Vehicle seat suspension damping control method, suspension damping system and vehicle

Abstract

The application relates to the technical field of automobile damping, and particularly provides a vehicle seat suspension damping control method, a suspension damping system and a vehicle, aiming to solve the problems of poor damping effect and high cost of the existing chassis damping for long-stroke low-frequency vibration of a road surface and high-frequency impact damping such as a deceleration belt. For the purpose, the control method comprises the following steps: acquiring vehicle body vibration related information; determining seat vibration prediction parameters according to the vehicle body vibration related information; and controlling at least two active damping systems to individually or jointly drive the seat to perform damping actions in the opposite direction according to the numerical value of the seat vibration prediction parameters. Since the seat vibration lags behind the chassis vibration, the technical scheme of the application can predict the upcoming vibration of the seat according to the seat vibration prediction parameters, then control the seat to perform the opposite action to offset, so that the effect of suspension damping is achieved.

Description

Technical Field

[0001] This application relates to the field of automotive vibration reduction technology, specifically providing a vehicle seat suspension vibration reduction control method, a suspension vibration reduction system, and a vehicle. Background Technology

[0002] Current automotive damping systems, with very few exceptions, are primarily composed of springs and dampers. Generally, these systems adjust the damping by controlling the opening of fluid valves between the internal chambers of the shock absorber using solenoid valves; this type of system is called Continuous Damper Control (CDC). Some vehicles adjust the vehicle's height relative to the ground by adjusting the air intake or exhaust of the air springs. Generally, wheel and chassis damping systems can achieve a certain level of damping within a specific frequency range, such as 2Hz-20Hz, filtering out some vibrations from road undulations. However, in general, these systems rely on springs and dampers to absorb vibration energy, making them passive systems with limited damping capabilities. Furthermore, due to limitations in vehicle unsprung mass and shock absorber characteristics, their frequency response range is limited. Generally, damping systems achieve relatively good performance in a certain mid-frequency range, but their damping effect is poor in the low and high frequency ranges. This results in extremely poor vibration reduction capabilities in the low-frequency range, such as long-wave road surfaces, and very poor vibration reduction effects in the high-frequency range caused by impacts at discontinuous road surfaces such as speed bumps or bridge deck connections.

[0003] To achieve better vibration reduction, an active vibration damping chassis system was developed. This system uses a high-power motor and harmonic reducer to actively suppress road surface undulations. While this active vibration damping system improves upon traditional control-damping systems, two factors hinder its widespread adoption: First, the power consumption of the active vibration damping motor in the chassis is very high, typically in the 10KW or 50KW range, which severely impacts vehicle battery range. Second, the combination of a high-power motor and a high-reduction-ratio harmonic reducer results in a large equivalent moment of inertia, leading to a very poor frequency response. The system is only effective in the low-frequency range and is ineffective against high-frequency impact vibrations.

[0004] In summary, this application seeks to provide a new method for controlling the suspension and vibration reduction of vehicle seats, a suspension and vibration reduction system, and a vehicle to solve the aforementioned technical problems. Summary of the Invention

[0005] This application aims to solve the aforementioned technical problems, namely, that the current industry's chassis vibration reduction is mainly passive vibration reduction, that is, a vibration reduction system without power drive, which has limited vibration reduction effect. Classified by vibration frequency, it mainly absorbs vibration passively in the mid-frequency range through stiffness and damping adjustment. Long-stroke low-frequency vibrations of the road surface and high-frequency impacts such as speed bumps and road-bridge junctions have very poor chassis vibration reduction effect. Another major category is active chassis vibration reduction systems, which use a very high-power motor to drive the chassis movement to offset vibration. Due to the large weight of the whole vehicle, this system has the problems of high energy consumption and high cost.

[0006] To this end, in a first aspect, this application provides a vehicle seat suspension damping control method, the vehicle including a chassis, a seat, a body floor disposed on the chassis, and at least two active damping systems with different response frequency bands disposed between the body floor and the seat, capable of driving the seat to perform damping motion individually or jointly, the control method comprising:

[0007] Obtain information related to vehicle body vibration;

[0008] Based on the vehicle body vibration-related information, determine the seat vibration prediction parameters;

[0009] Based on the seat vibration prediction parameters, at least two active vibration damping systems are controlled individually or jointly to drive the seat in opposite directions to perform vibration damping operations according to the values ​​of the seat vibration prediction parameters.

[0010] When the above technical solution is adopted, since the seat vibration lags behind the chassis vibration, the predicted parameters of the upcoming seat vibration can be determined based on the vehicle body vibration information. Then, the seat is driven in the opposite direction according to the value of the predicted seat vibration parameters to perform vibration reduction to counteract the upcoming seat vibration. The vibration reduction effect is good, and the seat can achieve the effect of suspension vibration reduction.

[0011] In a specific embodiment of the above-mentioned vehicle seat suspension vibration damping control method, the vehicle body vibration related information 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, the acceleration and displacement information of the seat are acquired in real time.

[0013] The real-time control parameters for seat vibration reduction are determined based on the seat's acceleration and displacement information, as well as the vehicle body vibration-related information.

[0014] Control at least two active damping systems individually or jointly to drive the seat in opposite directions to perform damping operations according to the values ​​of the real-time control parameters for seat damping.

[0015] By adopting the above technical solution, this application acquires the acceleration and displacement information of the seat in real time during the seat's vibration reduction operation, thereby achieving the purpose of real-time adjustment during seat vibration and achieving an effect where the seat is close to a suspended state.

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

[0017] Obtain vibration prediction information of the road conditions ahead of the vehicle while it is in motion;

[0018] Based on the vibration prediction information, at least two active vibration damping systems are controlled to individually or jointly perform seat vibration damping parameter adjustment actions.

[0019] With the above technical solution adopted, this application can predict the road conditions ahead during vehicle operation. Based on the obtained vibration prediction information, the active damping system has already performed seat damping parameter adjustment actions in advance when entering the road conditions ahead, providing sufficient reserve for the upcoming vibration of the seat, and can effectively reduce the unfiltered vibration of the chassis damping system.

[0020] In a specific implementation of the above-mentioned vehicle seat suspension vibration reduction control method, the step of "obtaining vibration prediction information of the road conditions ahead of the vehicle while it is in motion" specifically includes:

[0021] Obtain the vehicle's current location information and thus determine the road surface information ahead;

[0022] Vibration information corresponding to the road surface information ahead is obtained, and this vibration information and the road surface information ahead are used as vibration prediction information.

[0023] In a specific implementation of the above-mentioned vehicle seat suspension vibration damping control method, the step of "controlling at least two active damping systems to individually or jointly perform seat damping parameter adjustment actions based on the vibration prediction information" specifically includes:

[0024] Based on the vibration prediction information, obtain the corresponding seat vibration damping parameter adjustment value;

[0025] Based on the seat damping parameter adjustment value, control at least two active damping systems to perform seat damping parameter adjustment actions individually or jointly.

[0026] By adopting the above technical solution, this application obtains vibration prediction information to make advance predictions, which is beneficial for the subsequent drive seat to fully offset vibrations.

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

[0028] Before controlling at least two active damping systems to individually or jointly perform seat damping parameter adjustment actions and / or drive the seat to perform damping actions, determine whether there is a passenger in the seat;

[0029] If there is a passenger in the seat, control at least two active damping systems corresponding to the seat to individually or jointly adjust the seat damping parameters and / or drive the seat to perform damping operations.

[0030] By adopting the above technical solution, this application only activates the active vibration damping system corresponding to the seat with occupants, resulting in a small driving load and greatly reducing the overall power consumption of the vibration damping system.

[0031] In a specific implementation of the above-mentioned vehicle seat suspension vibration reduction control method, the vehicle body vibration related information also includes seat position information, vehicle speed information, chassis acceleration information, and displacement information. The step of "determining seat vibration prediction parameters based on the vehicle body vibration related information" specifically includes:

[0032] The seat vibration prediction parameters are determined based on the seat position information, vehicle speed information, chassis acceleration information, and displacement information.

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

[0034] When the vibration of the chassis begins to reach the hysteresis time of the seat vibration, at least two active damping systems are controlled individually or jointly to drive the seat in opposite directions to perform vibration damping operations according to the values ​​of the predicted acceleration and predicted displacement of the seat vibration.

[0035] In a second aspect, this application also provides a vehicle seat suspension damping system, the vehicle including a chassis, a chassis damping system, a body floor disposed on the chassis, a seat, and at least two active damping systems with different response frequency bands disposed between the body floor and the seat, capable of driving the seat to perform damping motion individually or jointly, the vehicle seat suspension damping system including a chassis vibration cancellation controller and a seat vibration cancellation controller;

[0036] The chassis vibration cancellation controller drives the chassis vibration reduction system to reduce the vibration of the chassis based on the collected chassis acceleration and displacement information.

[0037] The seat vibration cancellation controller determines the seat vibration prediction parameters based on the collected vehicle body vibration information, and drives at least two active damping systems individually or jointly to perform vibration damping operation based on the seat vibration prediction parameters.

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

[0039] In a specific embodiment of the above-mentioned vehicle seat suspension damping system, the vehicle suspension damping system further includes a vibration prediction module. The vibration prediction module is used to acquire vibration prediction information and send it to the seat vibration elimination controller. The seat vibration elimination controller controls at least two active damping systems to perform seat damping parameter adjustment actions individually or jointly based on the acquired vibration prediction information.

[0040] In a specific embodiment of the above-mentioned vehicle seat suspension vibration reduction system, the vehicle is equipped with an autonomous driving perception fusion system, and the vibration prediction module includes a vibration prediction controller. The vibration prediction controller outputs vibration prediction information based on the road surface information ahead obtained by the autonomous driving perception fusion system and the corresponding vibration information obtained based on the road surface information ahead.

[0041] In a specific embodiment of the above-mentioned vehicle seat suspension damping system, at least two active damping systems are arranged along the height direction of the vehicle, and adjacent active damping systems are connected by a connecting plate. The lowest active damping system is installed on the vehicle floor, and the highest active damping system is connected to the seat.

[0042] With the above technical solution, two adjacent active vibration damping systems are connected by a connecting plate, which enables the active vibration damping systems to move independently or together, thereby improving the vibration damping effect across the entire vibration frequency band.

[0043] In the specific implementation of the above-mentioned vehicle seat suspension vibration damping system, there are two active vibration damping systems. One active vibration damping system 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. 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 mounted on the vehicle floor. The second motor assembly includes a second motor, a second reducer, and a second transmission assembly. The second motor is connected to the second transmission assembly through the second 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 vertical linear motion of the connecting plate through the second transmission assembly.

[0045] In a specific embodiment of the aforementioned vehicle seat suspension and vibration damping system, the response frequency band of one of the first motor assembly and the second motor assembly is less than 2 Hz; and / or

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

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

[0048] In a third aspect, this application also provides a vehicle equipped with a vehicle seat suspension and vibration damping system as described in any of the above technical solutions.

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

[0050] Obtain information related to vehicle body vibration;

[0051] Based on the vehicle body vibration-related information, determine the seat vibration prediction parameters;

[0052] Based on the seat vibration prediction parameters, at least two active vibration damping systems are controlled individually or jointly to drive the seat in opposite directions to perform vibration damping operations according to the values ​​of the seat vibration prediction parameters.

[0053] Solution 2. The vehicle seat suspension vibration reduction 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 vibration reduction, the acceleration and displacement information of the seat are acquired in real time.

[0055] The real-time control parameters for seat vibration reduction are determined based on the seat's acceleration and displacement information, as well as the vehicle body vibration-related information.

[0056] Control at least two active damping systems individually or jointly to drive the seat in opposite directions to perform damping operations according to the values ​​of the real-time control parameters for seat damping.

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

[0058] Obtain vibration prediction information of the road conditions ahead of the vehicle while it is in motion;

[0059] Based on the vibration prediction information, at least two active vibration damping systems are controlled to individually or jointly perform seat vibration damping parameter adjustment actions.

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

[0061] Obtain the vehicle's current location information and thus determine the road surface information ahead;

[0062] Vibration information corresponding to the road surface information ahead is obtained, and this vibration information and the road surface information ahead are used as vibration prediction information.

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

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

[0065] Based on the seat damping parameter adjustment value, control at least two active damping systems to perform seat damping parameter adjustment actions individually or jointly.

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

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

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

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

[0070] The seat vibration prediction parameters are determined based on the seat position information, vehicle speed information, chassis acceleration information, and displacement information.

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

[0072] When the vibration of the chassis begins to reach the hysteresis time of the seat vibration, at least two active damping systems are controlled individually or jointly to drive the seat in opposite directions to perform vibration damping operations according to the values ​​of the predicted acceleration and predicted displacement of the seat vibration.

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

[0074] The chassis vibration cancellation controller drives the chassis vibration reduction system to reduce the vibration of the chassis based on the collected chassis acceleration and displacement information.

[0075] The seat vibration cancellation controller determines the seat vibration prediction parameters based on the collected vehicle body vibration information, and drives at least two active damping systems individually or jointly to perform vibration damping operation based on the seat vibration prediction parameters.

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

[0077] Solution 11. The vehicle seat suspension damping system according to Solution 9, characterized in that the vehicle suspension damping system further includes a vibration prediction module, the vibration prediction module is used to acquire 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 individually or jointly according to the acquired vibration prediction information.

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

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

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

[0081] The second motor assembly is mounted on the vehicle floor. The second motor assembly includes a second motor, a second reducer, and a second transmission assembly. The second motor is connected to the second transmission assembly through the second 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 vertical linear motion of the connecting plate through the second transmission assembly.

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

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

[0084] Option 16. The vehicle seat suspension damping system according to Option 9, characterized in that the chassis damping system includes at least one of an air spring damper and a continuously damped adjustable damping controller.

[0085] Option 17. A vehicle, characterized in that the vehicle is equipped with a vehicle seat suspension and vibration damping system as described in any one of Options 9-16. Attached Figure Description

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

[0087] Figure 1 This is a schematic diagram of the structure for vibration reduction of a vehicle with a suspension vibration reduction system provided in the embodiments of this application;

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

[0089] Figure 3 This is a flowchart of the main steps of one embodiment of the vehicle seat suspension vibration reduction control method provided in this application.

[0090] Figure 4 yes Figure 3 Detailed flowchart of step S1;

[0091] Figure 5 This is a schematic diagram showing the vibration displacement amplitude and sequence of the ground, vehicle floor, and seats at different vibration frequencies, provided in the embodiments of this application.

[0092] Figure 6 This is a detailed flowchart of one embodiment of the vehicle seat suspension vibration damping control method provided in this application.

[0093] Figure 7 yes Figure 1 The flowchart of the main steps after adding steps S9 and S10;

[0094] Figure 8 This is a schematic diagram of the relevant parameters involved in calculating seat vibration prediction parameters in a typical vehicle. Detailed Implementation

[0095] Preferred embodiments of the present application will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present application and are not intended to limit the scope of protection of the present application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

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

[0097] Furthermore, it should be noted that, in the description of the embodiments of this application, unless otherwise explicitly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0098] See Figure 1 This application provides a vehicle, which includes a chassis, a chassis damping system, a seat, a vehicle floor mounted on the chassis, a first displacement sensor, a second displacement sensor, a first acceleration sensor, a second acceleration sensor, a vehicle seat suspension damping system, and at least two active damping systems with different response frequency bands disposed between the vehicle floor and the seat and capable of driving the seat to perform damping movements individually or jointly. As an example, in... Figure 1 In one embodiment, a first displacement sensor and a first acceleration sensor are mounted on the seat to detect the acceleration and displacement of the seat; a second displacement sensor is mounted between the chassis and the vehicle floor to detect the displacement of the chassis, and a second acceleration sensor is mounted on the chassis to detect the acceleration of the chassis.

[0099] like Figure 1 As shown, the vehicle seat suspension damping system includes a chassis vibration cancellation controller and a seat vibration cancellation controller. The chassis vibration cancellation controller drives the chassis damping system to dampen chassis vibrations based on chassis acceleration and displacement information collected by a second acceleration sensor and a second displacement sensor, respectively. The seat vibration cancellation controller determines seat vibration prediction parameters based on collected vehicle body vibration-related information, and drives at least two active damping systems, individually or jointly, to dampen seat vibrations based on these parameters. The following will combine... Figure 2-6 This will not be described in detail here. In particular, information related to vehicle vibration includes seat position information, vehicle speed information, chassis acceleration information, and displacement information.

[0100] In the above embodiments, the chassis damping system is installed between the chassis and the vehicle floor. The chassis damping system includes at least one of an air spring damper and a continuously damped adjustable damping controller. That is, the chassis damping system can be an air spring damper or a continuously damped adjustable damping controller alone, or a combination of the two.

[0101] In one embodiment, during the process of the seat being driven to perform vibration reduction, the seat vibration cancellation controller determines the real-time control parameters for seat vibration reduction based on the seat acceleration and displacement information collected by the first displacement sensor and the first acceleration sensor, respectively, as well as vehicle body vibration-related information. Based on the real-time control parameters for seat vibration reduction, it drives at least two active vibration damping systems to individually or jointly drive the seat to perform vibration reduction.

[0102] exist Figure 1 In one embodiment, the vehicle suspension damping system further includes a vibration prediction module. This module acquires vibration prediction information and sends it to the seat vibration cancellation controller. The seat vibration cancellation controller then controls at least two active damping systems to individually or jointly adjust the seat damping parameters based on the acquired vibration prediction information. Similarly, the following will combine... Figure 2-6 This will not be described in detail here.

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

[0104] Additionally, it should be noted that the number of active vibration damping systems is at least two, and can be three or four, etc. This application does not specifically limit the number of active vibration damping systems; it can be flexibly set according to the number of divided response frequency bands and actual usage. When there are three or more active vibration damping systems, there are two situations where they jointly drive the seat to dampen vibrations: the first is that some active vibration damping systems work together, such as two active vibration damping systems working together to drive the seat; the second is that all active vibration damping systems work together to drive the seat. Both of these are within the protection scope of the embodiments of this application.

[0105] In the above embodiments, active vibration damping systems with different response frequencies achieve effective vibration reduction for various road conditions with different vibration frequencies. For example, there are two active vibration damping systems: one primarily targets low-frequency road conditions, and the other primarily targets high-frequency road conditions. This allows the individual or combined movement of the two active vibration damping systems to counteract vibrations caused by low-frequency road surface undulations and high-frequency road impacts that the chassis vibration damping system fails to filter out.

[0106] Specifically, as an example, one active vibration damping system can have a response frequency band less than 2Hz, targeting low-frequency road conditions; another active vibration damping system can have a response frequency band greater than 20Hz, targeting high-frequency road conditions. The chassis vibration damping system mainly has a response frequency band of 2Hz to 20Hz, primarily targeting mid-frequency road conditions. In this way, the combination of the active vibration damping system and the chassis vibration damping system can cover the vibrations generated by most road conditions.

[0107] In one embodiment, the vehicle of this application is further equipped with an autonomous driving perception fusion system. The vibration prediction module includes a vibration prediction controller. The vibration prediction controller outputs vibration prediction information based on the road surface information ahead obtained by the autonomous driving perception fusion system and the corresponding vibration information retrieved from the historical road vibration information database stored in the vehicle based on the road surface information ahead.

[0108] Specifically, the historical road surface vibration information database is pre-stored in the cloud. Vibration information is generated and uploaded to the cloud after each vehicle passes through the road, forming the historical road surface vibration information database for subsequent vehicle access.

[0109] More specifically, the autonomous driving perception fusion system includes high-precision maps, cameras, and LiDAR. It uses information from these three sources to determine the vehicle's position and the road surface ahead, thereby obtaining corresponding vibration information from a historical road vibration database. This allows for the prediction of upcoming vibrations, which are then output as vibration prediction information. The high-precision map is used to determine the vehicle's current position, while the cameras and LiDAR are used to acquire road surface information ahead.

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

[0111] In the above embodiments, two adjacent active vibration damping systems are connected by a connecting plate, which enables the active vibration damping systems to move independently or together, thereby improving the vibration damping effect across the entire vibration frequency band.

[0112] See Figure 2 In one embodiment, there are two active vibration damping systems. One active vibration damping system 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 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 mounted on the vehicle floor 8. The second motor assembly includes a second motor 2, a second reducer 7, and a second transmission assembly 6. The second motor 2 is mounted on the vehicle floor 8 and is connected to the second transmission assembly 6 through the second reducer 7. The second transmission assembly 6 is connected to the first motor assembly through a connecting plate. The second motor 2 converts the rotational motion into the vertical linear motion of the connecting plate 9 through the second transmission assembly 6.

[0114] It should be noted that this application does not specifically limit the installation position relationship between the first motor assembly and the second motor assembly. It can be that the second motor assembly is installed on the vehicle floor, 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 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 this application.

[0115] In one embodiment, the response frequency band of one of the first motor assembly and the second motor assembly is less than 2 Hz, which is used to cope with low-frequency vibration; the response frequency band of the other of the first motor assembly and the second motor assembly is greater than 20 Hz, which is used to cope with high-frequency vibration.

[0116] For example, the response frequency band of the first motor assembly is less than 2 Hz, and the response frequency band of the second motor assembly is greater than 20 Hz. The first motor assembly corresponds to low-frequency road conditions, 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 high-frequency road conditions, 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 component can be (but is not limited to) a lead screw transmission component. This application embodiment can change the response frequency of the active vibration damping system by altering the reduction ratio of the first reducer and the transmission stroke (i.e., the stroke of vertical linear motion) of the first transmission component, to adapt to road conditions with different vibration frequencies. For low-frequency road conditions, such as when the road ahead has a large pothole, the first reducer in the low-frequency active vibration damping system has a high reduction ratio, and the first transmission component has a long stroke. Before the vehicle passes the pothole, the low-frequency active vibration damping system adjusts the seat's suspended position in the height direction in advance, providing sufficient space for the seat to move vertically. Thus, when the vehicle passes the pothole, the low-frequency active vibration damping system drives the seat to move in the opposite direction, providing sufficient stroke to meet the seat's vibration damping action and improving the damping effect. For high-frequency road conditions, this application embodiment can adjust the control bandwidth of the second motor in the high-frequency active vibration damping system, for example, by increasing the bandwidth, thereby improving the response speed. The rapid response of the second motor better offsets high-frequency impacts, improving the damping effect. After vibration reduction is completed, the increased bandwidth can easily generate noise. Therefore, the bandwidth is significantly reduced to the set value to avoid affecting passenger comfort due to noise. For example, under high-frequency road conditions, the motor control bandwidth is 10Hz to 100Hz. The typical control bandwidth when the bandwidth is increased is 10Hz to 100Hz; the typical control bandwidth when the bandwidth is decreased is 10Hz to 30Hz. The specific value of the set value is not specifically limited in this application and can be flexibly set according to design requirements and actual usage.

[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 movement of the second transmission component, which is also suitable for driving under high-frequency road conditions, and is also within the protection scope of the embodiments of this application.

[0119] In this embodiment, a first displacement sensor and a first acceleration sensor are installed inside the seat cushion to detect the displacement and acceleration information generated by the seat during vibration. A second acceleration sensor is installed on the chassis, and a second displacement sensor is installed between the chassis and the vehicle floor to detect the chassis's acceleration and displacement information. For example, one second acceleration sensor is installed on the chassis near the wheels, and one second displacement sensor is installed between the chassis and the vehicle floor near the wheels. However, it should be noted that this application does not limit the specific installation positions of the second displacement sensor and the second acceleration sensor, and can be flexibly set according to the actual vehicle conditions. Furthermore, this application does not limit the specific positions of the first displacement sensor and the first acceleration sensor within the seat cushion, and can be flexibly set according to the actual situation.

[0120] The aforementioned vehicle seat suspension and damping system is used to perform Figure 3The vehicle seat suspension vibration damping control method embodiments shown are similar in technical principle, the technical problems solved, and the technical effects produced. Those skilled in the art can clearly understand that, for the sake of convenience and brevity, the specific working process and related descriptions of the vehicle seat suspension vibration damping system can be referred to the content described in the following vehicle seat suspension vibration damping control method embodiments, which will not be repeated here.

[0121] See next. Figure 3 This application provides a vehicle seat suspension damping control method. The vehicle includes a chassis, a seat, a body floor mounted on the chassis, and at least two active damping systems with different response frequency bands disposed between the body floor and the seat, capable of driving the seat to perform damping motion individually or jointly. The control method includes:

[0122] S1, obtain vibration prediction information of the road conditions ahead while the vehicle is driving;

[0123] S2, based on vibration prediction information, control at least two active vibration damping systems to individually or jointly perform seat vibration damping parameter adjustment actions;

[0124] S3, obtain information related to vehicle body vibration;

[0125] S4. Determine the seat vibration prediction parameters based on vehicle body vibration information;

[0126] S5, based on the seat vibration prediction parameters, controls at least two active vibration damping systems to individually or jointly drive the seat in opposite directions to perform vibration damping operations according to the values ​​of the seat vibration prediction parameters.

[0127] In step S2, the seat damping parameters refer to the damping parameters of the active damping system. For example, when the active damping system is a low-frequency active damping system, its seat damping parameters at least include the seat's suspension position in the height direction; when the active damping system is a high-frequency active damping system, its seat damping parameters at least include the control bandwidth value of the second motor in the high-frequency active damping system. The seat damping parameters are determined based on vibration prediction information before the vehicle enters the vibrating road condition ahead. The seat vibration prediction parameters in step S4 are determined based on vehicle body vibration-related information after the vehicle enters the vibrating road condition ahead and the chassis begins to vibrate. The active damping system driving the seat to perform adjustment actions according to the seat damping parameters executes the adjustment action before the active damping system driving the seat to perform damping actions according to the seat vibration prediction parameters. In this application, the control object for both the active damping system driving the seat to perform seat damping parameter adjustment actions and driving the seat to perform damping actions according to the seat vibration prediction parameters is the motor; that is, controlling the motor of the active damping system to perform parameter adjustment or seat damping.

[0128] In step S2, the active vibration damping system corresponding to the seat vibration damping parameter adjustment action can be determined based on the vibration prediction information. This adjustment action can be performed by a single active vibration damping system or by two or more active vibration damping systems working together.

[0129] In the above embodiments, active vibration damping systems with different response frequency bands are applied to road conditions with different vibration frequency bands. For example, when two active vibration damping systems are installed between the vehicle floor and the seat, and the vibration frequency of the road condition is divided into three segments, namely low frequency (less than 2Hz), mid frequency (2Hz to 20Hz), and high frequency (greater than 20Hz), since the chassis vibration damping system mainly filters mid frequency vibrations, one active vibration damping system is mainly used for low frequency road condition vibration damping, and the other active vibration damping system is mainly used for high frequency vibration damping.

[0130] The specific implementation of step S5 is as follows: the seat vibration prediction parameters are respectively sent to at least two active vibration damping systems. That is, each active vibration damping system inputs the seat vibration prediction parameters. The at least two active vibration damping systems respectively filter the seat vibration prediction parameters in their respective response frequency bands. After filtering, the seat is driven in the opposite direction to perform vibration damping according to the parameters, thereby realizing that the active vibration damping systems can drive the seat to perform vibration damping individually or jointly. When active vibration damping systems in different response frequency bands operate simultaneously, it indicates that there is superposition of vibration road conditions corresponding to that response frequency band. For example, there is a bump in a pothole; the pothole corresponds to a low-frequency road condition, while the bump corresponds to a high-frequency road condition. Active vibration damping systems with different response frequency bands can be used in mid-frequency road conditions. For example, two active vibration damping systems can be set up: a low-frequency active vibration damping system and a high-frequency active vibration damping system. The low-frequency active vibration damping system corresponds to the frequency band of 0-20Hz, and the high-frequency active vibration damping system corresponds to the frequency band of 10-100Hz. The frequency band corresponding to mid-frequency road conditions is generally 2-20Hz. In this way, the frequency bands corresponding to the low-frequency and high-frequency active vibration damping systems cover the mid-frequency band, thereby enabling the low-frequency and high-frequency active vibration damping systems to work in mid-frequency road conditions, thus offsetting the unfiltered vibrations of the chassis vibration damping system and improving the overall vehicle vibration damping effect.

[0131] The following provides an illustrative description of the individual and combined operation of two active damping systems. For distinction, the two active damping systems are referred to as the low-frequency active damping system and the high-frequency active damping system, respectively. The low-frequency active damping system drives the seat to make long-travel movements, while the high-frequency active damping system has a fast response speed. Low-frequency road conditions are long-distance road undulations, and the vehicle takes a long time to pass through them. When the vehicle passes through these road conditions, the low-frequency active damping system drives the seat to move in the opposite direction to offset the vibration. High-frequency road conditions can be high-frequency impact conditions such as speed bumps, bridge junctions, or overpass joints, and the vehicle takes a short time to pass through them. When the vehicle passes through these road conditions, the high-frequency active damping system quickly drives the seat to move in the opposite direction to offset the vibration. When the vehicle passes through mid-frequency road conditions, the low-frequency and high-frequency active damping systems can work together to act on the seat to offset vibrations that the chassis damping system has not filtered out. Specifically, Figure 5 This diagram illustrates the vibration or displacement amplitude and timing of the ground, vehicle floor (connected to the chassis via a suspension system), the seat driven by the first motor 1, the seat driven by the second motor 2, and the seats themselves under different vibration frequency bands. From the ground undulation curves and time data, it can be seen that low-frequency road undulations involve longer distances and longer vehicle travel times, while high-frequency road undulations involve shorter distances and shorter travel times; mid-frequency road undulations fall between the low-frequency and high-frequency bands. Figure 5 As shown in the operating curve of the first motor 1 and the seat vibration curve in the low-frequency section, when the vehicle is traveling on low-frequency road conditions, the first motor of the low-frequency active vibration damping system reverses the drive of the seat to counteract the vibration of the vehicle body in the low-frequency range caused by road undulations, playing a major role in eliminating or greatly reducing the actual seat vibration. When the vehicle is traveling on medium-frequency road conditions, such as... Figure 5 As shown in the diagram, the curve fluctuation of the vehicle floor in the shaded area under mid-frequency road conditions is significantly reduced compared to the curve fluctuation of the ground undulations. This indicates that the chassis damping system performs primary damping, while the first motor 1 of the low-frequency active damping system and the second motor 2 of the high-frequency active damping system provide secondary damping for the vehicle floor vibration during mid-frequency road conditions. This further eliminates or significantly reduces the vehicle floor vibration that was not filtered out by the chassis damping system during driving under these road conditions, thereby offsetting the vibration amplitude of the vehicle floor caused by the vibration of the floor and reducing the vibration amplitude of the seat. Figure 5 As shown in the operating curve of the second motor 2 and the seat vibration curve in the mid-to-high frequency section, when the vehicle is driving on a high-frequency road, the second motor of the high-frequency active damping system quickly reverses the drive of the seat, which cancels the impact vibration of the vehicle body caused by the undulation of the ground, thus eliminating or greatly reducing the seat vibration.

[0132] This embodiment of the application can predict road conditions ahead during vehicle operation. Based on the acquired vibration prediction information, the active damping system adjusts the seat damping parameters in advance when entering the road conditions ahead, providing sufficient allowance for upcoming seat vibrations. This effectively reduces unfiltered low-frequency and high-frequency vibrations from the chassis damping system. Since vibrations are gradually transmitted to the seat from the wheels, chassis, and vehicle floor, seat vibrations lag behind chassis vibrations. Figure 5 As shown, the road surface undulation curve, vehicle floor vibration curve, and seat vibration curve are arranged from bottom to top in the order of vibration. Therefore, after the chassis begins to vibrate, the upcoming vibration parameters of the seat can be predicted in advance, i.e., the seat vibration prediction parameters. Based on these seat vibration prediction parameters, at least two active damping systems are controlled individually or jointly to drive the seat in opposite directions according to the values ​​of the seat vibration prediction parameters to counteract the vibration, thus improving the seat's damping performance. In this way, during vehicle operation, the impact of road surface undulations and vehicle floor vibrations caused by different vibration frequency bands on the seat is relatively small, and the seat's vibration amplitude can still remain relatively stable, providing a smoother and more comfortable driving experience, achieving a suspension damping effect.

[0133] In one specific embodiment, the vehicle vibration-related information includes seat position information, vehicle speed information, chassis acceleration information, and displacement information. Step S4, "determining seat vibration prediction parameters based on the vehicle vibration-related information," specifically includes:

[0134] S41 determines the seat vibration prediction parameters based on seat position information, vehicle speed information, chassis acceleration information, and displacement information.

[0135] See Figure 6 In one embodiment, the seat vibration prediction parameters include at least the seat vibration hysteresis time, the seat vibration prediction acceleration, and the seat vibration prediction displacement. The step S5, "controlling at least two active damping systems, individually or jointly, to drive the seat in opposite directions according to the values ​​of the seat vibration prediction parameters" specifically includes:

[0136] S51, when the vibration of the chassis begins to reach the seat vibration hysteresis time, controls at least two active damping systems to individually or jointly drive the seat to perform vibration damping action according to the values ​​of the seat vibration predicted acceleration and the seat vibration predicted displacement in opposite directions.

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

[0138] Furthermore, this application does not specify the exact method for obtaining the seat vibration prediction parameters. The following example illustrates one such method.

[0139] In this application, a second acceleration sensor is installed on the chassis near the wheels, and a second displacement sensor is installed between the chassis and the vehicle floor near the wheels. Since a vehicle typically has four wheels, there are four second acceleration sensors and four second displacement sensors. For example, Figure 8 This diagram illustrates the relevant parameters involved in calculating seat vibration prediction parameters for a vehicle. (Example:) Figure 8 As shown, positions T1 to T4 each represent a wheel. Wheels are named T1 to T4, with the longitudinal direction (front-to-back) and the lateral direction (left-to-right). The connecting axle between the front wheels is the front axle, and the connecting axle 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 designated as left front, right front, left rear, right rear, and center rear seats, respectively. Correspondingly, the lateral distance to the nearest tire is qn, and the longitudinal distance is pn, where n is the seat position number. The nearest axle is the near axle, and the farthest 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 to the nearest left front wheel is q1, and the longitudinal distance is p1. Its near axle is the front axle, with the projection point directly in front of the near axle end being A1. Its far axle is the rear axle, with the projection point behind the far axle end being B1.

[0140] In this application, the predicted acceleration Cn of seat vibration is calculated according to the following formula:

[0141]

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

[0143] by Figure 8 Taking seat 1 as an example, the specific formula for the predicted acceleration C1 of seat vibration is as follows:

[0144]

[0145] in,

[0146] Based on the above formula, the following can be calculated: Figure 8 The five seat positions shown correspond to the predicted acceleration of seat vibration.

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

[0148]

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

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

[0151]

[0152] in,

[0153] Based on the above formula, the following can be calculated: Figure 8 The five seat positions shown correspond to the predicted seat vibration displacement.

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

[0155] At different vehicle speeds, by inducing vibration in wheels at different positions, the starting time of vibration for each wheel and the corresponding starting time of vibration for seats at different positions under that wheel vibration are obtained. The difference between the starting time of vibration for each seat and the starting time of wheel vibration is the vibration delay time from wheel vibration to seat vibration, which is the seat vibration lag time. The vibration lag times of wheels at different positions and corresponding seats at different positions under different vehicle speeds are processed and pre-stored in a calibration database, which can then be retrieved from the calibration database later.

[0156] For example, if the vehicle speed is 10m / s, vibration occurs at time T1 (0 seconds). The vibration of seat 1 relative to T1 is delayed by 15ms. Vibration occurs at time T2 (10ms). The vibration of seat 1 relative to T2 is delayed by 5ms. The vibrations of T1 and T2 reach seat 1 at 15ms. When calculating the predicted acceleration and predicted position of seat vibration according to the above formula at 15ms, regardless of which vibration of T1 or T2 occurs first, vibrations that reach the seat at the same time after the delay are calculated according to the formula. That is, all vibrations that reach seat 1 at 15ms are added together according to the formula. The parameter in the formula is zero for vibrations that do not occur.

[0157] In the embodiments of this application, the chassis acceleration sensor refers to the second acceleration sensor, and the chassis displacement sensor refers to the second displacement sensor. Since seat vibration lags behind chassis vibration, it is necessary to determine the seat vibration lag time when the chassis vibrates in order to accurately counteract the seat vibration and achieve a suspension and vibration reduction effect.

[0158] Continue reading Figure 6 In one embodiment, the control method further includes:

[0159] S6, during the process of the seat being driven to perform vibration reduction, the acceleration and displacement information of the seat are acquired in real time;

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

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

[0162] In the above embodiment, the specific method for determining the real-time control parameters for seat vibration reduction in step S7 is as follows: the obtained seat acceleration information and seat displacement information are used as real-time seat vibration parameters. The seat vibration prediction parameters and the real-time seat vibration parameters are added together according to a preset ratio. Low-frequency and high-frequency filtering is performed according to the seat vibration prediction parameters (the seat vibration prediction parameters may include only high-frequency information, low-frequency information, or high-frequency and low-frequency information. For example, the high-frequency information is the bandwidth value, whether it is 10-30HZ or 10-100HZ. The filter bandwidth corresponding to the high frequency is set according to this information. The added parameters are sent to the high-frequency and low-frequency filters for filtering respectively). The filtered low-frequency vibration parameters and high-frequency vibration parameters are integrated according to a preset ratio to form the real-time control parameters for seat vibration reduction. If only the low-frequency active vibration damping system drives the seat movement, the filtered low-frequency vibration parameters are used as real-time control parameters to control the seat movement. If only the high-frequency active vibration damping system drives the seat movement, the filtered high-frequency vibration parameters are used as real-time control parameters to control the seat movement. Furthermore, the seat vibration prediction parameters are feedforward control parameters, and the real-time seat vibration parameters are feedback control parameters. In this application, regarding the "adding the seat vibration prediction parameters and the real-time seat vibration parameters according to a preset ratio" described above, the specific value of the preset ratio is not specifically limited; it can be flexibly set according to experiments and actual usage. In this embodiment, during the seat's vibration damping operation, not only is feedforward control based on vehicle body vibration information, but the seat's acceleration and displacement information are also acquired in real time, achieving the purpose of real-time parameter adjustment and feedback control during seat vibration, resulting in a near-floating effect for the seat.

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

[0164] Revisit Figure 4 In one embodiment, step S1 of "obtaining vibration prediction information of road conditions ahead while the vehicle is in motion" specifically includes:

[0165] S101, Obtain the vehicle's current location information and thus determine the road surface information ahead;

[0166] S102, acquire vibration information corresponding to the road surface information ahead, and use the vibration information as 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 vibration information generated after a vehicle passes through the road condition is uploaded to the cloud database. This embodiment of the application obtains vibration prediction information from the historical road surface vibration information database, enabling advance prediction and improving vibration reduction effects. Based on the road surface information ahead, it can be determined whether the road condition is low-frequency, high-frequency, or a combination of both, thereby controlling the corresponding active vibration damping system to operate accordingly.

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

[0169] Based on the vibration prediction information, obtain the corresponding seat vibration damping parameter adjustment values;

[0170] Based on the seat damping parameter adjustment value, control at least two active damping systems to perform seat damping parameter adjustment actions individually or jointly.

[0171] In this application, when the active vibration damping system is a low-frequency active vibration damping system, its performance of seat vibration damping parameter adjustment includes at least adjusting the seat's suspension position in the height direction. When the active vibration damping system is a high-frequency active vibration damping system, its performance of seat vibration damping parameter adjustment includes at least adjusting the control bandwidth value of the second motor in the high-frequency active vibration damping system. The following is a specific explanation of the seat vibration damping parameter adjustment value for the seat's suspension position in the height direction in a low-frequency active vibration damping system. Based on the maximum vertical displacement position of the seat under the action of the seat suspension vibration damping system in vehicles that have historically passed through this road section, detected by the first displacement sensor that detects seat movement, this maximum vertical displacement position can be described as a peak and a trough. These peaks and troughs are relative to the initial equilibrium position of the seat in the historical vehicle. The difference obtained by subtracting the set initial equilibrium position of the seat from the average amplitude value of the peaks and troughs of the historical vehicle's seat is stored in the historical road vibration information database. Before a following vehicle passes this road section, the difference data is retrieved from the historical road vibration information database. This difference is then multiplied by a set ratio and added to the initial balance position of the following vehicle's seat. The result is used as the suspension position of the following vehicle's seat in the height direction. The initial balance positions of the seats of both the historical and subsequent vehicles are set to 0. The initial balance position of the seat refers to the position when the seat moves to the middle height within its physically permissible vertical movement range. This vertical movement range can be caused by factors such as the seat's physical structure and the vehicle's interior space. The product of the difference and the set ratio is the seat vibration damping parameter adjustment value. This application does not limit the specific value of the set ratio; it can be flexibly set based on experimental measurements and actual conditions, for example, a set ratio of 50%. To illustrate this further, for example, before a vehicle enters a low-frequency road section, the seat vibration damping parameter adjustment action includes adjusting the suspension position of the vehicle's seat in the height direction (i.e., the vertical direction) so that the seat has sufficient vertical movement space during the vehicle's travel on the low-frequency road section, allowing the seat to at least partially offset vibrations through vertical movement. For example, if the physical movement of the seat is within -10cm to 10cm, the initial balance position of the seat is 0, and the set ratio is 50%. Based on historical vehicle data stored in the historical road vibration information database, for example, if a historical vehicle passes through this road section and generates vibrations in the vertical direction, the average amplitude value of the peaks and troughs (e.g., troughs of -4cm and peaks of +6cm) is... The difference between the initial balance position of the seat and that of the historical vehicle is +1cm (+1cm - 0 = +1cm). Before the current vehicle passes through this road condition, this difference of +1cm is retrieved from the historical road vibration information database to obtain a seat damping parameter adjustment value of +0.5cm (+1cm × 50% = +0.5cm). Specifically, the seat damping parameter adjustment action involves adjusting the vehicle's seat's vertical suspension position to its initial balance position (0 position), and adding +0.5cm to obtain the resulting position as the seat's suspension position before entering this road condition. During the vehicle's journey, the suspension damping system continues to provide subsequent vibration damping for the seat. The subsequent displacement of the seat caused by the suspension damping system will begin from the vehicle's suspension position, which has been adjusted by the seat damping parameter adjustment action, thereby achieving at least partial vibration cancellation.

[0172] The specific method for obtaining the bandwidth value in the high-frequency active vibration damping system is as follows: Bandwidth data detected by the seat suspension vibration damping systems of vehicles that have historically passed through this road section is pre-stored in a historical road vibration information database. Then, when subsequent vehicles pass through, this bandwidth data can be directly retrieved. In other words, after retrieving the bandwidth data of vehicles that have historically passed through this road section from the historical road vibration information database, the bandwidth value of the high-frequency active vibration damping system of the currently passing vehicle is directly adjusted to that bandwidth data value.

[0173] See below. Figure 7 In one embodiment, the control method of this application further includes:

[0174] S9, before controlling at least two active damping systems to individually or jointly perform seat damping parameter adjustment actions and / or drive the seat to perform damping actions, determine whether there is a passenger on the seat;

[0175] S10, if there is a passenger in the seat, control at least two active damping systems corresponding to the seat to individually or jointly perform seat damping parameter adjustment actions and / or drive the seat to perform damping actions.

[0176] The above embodiments have multiple implementation methods. For example, the first method is as follows: Figure 7 As shown, before controlling at least two active vibration damping systems to individually or jointly perform seat vibration damping parameter adjustment actions, it is determined whether there is a passenger on the seat; if there is a passenger on the seat, then the at least two active vibration damping systems corresponding to the seat are controlled to individually or jointly perform seat vibration damping parameter adjustment actions and drive the seat to perform vibration damping actions; the second method is to determine whether there is a passenger on the seat before controlling at least two active vibration damping systems to individually or jointly drive the seat to perform vibration damping actions; if there is a passenger on the seat, then the at least two active vibration damping systems corresponding to the seat are controlled to individually or jointly drive the seat to perform vibration damping actions.

[0177] Since at least two active damping systems are installed between each seat and the vehicle floor, it is determined whether there are passengers in the seat before damping. Seats without passengers do not need to be damped, while seats with passengers activate the corresponding active damping system for damping. Since the seats in the vehicle are usually not fully occupied, this reduces the drive load and greatly reduces the overall power consumption of the damping system.

[0178] This application embodiment uses an example of a road with two active vibration damping systems and large potholes and speed bumps on which the vehicle travels to illustrate vibration reduction. One active vibration damping system is mainly for low-frequency road conditions, i.e., 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 high-frequency road conditions, adjusting the response speed by adjusting the motor bandwidth, hereinafter referred to as the high-frequency active vibration damping system. Before the vehicle enters the road, it first obtains historical road vibration information from a cloud-based historical road vibration information database. Then, upon entering the road, the autonomous driving perception fusion system drives the vehicle's current position and the road conditions ahead (typically 20 meters depending on the vehicle speed). This information is compared with the historical road 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 experience, and this vibration information is the vibration prediction information. For example, if there is a large pothole 20 meters ahead, the low-frequency active damping system is controlled to adjust the seat damping parameters based on vibration prediction information. This involves controlling the first motor to move the seat, adjusting its vertical suspension position to ensure sufficient vertical movement for subsequent damping operations. As the vehicle enters the pothole and the chassis begins to vibrate, the seat vibration prediction parameters are determined based on vehicle information. The seat is then moved in the opposite direction according to these parameters to counteract vibrations not filtered by the chassis damping system, allowing the seat to remain suspended and achieving a suspension damping effect. Conversely, if there is a speed bump 20 meters ahead, the high-frequency active damping system is controlled to adjust the seat damping parameters based on vibration prediction information. This involves adjusting the bandwidth of the second motor according to the corresponding bandwidth value retrieved from the historical road vibration information database to quickly respond to the impact of the speed bump. After the impact, the bandwidth is adjusted to a set value (ensuring low noise from the second motor to maintain passenger comfort), reducing the noise output of 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 this application, the executing entity for steps S1-S10 is the seat vibration cancellation controller; the executing entity for using the vehicle's chassis damping system to dampen the chassis is the chassis vibration cancellation controller; and the executing entity for collecting vibration prediction information is the vibration prediction module. It should be understood that the descriptions of the seat vibration cancellation controller, chassis vibration cancellation controller, and vibration prediction module are merely to illustrate the functional units of the vehicle seat suspension damping system of this application. The physical devices corresponding to these functional units can be the controller itself, or a part of the controller's software, hardware, or a combination of both.

[0180] Furthermore, embodiments of this application also provide a vehicle equipped with a vehicle seat suspension and vibration damping system as described in any of the above technical solutions.

[0181] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this 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 scope of protection of this application.

Claims

1. A vehicle seat suspension damping control method characterized by comprising: The vehicle includes a chassis, seats, a body floor mounted on the chassis, and at least two active damping systems with different response frequency bands disposed between the body floor and the seats, capable of driving the seats to perform damping movements individually or jointly. The at least two active damping systems are arranged along the height direction of the vehicle, and adjacent active damping systems are connected by a connecting plate. The lowermost active damping system is mounted on the body floor, and the uppermost active damping system is connected to the seats. One of the at least two active vibration damping systems is used for vibration damping in low-frequency road conditions, and the other active vibration damping system is used for vibration damping in high-frequency road conditions. One of the at least two active vibration damping systems is a first motor assembly, and the other is a second motor assembly. The first motor assembly includes a first motor and a first transmission component. The first motor converts rotational motion into vertical linear motion of the seat through the first transmission component. The second motor assembly includes a second motor and a second transmission component. The second motor converts rotational motion into vertical linear motion of the connecting plate through the second transmission component. The control method includes: Obtain information related to vehicle body vibration; Based on the vehicle body vibration related information, seat vibration prediction parameters are determined; wherein, the vehicle body vibration related information includes seat position information, vehicle speed information, chassis acceleration information and displacement information, and the seat vibration prediction parameters include at least seat vibration hysteresis time, seat vibration prediction acceleration and seat vibration prediction displacement; Based on the seat vibration prediction parameters, at least two active vibration damping systems are controlled individually or jointly to drive the seat in opposite directions to perform vibration damping operations according to the values ​​of the seat vibration prediction parameters.

2. The vehicle seat suspension damping control method according to claim 1, characterized by, The control method further includes: During the process of the seat being driven to perform vibration reduction, the acceleration and displacement information of the seat are acquired in real time. The real-time control parameters for seat vibration reduction are determined based on the seat's acceleration and displacement information, as well as the vehicle body vibration-related information. Control at least two active damping systems individually or jointly to drive the seat in opposite directions to perform damping operations according to the values ​​of the real-time control parameters for seat damping.

3. The vehicle seat suspension vibration reduction control method according to claim 1, characterized in that, The control method further includes: Obtain vibration prediction information of the road conditions ahead of the vehicle while it is in motion; Based on the vibration prediction information, at least two active vibration damping systems are controlled to individually or jointly perform seat vibration damping parameter adjustment actions.

4. The vehicle seat suspension vibration reduction control method according to claim 3, characterized in that, The steps of "obtaining vibration prediction information of the road conditions ahead of the vehicle while it is in motion" specifically include: Obtain the vehicle's current location information and thus determine the road surface information ahead; Vibration information corresponding to the road surface information ahead is obtained, and this vibration information and the road surface information ahead are used as vibration prediction information.

5. The vehicle seat suspension vibration reduction control method according to claim 3, characterized in that, The steps of "controlling at least two active vibration damping systems to individually or jointly perform seat vibration damping parameter adjustment actions based on the vibration prediction information" specifically include: Based on the vibration prediction information, obtain the corresponding seat vibration damping parameter adjustment value; Based on the seat damping parameter adjustment value, control at least two active damping systems to perform seat damping parameter adjustment actions individually or jointly.

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

7. The vehicle seat suspension vibration reduction control method according to claim 1, characterized in that, The step of "determining seat vibration prediction parameters based on the vehicle body vibration-related information" specifically includes: The seat vibration prediction parameters are determined based on the seat position information, vehicle speed information, chassis acceleration information, and displacement information.

8. The vehicle seat suspension vibration reduction control method according to claim 7, characterized in that, The step of "controlling at least two active vibration damping systems, individually or jointly, to drive the seat in opposite directions according to the values ​​of the seat vibration prediction parameters" specifically includes: When the vibration of the chassis begins to reach the hysteresis time of the seat vibration, at least two active damping systems are controlled individually or jointly to drive the seat in opposite directions to perform vibration damping operations according to the values ​​of the predicted acceleration and predicted displacement of the seat vibration.

9. A vehicle seat suspension and vibration damping system, characterized in that, The vehicle includes a chassis, a chassis damping system, a body floor mounted on the chassis, a seat, and at least two active damping systems with different response frequency bands disposed between the body floor and the seat, capable of driving the seat to perform damping motion individually or jointly. The vehicle seat suspension damping system includes a chassis vibration cancellation controller and a seat vibration cancellation controller. The chassis vibration cancellation controller drives the chassis vibration reduction system to reduce the vibration of the chassis based on the collected chassis acceleration and displacement information. The seat vibration cancellation controller determines the seat vibration prediction parameters based on the collected vehicle body vibration related information, and drives at least two active vibration damping systems individually or jointly to drive the seat to perform vibration damping based on the seat vibration prediction parameters. The at least two active vibration damping systems are arranged along the height direction of the vehicle, and adjacent active vibration damping systems are connected by a connecting plate. The lowest active vibration damping system is installed on the vehicle floor, and the highest active vibration damping system is connected to the seat. One of the at least two active vibration damping systems is used for vibration damping in low-frequency road conditions, and the other active vibration damping system is used for vibration damping in high-frequency road conditions. One of the at least two active vibration damping systems is a first motor assembly, and the other is a second motor assembly. The first motor assembly includes a first motor and a first transmission component. The first motor converts rotational motion into vertical linear motion of the seat through the first transmission component. The second motor assembly includes a second motor and a second transmission component. The second motor converts rotational motion into vertical linear motion of the connecting plate through the second transmission component.

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

11. The vehicle seat suspension and vibration damping system according to claim 9, characterized in that, The vehicle suspension damping system also includes a vibration prediction module, which is used to acquire vibration prediction information and send it to the seat vibration cancellation controller. The seat vibration cancellation controller controls at least two active damping systems to perform seat damping parameter adjustment actions individually or jointly based on the acquired vibration prediction information.

12. The vehicle seat suspension and vibration damping system according to claim 11, characterized in that, The vehicle is equipped with an autonomous driving perception fusion system. The vibration prediction module includes a vibration prediction controller. The vibration prediction controller outputs vibration prediction information based on the road surface information ahead obtained by the autonomous driving perception fusion system and the corresponding vibration information obtained based on the road surface information ahead.

13. The vehicle seat suspension and vibration damping system according to claim 9, characterized in that, The first motor assembly further includes a first reducer, the first motor is connected to the first transmission assembly through the first reducer, and the first transmission assembly is connected to the seat; The second motor assembly is mounted on the vehicle floor. The second motor assembly also includes a second reducer. The second motor is connected to the second transmission assembly through the second reducer. The second transmission assembly is connected to the first motor assembly through the connecting plate.

14. The vehicle seat suspension and vibration damping system according to claim 13, characterized in that, The response frequency band of one of the first motor assembly and the second motor assembly is less than 2 Hz; the response frequency band of the other of the first motor assembly and the second motor assembly is greater than 20 Hz.

15. The vehicle seat suspension damping system according to claim 9, characterized in that, The chassis damping system includes at least one of an air spring damper and a continuously damped adjustable damping controller.

16. A vehicle, characterized in that, The vehicle is equipped with a vehicle seat suspension and vibration damping system as described in any one of claims 9-15.

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