Vehicle seat suspension vibration reduction control method, suspension vibration reduction system and vehicle

Abstract

The invention relates to the technical field of automobile vibration reduction, in particular to a vehicle seat suspension vibration reduction control method, a suspension vibration reduction system and a vehicle, and aims to solve the problems that existing chassis vibration reduction is poor in vibration reduction effect and high in cost on long-stroke low-frequency vibration of a road surface and high-frequency impact such as a deceleration strip. In order to achieve the purpose, the control method comprises the steps that vehicle body vibration related information is obtained; according to the vehicle body vibration related information, seat vibration prediction parameters are determined; according to the seat vibration prediction parameters, at least two active vibration reduction systems are controlled to independently or jointly drive the seat to execute vibration reduction actions in opposite directions according to the numerical values of the seat vibration prediction parameters. Due to the fact that the vibration of the seat lags behind the vibration of the chassis, according to the technical scheme, the upcoming vibration of the seat can be predicted according to the seat vibration prediction parameters, then the seat is controlled to execute opposite actions for counteracting, and the effect of suspension vibration reduction is achieved.

Description

Technical Field

[0001] This application relates to the technical field of automotive vibration damping, and specifically provides a vehicle seat suspension vibration damping control method, a suspension vibration damping system, and a vehicle. Background Art

[0002] Current automotive vibration damping systems, except for very few models, are basically composed of systems such as springs and dampers. Generally speaking, these vibration damping systems generally adjust the opening degree of the fluid valve between the chambers inside the shock absorber through solenoid valves, that is, adjust the magnitude of the damping. Such a vibration damping system is called Continuous Damper Control (CDC). There are also some vehicles that adjust the height of the vehicle body relative to the ground by adjusting the intake or exhaust of the air spring. Generally speaking, the vibration damping systems of the wheels and chassis can achieve a certain vibration damping effect within a certain frequency range, such as 2 Hz - 20 Hz, filtering out part of the vibration caused by road surface undulations. However, generally speaking, this type of vibration damping system relies on the methods of springs and dampers to filter out part of the vibration by consuming vibration energy, belonging to a passive system, and the vibration damping ability is limited. In addition, due to the limitations of the unsprung mass of the vehicle and the characteristics of the shock absorber, its frequency response range is limited. Generally, the vibration damping system will be tuned to a relatively good effect in a certain mid-frequency band, but the vibration damping effect is poor in the low-frequency band and the high-frequency band. This results in extremely poor vibration damping ability in the low-frequency band, such as long-wave road surfaces, and also very poor vibration damping effect for high-frequency vibrations caused by impacts at discontinuous road surfaces such as speed bumps or bridge connections.

[0003] In order to achieve better vibration damping effects, an active vibration damping chassis system has been developed, which actively suppresses road surface undulations through the cooperation of a high-power motor and a harmonic reducer. This active vibration damping system has improved the vibration damping effect compared to the traditional vibration damping system that controls damping. However, it is difficult to promote for two reasons: one is that the power consumption of the active vibration damping motor through the chassis is very large, generally in the range of 10 KW or 50 KW, which will seriously affect the battery life of the vehicle. The other is that through the cooperation of a high-power motor and a harmonic reducer with a high reduction ratio, the equivalent moment of inertia is very large, and the frequency response of the system is very poor, and it can only function in the low-frequency band and is powerless for high-frequency vibrations of the impact type.

[0004] In summary, this application needs to provide a new vehicle seat suspension vibration damping control method, a suspension vibration damping system, and a vehicle to solve the above technical problems. Summary of the Invention

[0005] This application aims to solve the above technical problems, that is, to solve the problem that the chassis vibration reduction in the current industry is mainly passive vibration reduction, that is, a vibration reduction system without power drive. The vibration reduction effect is limited. Divided by vibration frequency, it mainly passively absorbs vibration by adjusting stiffness and damping in the middle frequency band. The long-stroke low-frequency vibration of the road surface and the high-frequency impact at the speed bump and the connection between the road bridge have a very poor vibration reduction effect on the chassis; another major category is the active chassis vibration reduction system, which drives the chassis movement through a very high-power motor to offset the vibration. Due to the large mass of the whole vehicle, this system has problems of high energy consumption and high cost.

[0006] For this purpose, in a first aspect, this application provides a method for controlling the suspension vibration reduction of a vehicle seat. The vehicle includes a chassis, a seat, a body floor provided on the chassis, and at least two active vibration reduction systems with different response frequency bands provided between the body floor and the seat and capable of driving the seat to perform vibration reduction movement alone or jointly. The control method includes:

[0007] Obtain information related to vehicle body vibration;

[0008] Determine the predicted seat vibration parameters according to the information related to vehicle body vibration;

[0009] Control at least two active vibration reduction systems to drive the seat to perform vibration reduction actions alone or jointly according to the value of the predicted seat vibration parameters and in the opposite direction.

[0010] In the case of adopting the above technical solution, since the seat vibration lags behind the chassis vibration, it is possible to determine the upcoming predicted seat vibration parameters according to the information related to vehicle body vibration, and then drive the seat to perform vibration reduction actions according to the value of the predicted seat vibration parameters and in the opposite direction to offset the upcoming vibration of the seat. The vibration reduction effect is good, and the seat can achieve the effect of suspension vibration reduction.

[0011] In a specific implementation manner of the above method for controlling the suspension vibration reduction of a vehicle seat, the information related to vehicle body vibration includes the acceleration information and displacement information of the chassis, and the control method further includes:

[0012] During the process of the seat being driven to perform vibration reduction actions, obtain the acceleration information and displacement information of the seat in real time;

[0013] Determine the real-time control parameters for seat vibration reduction according to the acceleration information and displacement information of the seat and the information related to vehicle body vibration;

[0014] Control at least two active vibration reduction systems to drive the seat to perform vibration reduction actions alone or jointly according to the value of the real-time control parameters for seat vibration reduction and in the opposite direction.

[0015] In the case of adopting the above technical solution, the present application obtains the acceleration information and displacement information of the seat in real time during the vibration reduction operation of the seat, realizes the purpose of real-time adjustment during the seat vibration, and achieves the effect that the seat is close to the suspended state.

[0016] In a specific embodiment of the above vehicle seat suspension vibration reduction control method, the control method further includes:

[0017] Obtaining vibration prediction information of the road conditions ahead during the vehicle driving;

[0018] According to the vibration prediction information, controlling at least two active vibration reduction systems to perform seat vibration reduction parameter adjustment actions separately or jointly.

[0019] In the case of adopting the above technical solution, the present application can predict the road conditions ahead during the vehicle driving, and according to the obtained vibration prediction information, the active vibration reduction system has already performed the seat vibration reduction parameter adjustment action in advance when entering the road conditions ahead, providing sufficient reserve for the upcoming vibration of the seat, and can effectively reduce the vibration not filtered by the chassis vibration reduction system.

[0020] In a specific embodiment of the above vehicle seat suspension vibration reduction control method, the step of "obtaining vibration prediction information of the road conditions ahead during the vehicle driving" specifically includes:

[0021] Obtaining the current position information of the vehicle and thus determining the road surface information ahead;

[0022] Obtaining the vibration information corresponding to the road surface information ahead, and using the vibration information and the road surface information ahead as the vibration prediction information.

[0023] In a specific embodiment of the above vehicle seat suspension vibration reduction control method, the step of "according to the vibration prediction information, controlling at least two active vibration reduction systems to perform seat vibration reduction parameter adjustment actions separately or jointly" specifically includes:

[0024] According to the vibration prediction information, obtaining the corresponding seat vibration reduction parameter adjustment value;

[0025] According to the seat vibration reduction parameter adjustment value, controlling at least two active vibration reduction systems to perform seat vibration reduction parameter adjustment actions separately or jointly.

[0026] In the case of adopting the above technical solution, the present application makes an advance prediction by obtaining the vibration prediction information, which is beneficial to driving the seat to fully offset the vibration subsequently.

[0027] In a specific embodiment of the above vehicle seat suspension vibration reduction control method, the control method further includes:

[0028] Before controlling at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions and / or drive the seat to perform vibration damping actions alone or jointly, it is determined whether there is a passenger on the seat;

[0029] If there is a passenger on the seat, control at least two active vibration damping systems corresponding to the seat to perform seat vibration damping parameter adjustment actions and / or drive the seat to perform vibration damping actions alone or jointly.

[0030] In the case of adopting the above technical solution, the present application only activates the active vibration damping systems corresponding to the seats with occupants, with small driving loads, greatly reducing the overall power consumption of the vibration damping systems.

[0031] In a specific embodiment of the above vehicle seat suspension vibration damping control method, the vehicle body vibration-related information further includes seat position information, vehicle speed information, acceleration information and displacement information of the chassis. The step of "determining seat vibration prediction parameters according to the vehicle body vibration-related information" specifically includes:

[0032] Determine the seat vibration prediction parameters according to the seat position information, vehicle speed information, acceleration information and displacement information of the chassis.

[0033] In a specific embodiment of the above vehicle seat suspension vibration damping control method, the seat vibration prediction parameters at least include seat vibration lag time, seat vibration prediction acceleration and seat vibration prediction displacement. The step of "controlling at least two active vibration damping systems to drive the seat to perform vibration damping actions alone or jointly according to the values of the seat vibration prediction parameters and in opposite directions" specifically includes:

[0034] When the seat vibration lag time is reached from the start of the chassis vibration, control at least two active vibration damping systems to drive the seat to perform vibration damping actions alone or jointly according to the values of the seat vibration prediction acceleration and seat vibration prediction displacement and in opposite directions.

[0035] In a second aspect, the present application further provides a vehicle seat suspension vibration damping system. The vehicle includes a chassis, a chassis vibration damping system, a vehicle body floor provided on the chassis, a seat, and at least two active vibration damping systems with different response frequency bands provided between the vehicle body floor and the seat and capable of driving the seat to perform vibration damping movements alone or jointly. The vehicle seat suspension vibration damping system includes a chassis vibration elimination controller and a seat vibration elimination controller;

[0036] The chassis vibration elimination controller drives the chassis vibration damping system to perform vibration damping actions on the chassis according to the collected chassis acceleration information and displacement information;

[0037] The seat vibration elimination controller determines seat vibration prediction parameters based on the collected vehicle body vibration-related information, and drives at least two active vibration damping systems alone or jointly to drive the seat to perform vibration damping actions based on the seat vibration prediction parameters.

[0038] In the specific implementation of the above vehicle seat suspension vibration damping system, during the process of the seat being driven to perform vibration damping actions, the seat vibration elimination controller determines real-time seat vibration damping control parameters based on the collected acceleration information and displacement information of the seat and the vehicle body vibration-related information, and drives at least two active vibration damping systems alone or jointly to drive the seat to perform vibration damping actions based on the real-time seat vibration damping control parameters.

[0039] In the specific implementation of the above vehicle seat suspension vibration damping system, the vehicle suspension vibration damping system further includes a vibration prediction module, which is used to obtain vibration prediction information and send it to the seat vibration elimination controller, and the seat vibration elimination controller controls at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions alone or jointly according to the obtained vibration prediction information.

[0040] In the specific implementation of the above vehicle seat suspension vibration damping system, the vehicle is provided with an autonomous driving perception fusion system, and the vibration prediction module includes a vibration prediction controller, and the vibration prediction controller outputs the forward road surface information obtained from the autonomous driving perception fusion system and the corresponding vibration information obtained according to the forward road surface information as vibration prediction information.

[0041] In the specific implementation of the above vehicle seat suspension vibration damping system, the at least two active vibration damping systems are arranged along the height direction of the vehicle, and adjacent two of the active vibration damping systems are connected by a connecting plate. The lowermost active vibration damping system is installed on the vehicle body floor, and the uppermost active vibration damping system is connected to the seat.

[0042] In the case of adopting the above technical solution, the adjacent two active vibration damping systems are connected by a connecting plate, realizing the function that the active vibration damping systems can move alone or jointly, and improving the vibration damping effect in the whole vibration frequency band.

[0043] In the specific implementation of the above vehicle seat suspension vibration damping system, the number of the active vibration damping systems is two. One of the active vibration damping systems is a first motor assembly, and the other active vibration damping system is a second motor assembly. The first motor assembly includes a first motor, a first reducer and a first transmission component. The first motor is connected to the first transmission component through the first reducer, and the first transmission component is connected to the seat. The first motor converts the rotational motion into the up-and-down linear motion of the seat through the first transmission component;

[0044] The second motor assembly is installed on the vehicle body floor. The second motor assembly includes a second motor, a second speed reducer, and a second transmission assembly. The second motor is connected to the second transmission assembly through the second speed reducer. The second transmission assembly is connected to the first motor assembly through the connecting plate. The second motor converts the rotational motion into the up-and-down linear motion of the connecting plate through the second transmission assembly.

[0045] In the specific implementation of the above vehicle seat suspension damping system, the response frequency band of one of the first motor assembly and the second motor assembly is less than 2HZ; and / or

[0046] The response frequency band of the other of the first motor assembly and the second motor assembly is greater than 20HZ.

[0047] In the specific implementation of the above vehicle seat suspension damping system, the chassis damping system includes at least one of an air spring damper and a continuously variable damping controller.

[0048] In a third aspect, the present application further provides a vehicle, on which is installed the vehicle seat suspension damping system according to any one of the above technical solutions.

[0049] Solution 1. A vehicle seat suspension damping control method, characterized in that the vehicle includes a chassis, a seat, a vehicle body floor provided on the chassis, and at least two active damping systems with different response frequency bands provided between the vehicle body floor and the seat and capable of driving the seat to perform damping movement alone or jointly. The control method includes:

[0050] Obtaining information related to vehicle body vibration;

[0051] Determining seat vibration prediction parameters according to the information related to vehicle body vibration;

[0052] According to the seat vibration prediction parameters, controlling at least two active damping systems to drive the seat to perform damping actions alone or jointly according to the values of the seat vibration prediction parameters and in opposite directions.

[0053] Solution 2. The vehicle seat suspension damping control method according to Solution 1, characterized in that the control method further includes:

[0054] During the process of the seat being driven to perform damping actions, obtaining the acceleration information and displacement information of the seat in real time;

[0055] Determining seat damping real-time control parameters according to the acceleration information and displacement information of the seat and the information related to vehicle body vibration;

[0056] Control at least two active vibration damping systems to drive the seat to perform vibration damping actions separately or jointly according to the values of the real-time control parameters of the seat vibration damping and in opposite directions.

[0057] Solution 3. The vehicle seat suspension vibration damping control method according to Solution 1, characterized in that the control method further comprises:

[0058] Obtain vibration prediction information of the road conditions ahead during the vehicle's driving;

[0059] According to the vibration prediction information, control at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions separately or jointly.

[0060] Solution 4. The vehicle seat suspension vibration damping control method according to Solution 3, characterized in that the step of "obtaining vibration prediction information of the road conditions ahead during the vehicle's driving" specifically comprises:

[0061] Obtain the current position information of the vehicle and thus determine the road surface information ahead;

[0062] Obtain the vibration information corresponding to the road surface information ahead, and use the vibration information and the road surface information ahead as the vibration prediction information.

[0063] Solution 5. The vehicle seat suspension vibration damping control method according to Solution 3, characterized in that the step of "according to the vibration prediction information, control at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions separately or jointly" specifically comprises:

[0064] According to the vibration prediction information, obtain the corresponding seat vibration damping parameter adjustment value;

[0065] According to the seat vibration damping parameter adjustment value, control at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions separately or jointly.

[0066] Solution 6. The vehicle seat suspension vibration damping control method according to Solution 1 or 3, characterized in that the control method further comprises:

[0067] Before controlling at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions and / or drive the seat to perform vibration damping actions separately or jointly, determine whether there is a passenger on the seat;

[0068] If there is a passenger on the seat, control at least two active vibration damping systems corresponding to the seat to perform seat vibration damping parameter adjustment actions and / or drive the seat to perform vibration damping actions separately or jointly.

[0069] Solution 7. The vehicle seat suspension damping control method according to Solution 1, characterized in that the vehicle body vibration related information includes seat position information, vehicle speed information, acceleration information and displacement information of the chassis, and the step of "determining the seat vibration prediction parameter according to the vehicle body vibration related information" specifically includes:

[0070] Determine the seat vibration prediction parameter according to the seat position information, vehicle speed information, acceleration information and displacement information of the chassis.

[0071] Solution 8. The vehicle seat suspension damping control method according to Solution 7, characterized in that the seat vibration prediction parameter at least includes seat vibration lag time, seat vibration prediction acceleration and seat vibration prediction displacement, and the step of "controlling at least two active damping systems to drive the seat to perform damping actions separately or jointly according to the values of the seat vibration prediction parameters and in opposite directions" specifically includes:

[0072] When the seat vibration lag time is reached from the start of the chassis vibration, control at least two active damping systems to drive the seat to perform damping actions separately or jointly according to the values of the seat vibration prediction acceleration and seat vibration prediction displacement and in opposite directions.

[0073] Solution 9. A vehicle seat suspension damping system, characterized in that the vehicle includes a chassis, a chassis damping system, a vehicle body floor provided on the chassis, a seat, and at least two active damping systems with different response frequency bands provided between the vehicle body floor and the seat and capable of driving the seat to perform damping movements separately or jointly, and the vehicle seat suspension damping system includes a chassis vibration elimination controller and a seat vibration elimination controller;

[0074] The chassis vibration elimination controller drives the chassis damping system to perform damping actions on the chassis according to the collected chassis acceleration information and displacement information;

[0075] The seat vibration elimination controller determines the seat vibration prediction parameter according to the collected vehicle body vibration related information, and drives at least two active damping systems to drive the seat to perform damping actions separately or jointly based on the seat vibration prediction parameter.

[0076] Solution 10. The vehicle seat suspension damping system according to Solution 9, characterized in that during the process of the seat being driven to perform damping actions, the seat vibration elimination controller determines the seat damping real-time control parameter according to the collected acceleration information and displacement information of the seat and the vehicle body vibration related information, and drives at least two active damping systems to drive the seat to perform damping actions separately or jointly based on the seat damping real-time control parameter.

[0077] Solution 11. The vehicle seat suspension damping system according to Solution 9, characterized in that the vehicle suspension damping system further comprises a vibration prediction module, which is used to obtain vibration prediction information and send it to the seat vibration elimination controller, and the seat vibration elimination controller controls at least two active damping systems to perform seat damping parameter adjustment actions alone or jointly according to the obtained vibration prediction information.

[0078] Solution 12. The vehicle seat suspension damping system according to Solution 11, characterized in that the vehicle is provided with an autonomous driving perception fusion system, and the vibration prediction module comprises a vibration prediction controller, which outputs the vibration prediction information by taking the road surface information ahead obtained by the autonomous driving perception fusion system and the corresponding vibration information obtained according to the road surface information ahead.

[0079] Solution 13. The vehicle seat suspension damping system according to Solution 9, characterized in that the at least two active damping systems are arranged along the height direction of the vehicle, and adjacent two of the active damping systems are connected by a connecting plate. The lowermost active damping system is installed on the vehicle body floor, and the uppermost active damping system is connected to the seat.

[0080] Solution 14. The vehicle seat suspension damping system according to Solution 13, characterized in that the number of the active damping systems is two. One active damping system is a first motor assembly, and the other active damping system is a second motor assembly. The first motor assembly comprises a first motor, a first reducer and a first transmission component. The first motor is connected to the first transmission component through the first reducer, and the first transmission component is connected to the seat. The first motor converts the rotational motion into the up-and-down linear motion of the seat through the first transmission component.

[0081] The second motor assembly is installed on the vehicle body floor. The second motor assembly comprises a second motor, a second reducer and a second transmission component. The second motor is connected to the second transmission component through the second reducer, and the second transmission component is connected to the first motor assembly through the connecting plate. The second motor converts the rotational motion into the up-and-down linear motion of the connecting plate through the second transmission component.

[0082] Solution 15. The vehicle seat suspension damping system according to Solution 14, characterized in that the response frequency band of one of the first motor assembly and the second motor assembly is less than 2HZ; and / or

[0083] the response frequency band of the other of the first motor assembly and the second motor assembly is greater than 20HZ.

[0084] Solution 16. The vehicle seat suspension damping system according to Solution 9, wherein the chassis damping system includes at least one of an air spring damper and a continuously variable damping controller.

[0085] Solution 17. A vehicle, characterized in that the vehicle is equipped with the vehicle seat suspension damping system according to any one of Solutions 9-16. BRIEF DESCRIPTION OF THE DRAWINGS

[0086] The preferred embodiments of the present application will be described below with reference to the accompanying drawings, in which:

[0087] Figure 1 is a schematic structural diagram of a vehicle with a suspension damping system provided by an embodiment of the present application for damping;

[0088] Figure 2 is a diagram showing the positional relationship between the first motor assembly and the second motor assembly between the vehicle body floor and the seat;

[0089] Figure 3 is a main step flowchart of an embodiment of the vehicle seat suspension damping control method provided by an embodiment of the present application;

[0090] Figure 4 is Figure 3 a detailed step flowchart of step S1 in;

[0091] Figure 5 is a schematic diagram of the vibration displacement amplitude and the sequence of the ground, the vehicle body floor and the seat in different vibration frequency bands provided by an embodiment of the present application;

[0092] Figure 6 is a detailed step flowchart of an embodiment of the vehicle seat suspension damping control method provided by an embodiment of the present application;

[0093] Figure 7 is Figure 1 a main step flowchart after adding steps S9 and S10 in;

[0094] Figure 8 is a schematic diagram of relevant parameters involved in calculating seat vibration prediction parameters in a typical vehicle. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0095] The preferred embodiments of the embodiments of the present application will be described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the embodiments of the present application, and are not used to limit the protection scope of the embodiments of the present application. Those skilled in the art can adjust them as needed to adapt to specific application scenarios.

[0096] It should be noted that in the description of the embodiments of the present application, the terms "upper", "lower", etc., which indicate directions or positional relationships, are based on the directions or positional relationships shown in the drawings. This is only for convenience of description and does not indicate or imply that the relevant devices or components must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the embodiments of the present application. In addition, ordinal numbers such as "first", "second", etc. are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0097] In addition, it should be noted that in the description of the embodiments of the present application, unless otherwise clearly specified and limited, the terms "installation" and "connection" 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 a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For those skilled in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to specific situations.

[0098] Referring to Figure 1 , the embodiments of the present application provide a vehicle, which includes a chassis, a chassis vibration damping system, a seat, a vehicle body floor disposed on the chassis, a first displacement sensor, a second displacement sensor, a first acceleration sensor, a second acceleration sensor, a vehicle seat suspension vibration damping system, and at least two active vibration damping systems with different response frequency bands disposed between the vehicle body floor and the seat and capable of driving the seat to perform vibration damping movements alone or jointly. As an example, in the embodiments of Figure 1 , the first displacement sensor and the first acceleration sensor are disposed on the seat for detecting the acceleration and displacement of the seat; the second displacement sensor is disposed between the chassis and the vehicle body floor for detecting the displacement of the chassis, and the second acceleration sensor is disposed on the chassis for detecting the acceleration of the chassis.

[0099] As Figure 1 shown, the vehicle seat suspension vibration damping system includes a chassis vibration elimination controller and a seat vibration elimination controller; the chassis vibration elimination controller drives the chassis vibration damping system to perform vibration damping actions on the chassis according to the chassis acceleration information and displacement information respectively collected by the second acceleration sensor and the second displacement sensor. The seat vibration elimination controller determines seat vibration prediction parameters according to the collected vehicle body vibration related information, and drives at least two active vibration damping systems to drive the seat to perform vibration damping actions alone or jointly based on the seat vibration prediction parameters. The following will be described in conjunction with Figures 2 - 6 this, and details will not be elaborated here. In particular, the vehicle body vibration related information includes seat position information, vehicle speed information, chassis acceleration information and displacement information.

[0100] In the above embodiments, the chassis vibration damping system is installed between the chassis and the vehicle body floor. The chassis vibration damping system includes at least one of an air spring shock absorber and a continuously variable damping controller, that is, the chassis vibration damping system can be solely an air spring shock absorber or a continuously variable damping controller, or a combination of the two.

[0101] In one embodiment, during the process in which the seat is driven to perform a vibration damping action, the seat vibration elimination controller determines real-time seat vibration damping control parameters based on the seat acceleration information and displacement information respectively collected by the first displacement sensor and the first acceleration sensor and the vehicle body vibration-related information, and drives at least two active vibration damping systems to drive the seat to perform a vibration damping action alone or jointly based on the real-time seat vibration damping control parameters.

[0102] In Figure 1 the embodiment of, the vehicle suspension vibration damping system further includes a vibration prediction module. The vibration prediction module is used to obtain vibration prediction information and send it to the seat vibration elimination controller. The seat vibration elimination controller controls at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions alone or jointly according to the obtained vibration prediction information. Similarly, the following will be described in conjunction with Figures 2 - 6 this and will not be elaborated here.

[0103] In Figure 1 it, the arrow directions between the vibration prediction module and the chassis vibration elimination controller and the seat vibration elimination controller, between the chassis vibration elimination controller and the seat vibration elimination controller, between the first displacement sensor and the first acceleration sensor and the seat vibration elimination controller, and between the second displacement sensor and the second acceleration sensor and the chassis vibration elimination controller all represent the input signal transmission directions; the arrow directions between the chassis vibration elimination controller and the chassis vibration damping system and between the seat vibration elimination controller and the active vibration damping system all represent the control signal transmission directions, and the arrow directions between the chassis vibration damping system and the chassis and between the active vibration damping system and the seat represent the power output directions.

[0104] In addition, it should be noted that the number of active vibration damping systems is at least two, that is, it can be three or four, etc. The specific number of active vibration damping systems is not specifically limited in this application and can be flexibly set according to the number of divided response frequency bands and actual usage conditions. When the number of active vibration damping systems is more than three, there are two situations for jointly driving the seat to perform a vibration damping action. The first is that some active vibration damping systems jointly drive the action, such as two of the active vibration damping systems jointly driving the seat to move; the second is that all active vibration damping systems jointly drive the seat to move. Both are within the protection scope of the embodiments of this application.

[0105] In the above embodiments, the active vibration damping systems with different response frequencies achieve effective vibration damping effects for various road conditions with different vibration frequencies. Exemplarily, the number of active vibration damping systems is two. One of the active vibration damping systems mainly dampens the low-frequency road conditions, and the other active vibration damping system mainly dampens the high-frequency road conditions. In this way, the vibration generated by the low-frequency road surface undulations and the high-frequency road surface impacts that are not filtered out by the chassis vibration damping system is dampened by the individual or combined movement of the two active vibration damping systems.

[0106] Specifically, as an example, the response frequency band of one of the active vibration damping systems can be less than 2HZ, which is for low-frequency road conditions; the response frequency band of the other active vibration damping system can be greater than 20HZ, which is for high-frequency road conditions. The main response frequency band of the chassis vibration damping system is 2HZ - 20HZ, which is mainly for medium-frequency road conditions. In this way, the vibration generated by most road conditions can be covered through the cooperation of the active vibration damping system and the chassis vibration damping system.

[0107] In one embodiment, the vehicle of the present application is further provided with an autonomous driving perception fusion system. The vibration prediction module includes a vibration prediction controller, and the vibration prediction controller outputs the vibration prediction information by using the road surface information in front obtained by the autonomous driving perception fusion system and the corresponding vibration information retrieved from the historical road surface vibration information database pre-stored in the vehicle according to the road surface information in front.

[0108] Specifically, the historical road surface vibration information database is pre-stored in the cloud. After the vehicle passes through this road, vibration information will be generated and uploaded to the cloud for storage to form the historical road surface vibration information database for subsequent vehicle calls.

[0109] More specifically, the autonomous driving perception fusion system includes a high-precision map, a camera, and a lidar. The information of these three is used to judge the vehicle position information and the road surface information in front of the vehicle, so that the corresponding vibration information can be obtained from the historical road surface vibration information database, realizing the advance prediction of the vibration information that the vehicle will encounter and outputting it as the vibration prediction information. The high-precision map is used to judge the current position of the vehicle, that is, the current vehicle position information, while the camera and the lidar are used to obtain the road surface information of the road conditions in front.

[0110] In one embodiment, at least two active vibration damping systems are arranged along the height direction of the vehicle, and adjacent two active vibration damping systems are connected by a connecting plate. The active vibration damping system located at the bottom is installed on the vehicle body floor, and the active vibration damping system located at the top is connected to the seat.

[0111] In the above embodiments, adjacent active vibration damping systems are connected by a connecting plate, realizing the function that the active vibration damping systems can move independently or jointly, and improving the vibration damping effect in the entire vibration frequency band.

[0112] Referring to Figure 2 , in one embodiment, the number of active vibration damping systems is two. One active vibration damping system is the first motor assembly, and the other active vibration damping system is the second motor assembly. The first motor assembly includes a first motor 1, a first reducer 4, and a first transmission component 5. The first motor 1 is connected to the first transmission component 5 through the first reducer 4. The first transmission component 5 is connected to the seat 3. The first motor 1 converts the rotational motion into the up-and-down linear motion of the seat 3 through the first transmission component 5;

[0113] The second motor assembly is installed on the vehicle body floor 8. The second motor assembly includes a second motor 2, a second reducer 7, and a second transmission component 6. The second motor 2 is disposed on the vehicle body floor 8 and is connected to the second transmission component 6 through the second reducer 7. The second transmission component 6 is connected to the first motor assembly through a connecting plate. The second motor 2 converts the rotational motion into the up-and-down linear motion of the connecting plate 9 through the second transmission component 6.

[0114] It should be noted that regarding the installation position relationship between the first motor assembly and the second motor assembly, the present application does not make specific limitations. It may be that the second motor assembly is installed on the vehicle body floor as described above, the first motor assembly is installed on the connecting plate connected to the second motor assembly, and the first motor assembly is connected to the seat; or the first motor assembly is installed on the vehicle body floor, the second motor assembly is installed on the connecting plate connected to the first motor assembly, and the second motor assembly is connected to the seat. All of these are within the protection scope of the present application.

[0115] In one embodiment, the response frequency band of one of the first motor assembly and the second motor assembly is less than 2HZ for dealing with low-frequency vibrations; the response frequency band of the other of the first motor assembly and the second motor assembly is greater than 20HZ for dealing with high-frequency vibrations.

[0116] Exemplarily, the response frequency band of the first motor assembly is less than 2HZ, and the response frequency band of the second motor assembly is greater than 20HZ. The first motor assembly corresponds to the road conditions in the low-frequency band, and the active vibration damping system corresponding to the first motor assembly can also be called a low-frequency active vibration damping system. The second motor assembly corresponds to the road conditions in the high-frequency band, and the active vibration damping system corresponding to the second motor assembly can also be called a high-frequency active vibration damping system.

[0117] In the above embodiments, the first transmission assembly may be (but is not limited to) a lead screw transmission assembly. In the embodiments of the present application, the response frequency of the active vibration damping system can be changed by changing the reduction ratio of the first reducer and the transmission stroke of the first transmission assembly (i.e., the stroke of the up-and-down linear motion) to be applicable to road conditions with different vibration frequencies. For low-frequency road conditions, such as when there is a large pothole in the front road condition of the driving road, the first reducer in the low-frequency active vibration damping system has a high reduction ratio, and the first transmission assembly has a long stroke. Before the vehicle passes through the pothole, the low-frequency active vibration damping system adjusts the suspension position of the seat in the height direction in advance, so that the seat has enough moving space in the height direction. In this way, when the vehicle passes through the pothole, the low-frequency active vibration damping system drives the seat to move in the opposite direction, and there is enough stroke to meet the seat vibration damping action, improving the vibration damping effect. For driving on high-frequency road conditions, in the embodiments of the present application, the control bandwidth of the second motor in the high-frequency active vibration damping system can be adjusted. For example, by increasing the bandwidth, the response speed is improved, and the high-frequency impact is better offset through the rapid response of the second motor, improving the vibration damping effect. After the vibration damping is completed, since it is easy to generate noise when the bandwidth becomes larger, the bandwidth is greatly reduced to a set value to avoid affecting the comfort of passengers due to noise. Exemplarily, for high-frequency road conditions, the motor control bandwidth is 10HZ to 100HZ, and the typical control bandwidth when the bandwidth is increased is 10HZ to 100HZ; the typical control bandwidth when the bandwidth is reduced is 10HZ to 30HZ. The specific value of the set value is not specifically limited in the present application and can be flexibly set according to design requirements and actual usage conditions.

[0118] It should be noted that since the bandwidth of the second motor is mainly adjusted under high-frequency road conditions, the second motor can directly drive the second transmission assembly to move, which is also applicable to driving on high-frequency road conditions and is also within the protection scope of the embodiments of the present application.

[0119] In the embodiments of the present application, a first displacement sensor and a first acceleration sensor are installed in the seat cushion of the seat to detect the displacement and acceleration information generated by the seat during vibration, while a second acceleration sensor is installed on the chassis, and a second displacement sensor is installed between the chassis and the vehicle body floor to detect the acceleration information and displacement information of the chassis. Exemplarily, a second acceleration sensor is installed at a position near the wheel on the chassis, and a second displacement sensor is installed at a position near the wheel between the chassis and the vehicle body floor. However, it should be noted that the present application does not limit the specific installation positions of the second displacement sensor and the second acceleration sensor, and they can be flexibly set according to the actual situation of the vehicle. In addition, the present application does not limit the specific positions of the first displacement sensor and the first acceleration sensor in the seat cushion, and they can be flexibly set according to the actual situation.

[0120] The above vehicle seat suspension vibration damping system is used to execute Figure 3In the embodiments of the vehicle seat suspension damping control method shown, the technical principles, the technical problems solved, and the technical effects produced are similar. Those skilled in the art of this technology can clearly understand that for the convenience and conciseness of description, the specific working process and related explanations of the vehicle seat suspension damping system can refer to the content described in the following embodiments of the vehicle seat suspension damping control method, which will not be elaborated here.

[0121] Next, refer to Figure 3 , embodiments of the present application provide a vehicle seat suspension damping control method. The vehicle includes a chassis, a seat, a body floor provided on the chassis, and at least two active damping systems with different response frequency bands provided between the body floor and the seat that can drive the seat to perform damping movement alone or jointly. The control method includes:

[0122] [[ID=,8]]S1. Obtain vibration prediction information of the road conditions ahead during vehicle driving;

[0123] S2. According to the vibration prediction information, control at least two active damping systems to perform seat damping parameter adjustment actions alone or jointly;

[0124] S3. Obtain body vibration-related information;

[0125] S4. According to the body vibration-related information, determine seat vibration prediction parameters;

[0126] S5. According to the seat vibration prediction parameters, control at least two active damping systems to drive the seat to perform damping actions alone or jointly in the opposite direction according to the values of the seat vibration prediction parameters.

[0127] In step S2, the seat damping parameter refers to the damping parameter of the active damping system. For example, when the active damping system is a low-frequency active damping system, its seat damping parameter at least includes the suspension position of the seat in the height direction. When the active damping system is a high-frequency active damping system, its seat damping parameter at least includes the control bandwidth value of the second motor in the high-frequency active damping system. The seat damping parameter is determined according to the vibration prediction information when the vehicle has not entered the vibration road conditions ahead; while the seat vibration prediction parameter in step S4 refers to the parameter determined according to the body vibration-related information after the vehicle enters the vibration road conditions ahead and the chassis starts to vibrate. The active damping system driving the seat to perform the adjustment action according to the seat damping parameter is prior to the active damping system driving the seat to perform the damping action according to the seat vibration prediction parameter in terms of execution time. In the present application, the control objects for the active damping system to drive the seat to perform the seat damping parameter adjustment action and to drive the seat to perform the damping action according to the seat vibration prediction parameter are both motors, that is, control the motors of the active damping system to perform parameter adjustment or seat damping.

[0128] In step S2, according to the vibration prediction information, the active vibration damping system corresponding to the execution of the seat vibration damping parameter adjustment action can be determined. It can be a single active vibration damping system that executes this adjustment action, or two or more active vibration damping systems that jointly execute this adjustment action.

[0129] In the above embodiment, active vibration damping systems with different response frequency bands are applied to road conditions with different vibration frequency bands. Exemplarily, when two active vibration damping systems are provided between the vehicle body floor and the seat, and the vibration frequency of the road condition is divided into three segments, namely, the low frequency segment (less than 2HZ), the medium frequency segment (2HZ - 20HZ), and the high frequency segment (greater than 20HZ), since the chassis vibration damping system mainly filters the medium frequency vibration, one of the active vibration damping systems is mainly used for damping the road conditions in the low frequency segment, and the other active vibration damping system is mainly used for damping in the high frequency segment.

[0130] The specific implementation manner of step S5 is that the seat vibration prediction parameters are respectively transmitted to at least two active vibration damping systems, that is, each active vibration damping system inputs the seat vibration prediction parameters. At least two active vibration damping systems respectively perform filtering processing on the seat vibration prediction parameters in their respective response frequency bands, and after the filtering processing, drive the seat to execute the vibration damping action in the opposite direction according to the parameters, so as to realize that the active vibration damping system drives the seat to execute the vibration damping action alone or jointly. When the active vibration damping systems with different response frequency bands act simultaneously, it indicates that there is superposition of the vibration road conditions corresponding to this response frequency band. For example, there is a protrusion in a pothole. The pothole corresponds to the low frequency road condition, and the protrusion corresponds to the high frequency road condition. The active vibration damping systems with different response frequency bands can act on the medium frequency road condition. Exemplarily, two active vibration damping systems are set, namely a low frequency active vibration damping system and a high frequency active vibration damping system. The frequency band corresponding to the low frequency active vibration damping system is 0 - 20HZ, and the frequency band corresponding to the high frequency active vibration damping system is 10 - 100HZ. The frequency band corresponding to the medium frequency road condition is generally 2 - 20HZ. In this way, the frequency bands corresponding to the low frequency active vibration damping system and the high frequency active vibration damping system cover the medium frequency band, so that the low frequency active vibration damping system and the high frequency active vibration damping system can act on the medium frequency road condition, thereby canceling the vibration not filtered by the chassis vibration damping system and improving the vibration damping effect of the whole vehicle.

[0131] The separate and combined operations of two active vibration damping systems are exemplarily described below. For the sake of distinction, the two active vibration damping systems are respectively referred to as the low-frequency active vibration damping system and the high-frequency active vibration damping system. The low-frequency active vibration damping system can drive the seat to move in a long stroke, while the high-frequency active vibration damping system has a fast response speed. The low-frequency road conditions are long-distance road undulations, and it takes a long time for the vehicle to pass through the low-frequency road conditions. When the vehicle passes through this road condition, the low-frequency active vibration damping system drives the seat to move in the reverse direction to cancel out the vibration. The high-frequency road conditions can be high-frequency impact conditions such as speed bumps, road-bridge connections, or elevated joints. It takes a short time for the vehicle to pass through the high-frequency road conditions. When the vehicle passes through this road condition, the high-frequency active vibration damping system quickly drives the seat to move in the reverse direction to cancel out the vibration. When the vehicle passes through the medium-frequency road conditions, the low-frequency active vibration damping system and the high-frequency active vibration damping system can jointly act on the seat to cancel out the vibration that the chassis vibration damping system has not filtered out. Specifically, Figure 5 shows the actions of the ground, the vehicle body floor (the vehicle body floor is connected to the chassis through the suspension on the chassis), the actions of the first motor 1 driving the seat, the actions of the second motor 2 driving the seat, the respective vibration or displacement amplitudes of the seat, and the sequence of time in road conditions with different vibration frequency bands. It can be seen from the ground undulation curve and time that the road undulation distance in the low-frequency band is longer and the vehicle driving time is longer, while the road undulation distance in the high-frequency band is shorter and the vehicle driving time is shorter; the road undulations in the medium-frequency band are between the low-frequency band and the high-frequency band. As Figure 5 shown in the action curve of the first motor 1 and the seat vibration curve in the low and medium frequency part, when the vehicle is driving on the low-frequency road conditions, the first motor of the low-frequency active vibration damping system drives the seat in the reverse direction to cancel out the vibration of the vehicle body in the low-frequency band caused by the ground undulation, playing a major role, so that the actual seat vibration is eliminated or greatly reduced. When the vehicle is driving on the medium-frequency road conditions, as Figure 5 shown, according to the curve fluctuation of the vehicle body floor in the shaded part of the medium-frequency road conditions in the figure being greatly reduced compared to the curve fluctuation of the ground undulation, it can be known that the chassis vibration damping system conducts the main vibration damping. The first motor 1 of the low-frequency active vibration damping system and the second motor 2 of the high-frequency active vibration damping system can conduct secondary vibration damping on the vehicle body floor vibration during the vehicle's driving on the medium-frequency road conditions, so that the vehicle body floor vibration that has not been filtered out by the chassis vibration damping system during the driving on this road condition is further eliminated or greatly reduced, thereby canceling out the vibration caused by the vibration amplitude of the vehicle body floor to the seat and reducing the vibration amplitude of the seat. As Figure 5 shown in the action curve of the second motor 2 and the seat vibration curve in the high and medium frequency part, when the vehicle is driving on the high-frequency road conditions, the second motor of the high-frequency active vibration damping system quickly drives the seat in the reverse direction to cancel out the impact vibration caused by the ground undulation of the vehicle body, so that the seat vibration is eliminated or greatly reduced.

[0132] In the embodiment of the present application, during the driving of the vehicle, the road conditions ahead can be predicted. According to the obtained vibration prediction information, the active vibration reduction system is made to execute the seat vibration reduction parameter adjustment action in advance when entering the road conditions ahead, providing sufficient reserve for the upcoming vibration of the seat, and effectively reducing the low-frequency vibration and high-frequency vibration that are not filtered by the chassis vibration reduction system. Since the vibration is gradually transmitted from the wheels, the chassis, and the vehicle body floor to the seat, the seat vibration lags behind the chassis vibration. As Figure 5 shown, the road surface undulation curve, the vehicle body floor vibration curve, and the seat vibration curve are arranged from bottom to top in the order of vibration sequence. Therefore, after the chassis starts to vibrate, the upcoming vibration parameters of the seat, that is, the seat vibration prediction parameters, can be predicted in advance. According to the seat vibration prediction parameters, at least two active vibration reduction systems are controlled to drive the seat to move in the opposite direction alone or jointly according to the values of the seat vibration prediction parameters to offset the vibration, improving the seat vibration reduction performance. In this way, during the driving of the vehicle, the influence of the ground undulation and the vehicle body floor vibration caused by road conditions in different vibration frequency bands on the seat is small, and the vibration amplitude of the seat itself can still remain relatively stable, providing a smoother and more comfortable driving experience and achieving the floating vibration reduction effect.

[0133] In a specific embodiment, the vehicle body vibration-related information includes seat position information, vehicle speed information, acceleration information and displacement information of the chassis. The step S4 of "determining the seat vibration prediction parameters according to the vehicle body vibration-related information" specifically includes:

[0134] S41, determining the seat vibration prediction parameters according to the seat position information, vehicle speed information, acceleration information and displacement information of the chassis.

[0135] Referring to Figure 6 , in an embodiment, the seat vibration prediction parameters at least include the seat vibration lag time, the seat vibration prediction acceleration, and the seat vibration prediction displacement. The step S5 of "controlling at least two active vibration reduction systems to drive the seat to execute the vibration reduction action alone or jointly according to the values of the seat vibration prediction parameters in the opposite direction" specifically includes:

[0136] S51, when the time from the start of the chassis vibration reaches the seat vibration lag time, controlling at least two active vibration reduction systems to drive the seat to execute the vibration reduction action alone or jointly according to the values of the seat vibration prediction acceleration and the seat vibration prediction displacement in the opposite direction.

[0137] In the above embodiments, the chassis vibration time is measured starting from when the chassis begins to vibrate, and the start of chassis vibration is determined based on the chassis acceleration information and the chassis displacement information. When the chassis acceleration information and the chassis displacement information are higher than the corresponding set thresholds, it is determined that the chassis has started to vibrate. It should be noted that the application does not specifically limit the magnitude of the set thresholds, and those skilled in the art can flexibly set them according to the actual situation.

[0138] In addition, the application does not specifically limit the specific method for obtaining the seat vibration prediction parameters. Only one example of the acquisition method will be given below for illustration.

[0139] In the present application, a second acceleration sensor is installed at a position on the chassis near the wheel, and a second displacement sensor is installed at a position between the chassis and the vehicle body floor near the wheel. Generally, a vehicle has four wheels, that is, the number of both the second acceleration sensors and the second displacement sensors is four. Exemplarily, Figure 8 is a schematic diagram of relevant parameters involved in calculating the seat vibration prediction parameters for a vehicle. As Figure 8 shown, the positions where T1 to T4 are located each represent a wheel, and the wheels are named and distinguished according to the names T1 to T4. The front-rear direction is longitudinal, and the left-right direction is transverse. The connecting shaft between the front wheels is the front axle, the connecting shaft between the rear wheels is the rear axle, the distance X between the front and rear wheels is the wheelbase, and the distance Y between the left and right wheels is the track width. Seats 1 to 5 are the left front, right front, left rear, right rear, and middle rear position seats respectively. Correspondingly, the lateral distance from the seat to the position of the nearby tire is qn, and the longitudinal distance is pn, where n is the corresponding seat position number. The corresponding nearer axle is the near axle, and the farther axle is the far axle. The projection point directly in front of or behind the near axle is An, and the projection point directly in front of or behind the far axle is Bn. Taking seat 1 as an example, the lateral distance from it to the nearby left front wheel is q1, and the longitudinal distance is p1. Its near axle is the front axle, and the projection point directly in front of the near axle end is A1. Its far axle is the rear axle, and the projection point behind the far axle end is B1.

[0140] In the present application, the seat vibration prediction acceleration Cn is calculated according to the following formula:

[0141]

[0142] where, n is the seat number, and a1 to a4 respectively correspond to the acceleration values detected by the second acceleration sensors at the positions of T1 to T4.

[0143] Taking Figure 8 seat 1 in

[0144]

[0145] Among them,

[0146] According to the above formula, the predicted seat vibration acceleration corresponding to the seats at the five positions shown as follows can be calculated. Figure 8 The predicted seat vibration acceleration corresponding to the seats at the five positions shown as follows can be calculated.

[0147] In this application, the predicted seat vibration displacement Hn is calculated according to the following formula:

[0148]

[0149] Among them, n is the seat number, and s1 to s4 are the displacement values detected by the second displacement sensors at the T1 to T4 positions respectively.

[0150] Taking Figure 8 the seat 1 in as an example, the specific formula for the predicted seat vibration acceleration H1 is:

[0151]

[0152] Among them,

[0153] According to the above formula, the predicted seat vibration displacement corresponding to the seats at the five positions shown as follows can be calculated. Figure 8 The predicted seat vibration displacement corresponding to the seats at the five positions shown as follows can be calculated.

[0154] In addition, the specific method for obtaining the seat vibration lag time is as follows:

[0155] At different vehicle speed ranges, by making the wheels at different positions vibrate, the vibration start time of each wheel and the vibration start time of the seats at different positions corresponding to the vibration of this wheel are obtained. The difference obtained by subtracting the vibration start time of each wheel from the vibration start time of the seats corresponding to it is the vibration delay transfer time for the vibration of this wheel to be transmitted to this seat, which is the seat vibration lag time. The seat vibration lag times of the wheels at different positions and the seats at different positions corresponding to these wheels at different vehicle speed ranges are processed and stored in the calibration database in a one-to-one correspondence in advance, and only need to be called from the calibration database later.

[0156] Exemplarily, for example, when the vehicle speed is 10 m / s, T1 vibrates at the 0 moment, the vibration delay transfer time of seat 1 relative to T1 is 15 ms, T2 vibrates at the 10 ms moment, the vibration delay transfer time of seat 1 relative to T2 is 5 ms, and the vibration arrival time of both T1 and T2 at seat 1 is 15 ms. Then, when calculating the predicted acceleration and predicted position of the seat vibration according to the above formula at 15 ms, regardless of the order of vibration of the original T1 and T2, the vibrations that reach the seat at the same moment after delay are calculated according to the formula, that is, all the vibrations that reach seat 1 at the 15 ms moment are added according to the formula, and the parameters in the formula without vibration are zero.

[0157] In the embodiments of the present application, the chassis acceleration sensor described refers to the second acceleration sensor, and the chassis displacement sensor refers to the second displacement sensor. Since the seat vibration lags behind the chassis vibration, it is necessary to determine the seat vibration lag time when the chassis vibrates, so as to accurately cancel the seat vibration and achieve the suspension damping effect.

[0158] Continue to refer to Figure 6 , in one embodiment, the control method further includes:

[0159] S6, during the process of the seat being driven to perform the damping action, real-time obtain the acceleration information and displacement information of the seat;

[0160] S7, determine the real-time control parameters for seat damping according to the acceleration information and displacement information of the seat and the vehicle body vibration related information;

[0161] S8, control at least two active damping systems to drive the seat to perform the damping action separately or jointly according to the values of the real-time control parameters for seat damping and in opposite directions.

[0162] In the above embodiments, the specific determination method of the real-time control parameters for seat vibration damping in step S7 is as follows: The obtained seat acceleration information and seat displacement information are used as the real-time parameters of seat vibration. The seat vibration prediction parameters and the real-time parameters of seat vibration are added together according to a preset ratio, and low-pass and high-pass filtering are respectively performed on the seat vibration prediction parameters (the seat vibration prediction parameters may only include high-frequency information, low-frequency information, and high-frequency and low-frequency information. For example, the high-frequency information is the bandwidth value, whether it is 10 - 30 HZ or 10 - 100 HZ. According to this information, the bandwidth of the corresponding high-pass filter is set. The added parameters are sent to both the high-pass and low-pass filters for filtering respectively). The filtered low-frequency vibration parameters and high-frequency vibration parameters are respectively subjected to integral operations according to preset ratios to form the real-time control parameters for seat vibration damping. If only the low-frequency active vibration damping system drives the seat to move, the filtered low-frequency vibration parameters are used as the real-time control parameters for seat vibration damping to control the low-frequency active vibration damping system to drive the seat to move. If only the high-frequency active vibration damping system drives the seat to move, the filtered high-frequency vibration parameters are used as the real-time control parameters for seat vibration damping to control the high-frequency active vibration damping system to drive the seat to move. In addition, the seat vibration prediction parameters are feedforward control parameters, and the real-time parameters of seat vibration are feedback control parameters. In the present application, regarding the preset ratio involved in "adding the seat vibration prediction parameters and the real-time parameters of seat vibration according to a preset ratio" described above, the present application does not specifically limit its specific value, which can be flexibly set according to experiments and actual usage conditions. In the process of the seat performing vibration damping actions in the embodiments of the present application, not only feedforward control is performed based on the vehicle body vibration-related information, but also the acceleration information and displacement information of the seat are obtained in real time, achieving the purpose of real-time parameter adjustment for feedback control during seat vibration and achieving the effect of the seat approaching a suspended state.

[0163] It should be noted that in the present application, as Figure 6 shown, the vehicle seat suspension vibration damping control method is sequentially executed according to the steps S1 - S8.

[0164] Referring back to Figure 4 , in one embodiment, the step S1 of "obtaining vibration prediction information of the road conditions ahead during vehicle driving" specifically includes:

[0165] S101, obtaining the current position information of the vehicle and thus determining the road surface information ahead;

[0166] S102, obtaining the vibration information corresponding to the road surface information ahead and using this vibration information as the vibration prediction information.

[0167] Specifically, vibration information corresponding to the road surface information ahead is obtained from a pre-stored historical road surface vibration information database. In this application, the historical road surface vibration information database can be pre-stored in the cloud, and the vibration information generated by the vehicle passing through this road condition is uploaded to the cloud database. By obtaining vibration prediction information from the historical road surface vibration information database in the embodiments of this application, it is possible to make advance predictions and improve the vibration reduction effect. According to the road surface information ahead, it can be determined whether the road condition is a low-frequency road condition, a high-frequency road condition, or both low-frequency and high-frequency exist, and thus the corresponding active vibration reduction system is controlled to act accordingly.

[0168] In one embodiment, the step of "controlling at least two active vibration reduction systems to individually or jointly perform seat vibration reduction parameter adjustment actions according to the vibration prediction information" specifically includes:

[0169] According to the vibration prediction information, obtain the corresponding seat vibration reduction parameter adjustment value;

[0170] According to the seat vibration reduction parameter adjustment value, control at least two active vibration reduction systems to individually or jointly perform seat vibration reduction parameter adjustment actions.

[0171] In this application, when the active vibration damping system is a low-frequency active vibration damping system, the seat vibration damping parameter adjustment action it performs at least includes adjusting the suspension position of the seat in the height direction. When the active vibration damping system is a high-frequency active vibration damping system, the seat vibration damping parameter adjustment action it performs at least includes adjusting the control bandwidth value of the second motor in the high-frequency active vibration damping system. The seat vibration damping parameter adjustment value of the suspension position of the seat in the height direction in the low-frequency active vibration damping system is specifically described below. According to the maximum displacement position in the up and down direction generated by the seat under the action of the historical vehicle seat suspension damping system detected by the first displacement sensor that detects the seat movement in the vehicle seat suspension damping system passing through this section of the road in history, the maximum displacement position in the up and down direction can be described by the wave crest and the wave trough. The wave crest and the wave trough are relative to the initial equilibrium position of the seat of the historical vehicle. The difference obtained by subtracting the set initial equilibrium position of the seat from the average amplitude value of the wave crest and the wave trough of the seat of the historical vehicle is stored in the historical road surface vibration information database. Before the following vehicle passes through this section of the road, the difference data in the historical road surface vibration information database is retrieved, and the result obtained by adding the product of this difference and the set ratio to the initial equilibrium position of the seat of the following vehicle is used as the suspension position of the following vehicle seat in the height direction. The initial equilibrium positions of the seats of the historical vehicle and the following vehicle are set to the 0 position. The initial equilibrium position of the seat refers to the position when the seat moves to the middle height within the physically allowed up and down movement range. The up and down movement range may be caused by reasons such as the physical structure of the seat and the interior space of the vehicle. The product of the difference and the set ratio is the seat vibration damping parameter adjustment value. Regarding the specific value of the set ratio, this application does not make a limitation and it can be flexibly set according to experimental measurements and actual situations. For example, the set ratio is 50%. Specific description is made in combination with the above description. Exemplarily, when the vehicle enters the low-frequency section of the road, the seat vibration damping parameter adjustment action includes adjusting the suspension position of the seat of the vehicle in the height direction (i.e., the up and down direction) so that during the vehicle's travel on the low-frequency section of the road, the seat has sufficient movement space in the height direction, enabling the seat to achieve at least partially offset the vibration effect by moving up and down during the travel on this road condition. For example, the physical movement stroke of the seat is within -10 cm to 10 cm, the initial equilibrium position of the seat is the 0 position, and the set ratio is 50%. Based on the data of the historical vehicle stored in the historical road surface vibration information database, exemplarily, if the average amplitude value of the wave crest and the wave trough (such as the wave trough is -4 cm and the wave crest is +6 cm) formed by the vibration of the historical vehicle in the up and down direction when passing through this section of the road The difference from the initial equilibrium position of the seat of the historical vehicle is +1 cm (+1 cm - 0 = +1 cm). Then, before the current vehicle passes through this road condition, the difference of +1 cm in the historical road surface vibration information database is called to obtain the seat shock absorption parameter adjustment value of +0.5 cm (+1 cm × 50% = +0.5 cm). At this time, the specific seat shock absorption parameter adjustment action is to adjust the suspension position of the seat of the vehicle in the height direction to the initial equilibrium position of the seat of the vehicle, that is, the 0 position, and the position obtained after adding +0.5 cm is used as the seat suspension position of the vehicle before entering this road condition. During the driving of the vehicle on the road condition, the suspension shock absorption system will continue to perform subsequent shock absorption for the seat. The subsequent displacement of the seat caused by the action of the suspension shock absorption system will start to move from the suspension position that has been adjusted by executing the seat shock absorption parameter adjustment action of the vehicle, so as to achieve the effect of at least partially offsetting the vibration.

[0172] The specific acquisition method of the bandwidth value in the high-frequency active shock absorption system is as follows: The bandwidth data detected in the seat suspension shock absorption system of the vehicles that passed through this section in history is pre-stored in the historical road surface vibration information database, and then when the subsequent vehicle passes, the bandwidth data can be directly called. That is, after retrieving the bandwidth data of the vehicles that passed through this section in history from the historical road surface vibration information database, the bandwidth value in the high-frequency active shock absorption system of the vehicle currently passing through this section is directly adjusted to the bandwidth data value.

[0173] Refer to the following Figure 7 , in one embodiment, the control method of the present application further includes:

[0174] S9, before controlling at least two active shock absorption systems to separately or jointly execute the seat shock absorption parameter adjustment action and / or drive the seat to execute the shock absorption action, determine whether there is a passenger on the seat;

[0175] S10, if there is a passenger on the seat, control at least two active shock absorption systems corresponding to the seat to separately or jointly execute the seat shock absorption parameter adjustment action and / or drive the seat to execute the shock absorption action.

[0176] There are multiple implementation manners for the above embodiments. Exemplarily, the first one is as Figure 7 shown. Before controlling at least two active shock absorption systems to separately or jointly execute the seat shock absorption parameter adjustment action, determine whether there is a passenger on the seat; if there is a passenger on the seat, control at least two active shock absorption systems corresponding to the seat to separately or jointly execute the seat shock absorption parameter adjustment action and drive the seat to execute the shock absorption action; the second one is to determine whether there is a passenger on the seat before controlling at least two active shock absorption systems to separately or jointly drive the seat to execute the shock absorption action; if there is a passenger on the seat, control at least two active shock absorption systems corresponding to the seat to separately or jointly drive the seat to execute the shock absorption action.

[0177] Since at least two active vibration damping systems are installed between each seat and the vehicle body floor, before vibration damping, it is determined whether there is a passenger on the seat. The seats without passengers do not need to be vibration-damped, while only the seats with passengers activate the corresponding active vibration damping systems for vibration damping. Generally, since the seats in the vehicle are not fully occupied, the driving load is small, greatly reducing the overall power consumption of the vibration damping system.

[0178] In the embodiment of the present application, taking the example of having two active vibration damping systems and there being large road surface potholes and speed bumps on the road where the vehicle is traveling to illustrate the vibration damping. One of the active vibration damping systems is mainly for vibration damping of low-frequency road conditions, that is, it has a high reduction ratio and a long stroke, hereinafter referred to as the low-frequency active vibration damping system; the other active vibration damping system is mainly for vibration damping of high-frequency road conditions, and adjusts the response speed by adjusting the bandwidth of the motor, hereinafter referred to as the high-frequency active vibration damping system. Before the vehicle enters this road, first obtain the historical road surface vibration information from the historical road surface vibration information database in the cloud, and then drive onto this road. Through the autonomous driving perception fusion system, the current position of the vehicle and the road conditions ahead (for example, typically 20 meters according to different vehicle speeds) information are obtained, and these information are compared with the historical road surface vibration information to obtain the vibration information of the road conditions ahead at the current position. This vibration information is the vibration that the vehicle is about to encounter, and this vibration information is the vibration prediction information. For example, if there is a large road surface pothole at the road conditions 20 meters ahead, then according to the vibration prediction information, control the low-frequency active vibration damping system to perform the seat vibration damping parameter adjustment action, that is, control the first motor to drive the seat to move to adjust the suspension position of the seat in the height direction to ensure that there is enough moving space for the seat in the height direction when the subsequent vibration damping action is carried out. As the vehicle enters the pothole and the chassis starts to vibrate, determine the seat vibration prediction parameters according to the relevant information of the vehicle body, and control the movement of the seat in the opposite direction according to the value of the seat vibration prediction parameters to offset the vibration generated by the seat that the chassis vibration damping system has not filtered out, so that the seat can be in a suspended state, achieving the suspended vibration damping effect. For example, if the road conditions 20 meters ahead are speed bumps, then according to the vibration prediction information, control the high-frequency active vibration damping system to perform the seat vibration damping parameter adjustment action, that is, adjust the bandwidth value of the second motor according to the corresponding broadband value retrieved from the historical road surface vibration information database to quickly respond to the upcoming impact generated by the speed bumps. After the impact passes, adjust the bandwidth value to the set value (this set value ensures that the noise output by the second motor is small and does not affect the comfort of passengers), reducing the noise output by the second motor.

[0179] It should be noted that, based on the vehicle seat suspension damping system described above, in the vehicle seat suspension damping control method of the present application, the execution subject of steps S1 - S10 is the seat vibration elimination controller; the execution subject of using the vehicle's chassis damping system to damp the chassis is the chassis vibration elimination controller; and the execution subject of collecting vibration prediction information is the vibration prediction module. It should be understood that since the settings of the seat vibration elimination controller, the chassis vibration elimination controller, and the vibration prediction module are only for illustrating the functional units of the vehicle seat suspension damping system of the present application, the physical devices corresponding to these functional units can be the controller itself, or a part of the software in the controller, a part of the hardware, or a part of the combination of software and hardware.

[0180] In addition, an embodiment of the present application further provides a vehicle, on which is installed the vehicle seat suspension damping system described in any one of the above technical solutions.

[0181] So far, the technical solutions of the present application have been described in conjunction with the preferred embodiments shown in the drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present application is obviously not limited to these specific embodiments. Without departing from the principle of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the protection scope of the present application.

Claims

1. A vehicle seat suspension damping control method, characterized in that, The vehicle includes a chassis, a seat, a body floor disposed on the chassis, and at least two active vibration damping systems with different response frequency bands disposed between the body floor and the seat and capable of driving the seat to perform vibration damping movements individually or jointly. The control method includes: Obtaining vehicle body vibration related information; Determining seat vibration prediction parameters according to the vehicle body vibration related information; Controlling at least two active vibration damping systems to drive the seat to perform vibration damping actions individually or jointly according to the values of the seat vibration prediction parameters and in opposite directions.

2. The vehicle seat suspension damping control method according to claim 1, wherein The control method further includes: During the process of driving the seat to perform vibration damping actions, obtaining the acceleration information and displacement information of the seat in real time; Determining seat vibration damping real-time control parameters according to the acceleration information and displacement information of the seat and the vehicle body vibration related information; Controlling at least two active vibration damping systems to drive the seat to perform vibration damping actions individually or jointly according to the values of the seat vibration damping real-time control parameters and in opposite directions.

3. The vehicle seat suspension damping control method according to claim 1, wherein, The control method further includes: Obtaining vibration prediction information of the road conditions ahead during vehicle driving; Controlling at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions individually or jointly according to the vibration prediction information.

4. The vehicle seat suspension damping control method according to claim 3, characterized in that, The step of "obtaining vibration prediction information of the road conditions ahead during vehicle driving" specifically includes: Obtaining vehicle current position information and thereby determining the road surface information ahead; Obtaining vibration information corresponding to the road surface information ahead and using the vibration information and the road surface information ahead as vibration prediction information.

5. The vehicle seat suspension damping control method according to claim 3, characterized in that, The step of "controlling at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions individually or jointly according to the vibration prediction information" specifically includes: Obtaining corresponding seat vibration damping parameter adjustment values according to the vibration prediction information; Controlling at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions individually or jointly according to the seat vibration damping parameter adjustment values.

6. The vehicle seat suspension damping control method according to claim 1 or 3, characterized in that, The control method further includes: Before controlling at least two active vibration damping systems to perform seat vibration damping parameter adjustment actions and / or drive the seat to perform vibration damping actions individually or jointly, determining whether there is a passenger on the seat; If there is a passenger on the seat, controlling at least two active vibration damping systems corresponding to the seat to perform seat vibration damping parameter adjustment actions and / or drive the seat to perform vibration damping actions individually or jointly.

7. The vehicle seat suspension damping control method according to claim 1, wherein The vehicle body vibration related information includes seat position information, vehicle speed information, acceleration information and displacement information of the chassis. The step of "determining seat vibration prediction parameters according to the vehicle body vibration related information" specifically includes: Determining the seat vibration prediction parameters according to the seat position information, vehicle speed information, acceleration information and displacement information of the chassis.

8. The vehicle seat suspension damping control method according to claim 7, characterized in that, The seat vibration prediction parameters at least include seat vibration lag time, seat vibration prediction acceleration and seat vibration prediction displacement. The step of "controlling at least two active vibration damping systems to drive the seat to perform vibration damping actions individually or jointly according to the values of the seat vibration prediction parameters and in opposite directions" specifically includes: When reaching the seat vibration lag time from the start of the chassis vibration, control at least two active vibration damping systems to drive the seat to perform vibration damping actions separately or jointly according to the values of the predicted seat vibration acceleration and the predicted seat vibration displacement and in opposite directions.

9. A vehicle seat suspension damping system, characterized in that, The vehicle includes a chassis, a chassis vibration damping system, a body floor provided on the chassis, a seat, and at least two active vibration damping systems with different response frequency bands provided between the body floor and the seat and capable of driving the seat to perform vibration damping movements separately or jointly. The vehicle seat suspension vibration damping system includes a chassis vibration elimination controller and a seat vibration elimination controller; The chassis vibration elimination controller drives the chassis vibration damping system to perform vibration damping actions on the chassis according to the collected chassis acceleration information and displacement information; The seat vibration elimination controller determines seat vibration prediction parameters according to the collected body vibration-related information, and drives at least two active vibration damping systems to drive the seat to perform vibration damping actions separately or jointly based on the seat vibration prediction parameters.

10. The vehicle seat suspension damping system according to claim 9, characterized in that, During the process that the seat is driven to perform vibration damping actions, the seat vibration elimination controller determines seat vibration real-time control parameters according to the collected acceleration information and displacement information of the seat and the body vibration-related information, and drives at least two active vibration damping systems to drive the seat to perform vibration damping actions separately or jointly based on the seat vibration real-time control parameters.

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