

[0190] B2. When the steering gradient is greater than a third threshold, detect the current steering angle of the seat.

[0191] In some embodiments, the current rotation angle of the seat may be acquired based on an angle sensor or a seat position sensor.

[0192] B3. When the current rotation angle of the seat reaches the maximum rotation angle of the seat, detect whether the steering wheel angle change rate of the vehicle is less than or equal to a fourth threshold value.

[0193] In some embodiments, the maximum value of the seat rotation angle satisfies the above formula (6), or the maximum value of the seat rotation angle satisfies the above formula (7).

[0194] In some embodiments, if the absolute value of the yaw rate error ratio of the vehicle is greater than the second threshold value when the seat pre-compensation rotation operation is performed, that is, when the seat pre-compensation rotation operation is performed, the seat is controlled to rotate around the vertical direction until the seat angle reaches the correction value of the maximum seat angle. Then the above step B3 can be implemented as follows: when the current seat angle reaches the correction value of the maximum seat angle, detecting whether the steering wheel angle change rate of the vehicle is less than or equal to the fourth threshold value. Wherein, the correction value of the maximum seat angle satisfies the above formula (10).

[0195] It should be noted that the steering wheel angle change rate of the vehicle is less than or equal to the fourth threshold value, which means that based on the yaw state of the current vehicle when turning, the driver has not made correct adjustments to the steering wheel to reduce the yaw degree of the vehicle.

[0196] B4. When the steering wheel angle change rate of the vehicle is less than or equal to a fourth threshold, maintaining the seat angle at a maximum seat angle.

[0197] In some embodiments, the steering wheel angle may be acquired based on a steering angle sensor, and the steering wheel angle change rate may be determined based on the steering wheel angle.

[0198] B5. When the steering wheel angle change rate of the vehicle is greater than a fourth threshold, triggering an instability rescue operation.

[0199] In some embodiments, the instability rescue operation can be implemented by controlling the seat to rotate vertically at the fastest angular velocity until the seat angle returns to zero. The fastest angular velocity refers to the maximum angular velocity that can be used when controlling the seat to move vertically, and the fastest angular velocity can be preset in the control device.

[0200] It should be noted that the steering gradient reflects the stability of the vehicle during steering operations. If the vehicle has poor stability during steering operations, and the seat pre-compensation rotation operation performed by the vehicle when turning has controlled the current angle of the seat to reach the maximum value of the seat angle, the steering wheel angle change rate of the vehicle is used to determine whether to maintain the seat angle unchanged or to trigger an instability rescue operation. In the case of poor vehicle stability, the seat can be controlled based on the driver's adjustment of the steering wheel, thereby improving the accuracy of the driver's instant perception of the vehicle's driving status and improving vehicle safety.

[0201] In some embodiments, after the above step S202, the seat posture control method provided by the present application further includes the following steps C1-C4.

[0202] C1. Obtain the steering gradient of the vehicle.

[0203] In some embodiments, the front and rear wheel loads of the vehicle may be determined based on the vehicle's geometric parameters, vehicle speed, and steering wheel angle, and the vehicle's steering gradient may be determined based on the front and rear wheel loads and front and rear wheel cornering stiffnesses.

[0204] In some embodiments, the steering gradient may be calculated by a processor, and the step C1 may be implemented as follows: receiving the steering gradient sent by the processor.

[0205] C2. When the steering gradient is greater than a third threshold, detecting the current steering angle of the seat.

[0206] C3. When the current rotation angle of the seat does not reach the maximum rotation angle of the seat, obtain the yaw rate error ratio of the vehicle.

[0207] In some embodiments, the maximum value of the seat rotation angle satisfies the above formula (6), or the maximum value of the seat rotation angle satisfies the above formula (7).

[0208] In some embodiments, if the absolute value of the yaw rate error ratio of the vehicle is greater than the second threshold value when the seat pre-compensation rotation operation is performed, that is, when the seat pre-compensation rotation operation is performed, the seat is controlled to rotate around the vertical direction until the seat angle reaches the correction value of the maximum seat angle. Then the above step B3 can be implemented as follows: when the current seat angle does not reach the correction value of the maximum seat angle, the yaw rate error ratio of the vehicle is obtained. Wherein, the correction value of the maximum seat angle satisfies the above formula (10).

[0209] C4. Determine a third rotation angle change function based on the yaw angular velocity error ratio; control the seat to rotate vertically based on the angular velocity indicated by the third rotation angle change function until the rotation angle of the seat reaches a maximum value of the seat rotation angle.

[0210] In some embodiments, determining the third rotation angle variation function based on the yaw rate error ratio may be implemented as the following steps C401 - C402 .

[0211] C401. When the absolute value of the yaw rate error ratio is greater than the first threshold and less than or equal to the second threshold, the third turning angle variation function is a linear function determined based on the yaw rate error value and the yaw rate error ratio of the vehicle.

[0212] C402. When the absolute value of the yaw rate error ratio is greater than the second threshold, the third turning angle change function is a convex function determined based on the first turning angle change function and the center of mass sideslip angle change rate; the first turning angle change function is a linear function determined based on the yaw rate error value and the yaw rate error ratio of the vehicle.

[0213] It should be noted that the steering gradient reflects the stability of the vehicle during steering operations. If the vehicle has poor stability during steering operations, and the current angle of the seat does not reach the maximum angle of the seat after the vehicle performs the pre-compensation rotation operation of the seat when turning, the vertical rotation of the seat can be controlled based on the steering wheel angle change rate of the vehicle. In the case of poor vehicle stability, the seat can be controlled based on the driver's adjustment of the steering wheel, thereby improving the accuracy of the driver's instant perception of the vehicle's driving status and improving vehicle safety.

[0214] The seat posture control method of the present application embodiment is introduced below with reference to a specific embodiment. Figure 6 As shown, the specific implementation process of this method includes the following steps S701-S705.

[0215] S701. Input the current vehicle speed and steering wheel angle into a risk assessment function to obtain assessment values ​​of the vehicle's lateral and longitudinal accelerations.

[0216] Among them, the risk assessment function is used to reflect the correlation between the vehicle speed and steering wheel angle and the lateral and longitudinal acceleration of the vehicle.

[0217] S702: Evaluate the lateral and longitudinal accelerations of the vehicle to determine whether the vehicle has a risk of instability.

[0218] In some embodiments, the vehicle speed and steering wheel angle are substituted into the risk assessment function to obtain evaluation values ​​of the vehicle's lateral and longitudinal acceleration. If the evaluation values ​​are not within the vehicle's stable handling range, the vehicle is at risk of instability. The vehicle's stable handling range is used to limit the vehicle's maximum allowable lateral and longitudinal acceleration, which can be determined based on actual testing of the vehicle.

[0219] S703: When it is determined that the vehicle is at risk of instability, adjust the seat from a locked state to an active state.

[0220] S704: Obtain the steering gradient of the vehicle.

[0221] In some embodiments, the front and rear wheel loads of the vehicle may be determined based on the vehicle's geometric parameters, vehicle speed, and steering wheel angle, and the vehicle's steering gradient may be determined based on the front and rear wheel loads and front and rear wheel cornering stiffnesses.

[0222] In some embodiments, the steering gradient may be calculated by a processor, and the step S704 may be implemented as: receiving the steering gradient sent by the processor.

[0223] S705: When the steering gradient is greater than a third threshold, perform a seat pre-compensation rotation operation based on the yaw rate error ratio.

[0224] In some embodiments, a desired yaw rate of the vehicle may be determined based on vehicle geometry, vehicle speed, and steering wheel angle, and a yaw rate error ratio of the vehicle may be determined based on the desired yaw rate and an actual yaw rate of the vehicle.

[0225] In some embodiments, the above step S705 can be specifically implemented as the following steps S7051-S7052.

[0226] S7051: When the absolute value of the yaw rate error ratio is greater than a first threshold and less than or equal to a second threshold, perform a first pre-compensation rotation operation.

[0227] The first pre-compensation rotation operation is to control the seat to rotate vertically at an angular velocity indicated by the first rotation angle change function until the rotation angle of the seat reaches a maximum value of the seat rotation angle.

[0228] S7052: When the absolute value of the yaw rate error ratio is greater than a second threshold, perform a second pre-compensation rotation operation.

[0229] The second pre-compensation rotation operation is to control the seat to rotate vertically at an angular velocity indicated by the second rotation angle change function until the rotation angle of the seat reaches a correction value of the maximum rotation angle of the seat.

[0230] In some embodiments, the first rotation angle variation function and the second rotation angle variation function are as follows: Figure 7 As shown, the vertical axis represents the seat rotation angle, and the horizontal axis t represents time. represents a first turning angle variation function, which is a linear function determined based on a yaw rate error value and a yaw rate error ratio of the vehicle; represents the second turning angle change function, which is a convex function determined based on the first turning angle change function and the rate of change of the sideslip angle of the center of mass; Φ max It represents the maximum value of the seat angle, which can be determined based on the vehicle's cab width and the driver's body characteristics; Φ represents the correction value of the maximum value of the seat angle, which can be determined based on the maximum value of the seat angle and the sideslip angle of the center of mass.

[0231] In some embodiments, after performing the seat pre-compensation rotation operation, as shown in FIG. Figure 8 As shown, this embodiment also includes the following steps S706-S713.

[0232] S706: Obtain the steering gradient of the vehicle.

[0233] In some embodiments, the front and rear wheel loads of the vehicle may be determined based on the vehicle's geometric parameters, vehicle speed, and steering wheel angle, and the vehicle's steering gradient may be determined based on the front and rear wheel loads and front and rear wheel cornering stiffnesses.

[0234] In some embodiments, the steering gradient may be calculated by a processor, and the step S706 may be implemented as: receiving the steering gradient sent by the processor.

[0235] S707: Determine whether the steering gradient is greater than a third threshold.

[0236] S708: When the steering gradient is less than or equal to a third threshold, perform a seat angle recovery operation based on a steering wheel angle change rate of the vehicle.

[0237] In some embodiments, when the steering wheel angle change rate is less than or equal to a fourth threshold, a first seat angle recovery operation is performed; when the steering wheel angle change rate is greater than the fourth threshold, a second seat angle recovery operation is performed.

[0238] S709: When the steering gradient is greater than the third threshold, determine whether the current rotation angle of the seat reaches the maximum rotation angle of the seat.

[0239] S710: When the current rotation angle of the seat has not reached the maximum rotation angle of the seat, correct the rotation angle input of the seat in real time.

[0240] In some embodiments, real-time correction of the seat angle input can be implemented as follows: determining a third angle change function based on the yaw angular velocity error ratio, and controlling the seat to rotate vertically based on the angular velocity indicated by the third angle change function until the seat angle reaches the maximum seat angle.

[0241] S711. When the current rotation angle of the seat reaches the maximum rotation angle of the seat, determine whether the steering wheel angle change rate of the vehicle is greater than a fourth threshold.

[0242] S712: When the steering wheel angle change rate of the vehicle is less than or equal to a fourth threshold, maintain the seat angle at a maximum seat angle.

[0243] S713: When the steering wheel angle change rate of the vehicle is greater than a fourth threshold, trigger an instability rescue operation.

[0244] The technical solution provided by the above embodiment brings at least the following beneficial effects: the seat posture control method provided by the embodiment of the present application can control the seat to rotate vertically based on the yaw angular velocity error ratio during the lateral movement of the vehicle to simulate the yaw posture of the vehicle body. This enables the driver to perceive the yaw posture of the vehicle body in a timely and accurate manner when the vehicle body yaws, improves the driver's instant perception of the vehicle's driving state and the accuracy of the vehicle's lateral amplitude perception, and can not only optimize the vehicle's handling performance, but also reduce the risk of vehicle skidding and rollover, and improve the safety of the vehicle.

[0245] It can be seen that the above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the embodiment of the present application provides a hardware structure and / or software module corresponding to each function. It should be easily appreciated by those skilled in the art that, in combination with the modules and algorithm steps of each example described in the embodiment disclosed herein, the embodiment of the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

[0246] In the case of implementing the functions of the above-mentioned integrated modules in the form of hardware, the embodiment of the present invention provides a possible structural diagram of the electronic device involved in the above-mentioned embodiment. Fig. 9 As shown, the electronic device 900 includes: a processor 902 , a communication interface 903 , and a bus 904 . Optionally, the electronic device 900 may further include a memory 901 .

[0247] The processor 902 may be a processor that implements or executes various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of the present application. The processor 902 may be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field programmable gate array, or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of the present application. The processor 902 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0248] The communication interface 903 is used to connect with other devices via a communication network, such as Ethernet, wireless access network, wireless local area network (WLAN), etc.

[0249] The memory 901 may be a read-only memory (ROM) or other types of static storage devices that can store static information and instructions, a random access memory (RAM) or other types of dynamic storage devices that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), a disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0250] As a possible implementation, the memory 901 may exist independently of the processor 902, and the memory 901 may be connected to the processor 902 via a bus 904, and is used to store instructions or program codes. When the processor 902 calls and executes the instructions or program codes stored in the memory 901, the seat posture control method provided in the embodiment of the present invention can be implemented.

[0251] In another possible implementation, the memory 901 may also be integrated with the processor 902 .

[0252] The bus 904 may be an extended industry standard architecture (EISA) bus, etc. The bus 904 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Fig. 9 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0253] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the service calling device can be divided into different functional modules to complete all or part of the functions described above.

[0254] The embodiment of the present application also provides a computer-readable storage medium. All or part of the processes in the above method embodiments can be completed by computer instructions to instruct the relevant hardware, and the program can be stored in the above computer-readable storage medium. When the program is executed, it may include the processes of the above method embodiments. The computer-readable storage medium can be the memory or memory of any of the above embodiments. The above computer-readable storage medium can also be an external storage device of the above service calling device, such as a plug-in hard disk, a smart memory card (smart media card, SMC), a secure digital (secure digital, SD) card, a flash card (flash card), etc. equipped on the above service calling device. Further, the above computer-readable storage medium can also include both the internal storage unit of the above service calling device and an external storage device. The above computer-readable storage medium is used to store the above computer program and other programs and data required by the above service calling device. The above computer-readable storage medium can also be used to temporarily store data that has been output or is to be output.

[0255] An embodiment of the present application also provides a computer program product, which includes a computer program. When the computer program product is run on a computer, the computer is enabled to execute any one of the seat posture control methods provided in the above embodiments.

[0256] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A seat posture control method, characterized in that: The method comprises: During the lateral movement of the vehicle, the yaw rate error ratio of the vehicle is obtained; A seat pre-compensation rotation operation is performed based on the yaw rate error ratio; the seat pre-compensation rotation operation is used to control the seat to rotate around a vertical direction to simulate the yaw posture of the vehicle body.

2. The method according to claim 1, characterized in that The seat precompensation rotation operation includes a first precompensation rotation operation and a second precompensation rotation operation; wherein the first precompensation rotation operation and the second precompensation rotation operation use different rotation angle variation functions.

3. The method according to claim 2, characterized in that The performing a seat pre-compensation rotation operation based on the yaw rate error ratio includes: In a case where the absolute value of the yaw rate error ratio is greater than a first threshold value and less than or equal to a second threshold value, the first pre-compensation rotation operation is performed.

4. The method according to claim 2 or 3, characterized in that: The first pre-compensation rotation operation is to control the seat to rotate vertically based on an angular velocity indicated by a first angle change function until the seat angle reaches a maximum seat angle; wherein the first angle change function is a linear function determined based on the yaw rate error value of the vehicle and the yaw rate error ratio.

5. The method according to claim 2, characterized in that: The performing the seat pre-compensation rotation operation based on the yaw rate error ratio includes: In a case where the absolute value of the yaw rate error ratio is greater than the second threshold value, the second pre-compensation rotation operation is performed.

6. The method according to claim 2 or 5, characterized in that: The second pre-compensation rotation operation is to control the seat to rotate vertically at an angular velocity indicated by a second angle change function until the seat angle reaches a correction value of the maximum seat angle; wherein the second angle change function is a convex function determined based on the first angle change function and the center of mass sideslip angle change rate; and the first angle change function is a linear function determined based on the yaw angular velocity error value of the vehicle and the yaw angular velocity error ratio.

7. The method according to claim 6, characterized in that The correction value of the maximum seat rotation angle is determined based on the maximum seat rotation angle and the center of mass sideslip angle.

8. The method according to any one of claims 4, 6 and 7, characterized in that: The maximum seat rotation angle is determined based on a cab width of the vehicle and a body shape characteristic of the driver.

9. The method according to claim 8, characterized in that The driver's body shape characteristics include the driver's thigh length when the driver is in a sitting position.

10. The method according to claim 7, characterized in that The thigh length of the driver in a sitting state is estimated based on the seat position and the seat load.

11. The method according to claim 1, characterized in that: The performing a seat pre-compensation rotation operation based on the yaw rate error ratio includes: Obtaining a steering gradient of the vehicle; When the steering gradient is greater than a third threshold, a seat pre-compensation rotation operation is performed based on the yaw rate error ratio.

12. The method according to claim 11, characterized in that The steering gradient is determined based on front and rear wheel loads and front and rear wheel cornering stiffnesses of the vehicle.

13. The method according to claim 1, characterized in that The performing a seat pre-compensation rotation operation based on the yaw rate error ratio includes: In a case where the seat is in an active state, a seat pre-compensation rotation operation is performed based on the yaw rate error ratio.

14. The method according to claim 13, characterized in that The method further comprises: When it is determined that the vehicle is at risk of instability, the seat is adjusted from a locked state to an active state.

15. The method according to claim 14, characterized in that The determining that the vehicle has an instability risk includes: Inputting the current vehicle speed and steering wheel angle of the vehicle into a risk assessment function to obtain an assessment value of the lateral and longitudinal acceleration of the vehicle; wherein the risk assessment function is used to reflect the correlation between the vehicle speed and the steering wheel angle and the lateral and longitudinal acceleration of the vehicle; When the evaluation value of the lateral and longitudinal acceleration of the vehicle is greater than or equal to the maximum permissible lateral and longitudinal acceleration, it is determined that the vehicle has a risk of instability.

16. The method according to claim 1, characterized in that After performing the seat pre-compensation rotation operation based on the yaw rate error ratio, the method further includes: Obtaining a steering gradient of the vehicle; When the steering gradient is less than or equal to a third threshold, a seat angle recovery operation is performed; the seat angle recovery operation is used to control the seat rotation.

17. The method according to claim 16, characterized in that The performing of the seat angle recovery operation includes: Obtaining a steering wheel angle change rate of the vehicle; The seat angle recovery operation is performed based on a steering wheel angle change rate of the vehicle.

18. The method according to claim 17, characterized in that The performing the seat angle recovery operation based on the steering wheel angle change rate of the vehicle includes: When the steering wheel angle change rate is less than or equal to a fourth threshold, performing a first seat angle recovery operation; In a case where the steering wheel angle change rate is greater than the fourth threshold, a second seat angle recovery operation is performed.

19. The method according to claim 18, characterized in that The first seat rotation angle recovery operation is to control the seat to rotate around the vertical direction based on a preset angular velocity until the rotation angle of the seat returns to zero.

20. The method according to claim 18, characterized in that The second seat rotation angle recovery operation is to control the seat to rotate around the vertical direction based on a corrected angular velocity, indicating that the rotation angle of the seat is returned to zero; wherein the corrected angular velocity is determined based on a preset angular velocity and a reference yaw angular velocity correction amount.

21. The method according to claim 1, characterized in that After performing the seat pre-compensation rotation operation based on the yaw rate error ratio, the method further includes: Obtaining a steering gradient of the vehicle; When the steering gradient is greater than a third threshold, detecting a current turning angle of the seat; When the current rotation angle of the seat reaches the maximum rotation angle of the seat, detecting whether the steering wheel angle change rate of the vehicle is less than or equal to a fourth threshold; When the steering wheel angle change rate of the vehicle is less than or equal to a fourth threshold, maintaining the seat angle at the maximum seat angle; When the steering wheel angle change rate of the vehicle is greater than the fourth threshold, an instability rescue operation is triggered.

22. The method according to claim 1, characterized in that After performing the seat pre-compensation rotation operation based on the yaw rate error ratio, the method further includes: Obtaining a steering gradient of the vehicle; When the steering gradient is greater than a third threshold, detecting a current turning angle of the seat; When the current rotation angle of the seat does not reach the maximum rotation angle of the seat, obtaining the yaw rate error ratio of the vehicle; A third rotation angle variation function based on the yaw rate error ratio; The seat is controlled to rotate vertically at an angular velocity indicated by a third rotation angle variation function until the rotation angle of the seat reaches a maximum value of the seat rotation angle.

23. The method according to claim 1, characterized in that The obtaining the yaw rate error ratio of the vehicle includes: determining a desired yaw rate of the vehicle based on a geometric parameter of the vehicle, a vehicle speed, and a steering wheel angle; The yaw rate error ratio of the vehicle is determined based on the desired yaw rate and an actual yaw rate of the vehicle.

24. An electronic device, characterized in that: It includes a processor and a memory, the processor is coupled to the memory; the memory is used to store computer instructions, and the computer instructions are loaded and executed by the processor so that the computer device implements the seat posture control method as described in any one of claims 1 to 23.

25. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 24.

26. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes computer-executable instructions, and when the computer-executable instructions are executed on a computer, the computer is enabled to execute the seat posture control method according to any one of claims 1 to 23.

27. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is run on an electronic device, the electronic device executes the seat posture control method according to any one of claims 1 to 23.

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