Air pressure self-adaptive control method and device of seat suspension and computer readable medium

Abstract

The invention relates to an air pressure self-adaptive control method and device for a seat suspension and a computer readable medium, the seat suspension is connected with a seat body, an air spring is arranged on the seat suspension, and the method comprises the steps that in response to the situation that a passenger sits on the seat body, the air pressure self-adaptive control device is arranged on the seat body; and the air quantity of the air spring is adjusted according to the deviation between the current height of the seat suspension and the preset balance position, so that a passenger borne by the seat body moves to the preset balance position, and the air spring is in a pressure maintaining state meeting the design requirement. The air volume of the air spring in the seat suspension can be dynamically and adaptively adjusted according to the weights of different passengers, the function that one person has one air pressure is achieved, the transmission rate of vibration is effectively reduced, and the vibration reduction effect of the seat suspension, the riding comfort and stability of the passengers and the universality and environmental adaptability of a seat suspension system are improved.

Description

Technical Field

[0001] This application mainly relates to the technical field of seat vibration damping control, and specifically relates to a pneumatic adaptive control method, device, system and computer-readable medium for a seat suspension. Background Art

[0002] The seats of transportation vehicles (such as car seats) are in direct contact with the human body. The vibrations and impacts generated during the driving of transportation vehicles will be transmitted to the human body through the seats, which not only reduces the comfort of passengers, but may also cause harm to the passengers' bodies. Traditional transportation vehicle seats rely on suspension tuning to reduce vibrations. For example, the suspension of a car seat is tuned manually to reduce vibrations from bumpy roads. However, the suspension tuning process is complex and costly, and it is difficult to achieve an ideal vibration damping effect due to complex driving conditions and different vibration sensitivities of passengers, and it cannot meet diverse driving scenarios and passenger needs.

[0003] Currently, pneumatically adjustable seat suspensions are applied in the fields of bus and truck seats, which can reduce seat vibrations to a certain extent and improve the comfort of drivers. However, most of the existing seat suspensions adopt fixed air pressure or manual air pressure adjustment methods. Fixed air pressure cannot be adjusted adaptively, manual adjustment is inconvenient to operate and cannot be adjusted accurately and dynamically in real time, lacking an effective dynamic adjustment function, and it is difficult to meet the different comfort requirements of passengers with different weights, resulting in poor vibration damping effect of the seat suspension. Summary of the Invention

[0004] The technical problem to be solved by this application is to provide a pneumatic adaptive control method, device, system and computer-readable medium for a seat suspension, which can automatically adjust the air volume of the air spring according to the weight of different passengers, realize the function of one air pressure for one person, and improve the vibration damping effect of the seat suspension.

[0005] The technical solution adopted by this application to solve the above technical problem is a pneumatic adaptive control method for a seat suspension. The seat suspension is connected to the seat body, and an air spring is arranged on the seat suspension. The method includes: Step S1: In response to a passenger sitting on the seat body, adjust the air volume of the air spring according to the deviation between the current height of the seat suspension and the preset equilibrium position, so that the passenger carried by the seat body moves to the preset equilibrium position, and the air spring is in the pressure maintaining state required by the design.

[0006] In an embodiment of the present application, a magnetorheological damper is further provided on the seat suspension; after the step S1, the following steps are further included: Step S2: Calculate the unsprung mass according to the air pressure value of the air spring; Step S3: Calculate the equivalent air spring stiffness according to the unsprung mass and the initial damping force of the magnetorheological damper; Step S4: Calculate the magnetorheological damping coefficient according to the unsprung mass and the equivalent air spring stiffness; Step S5: Calculate the magnetorheological desired damping force according to the magnetorheological damping coefficient and the maximum damping force of the magnetorheological damper; and Step S6: Calculate the desired current according to the magnetorheological desired damping force and a preset magnetorheological inverse model, and control the movement of the magnetorheological damper according to the desired current.

[0007] In an embodiment of the present application, the seat suspension is further connected to a vehicle; in the step S5 or in the step S6, the following steps are further included: In response to the vehicle being in a driving state, use the magnetorheological desired damping force as the initial damping force, and then execute the step S3.

[0008] In an embodiment of the present application, in the step S2, the following formula is used to calculate the unsprung mass:

[0009] Wherein, represents the unsprung mass; represents the acceleration due to gravity; represents the air pressure value of the air spring; represents the effective action area of the air spring.

[0010] In an embodiment of the present application, in the step S3, the following formula is used to calculate the equivalent air spring stiffness:

[0011]

[0012] Wherein, represents the equivalent air spring stiffness; represents the relative displacement between the unsprung mass and the sprung mass; represents the displacement of the unsprung mass; represents the displacement of the sprung mass; represents the initial damping force; represents the unsprung mass; represents the acceleration of the unsprung mass.

[0013] In an embodiment of the present application, in the step S4, the following formula is used to calculate the magnetorheological damping coefficient:

[0014] Among them, represents the magnetorheological damping coefficient; represents the secondary oscillation damping ratio, is a non-zero constant; represents the unsprung mass; represents the equivalent empty spring stiffness.

[0015] In an embodiment of the present application, in the step S5, the following formula is used to calculate the desired magnetorheological damping force:

[0016] Among them, represents the desired magnetorheological damping force; represents the magnetorheological damping coefficient; represents the maximum damping force of the magnetorheological damper; represents the maximum current of the magnetorheological damper; represents the conversion function between the current and the damping force; represents the velocity of the unsprung mass.

[0017] In an embodiment of the present application, in the step S6, the following formula is used to calculate the desired current:

[0018]

[0019]

[0020]

[0021]

[0022]

[0023] Among them, represents the desired current; represents the desired magnetorheological damping force; represents the velocity of the unsprung mass; represents the velocity of the sprung mass; represents the displacement of the unsprung mass; represents the displacement of the sprung mass; , , , , , , , , , , All represent the model parameters of the magnetorheological damper, and the model parameters are all constants; represents the tangent function; represents the sign function; represents the preset damping force of the magnetorheological damper.

[0024] To solve the above technical problems, the present application also proposes a pneumatic adaptive control device for a seat suspension, including: a seat suspension, including a motion mechanism, a top frame and a bottom frame arranged oppositely, the top frame is used to connect with the seat body, the bottom frame is used to connect with the floor of the vehicle, and the motion mechanism can drive the top frame to move; an air spring, connected to the motion mechanism; a displacement sensor, connected to the seat suspension, and the displacement sensor is used to detect the height of the seat suspension; a magnetorheological damper, connected to the motion mechanism; a pressure sensor, connected to the air spring, and the pressure sensor is used to output the air pressure value of the air spring; and a processor, electrically connected to the air spring, the displacement sensor, the magnetorheological damper and the pressure sensor respectively, and the processor is used to execute the pneumatic adaptive control method of the seat suspension as described above to realize the seat vibration reduction function.

[0025] To solve the above technical problems, the present application also proposes a pneumatic adaptive control system for a seat suspension, including: a memory, used to store instructions executable by the processor; a processor, used to execute the instructions to realize the pneumatic adaptive control method of the seat suspension as above.

[0026] To solve the above technical problems, the present application also proposes a computer-readable medium storing computer program code, and the computer program code realizes the pneumatic adaptive control method of the seat suspension as above when executed by the processor.

[0027] The technical solution of the present application realizes a semi-active control algorithm. By detecting the deviation between the height of the seat suspension and the preset equilibrium position, it automatically adjusts the air volume of the air spring to move the passenger to the preset equilibrium position along with the seat body, and makes the air spring in the pressure-holding state corresponding to the preset equilibrium position, improving the comfort of the passenger when initially sitting on the seat; by calculating the unsprung mass from the air pressure value of the air spring, and then calculating the equivalent air spring stiffness and the magnetorheological damping coefficient, so as to obtain the desired damping force and the desired current of the magnetorheological damper, and can perform real-time and accurate control on the magnetorheological damper.

[0028] This application can dynamically adjust the air volume of the air spring in the seat suspension and the current required by the magnetorheological damper according to the weights of different passengers, adaptively match the vibration reduction requirements under different working conditions, realize the function of "one air pressure for one person", effectively reduce the vibration transfer rate, improve the vibration reduction effect of the seat suspension, the comfort and stability of passengers during riding, the versatility and environmental adaptability of the seat suspension system. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to make the above objects, features, and advantages of the present application more obvious and understandable, the following provides a detailed description of the specific embodiments of the present application with reference to the accompanying drawings, where: Figure 1 is a schematic diagram of the air pressure adaptive control device of the seat suspension according to an embodiment of the present application; Figure 2 is a schematic diagram of the air pressure adaptive control device of the seat suspension according to another embodiment of the present application; Figure 3 is a schematic diagram of the suspension model of the passenger and the seat according to an embodiment of the present application; Figure 4 is a flowchart of the air pressure adaptive control method of the seat suspension according to an embodiment of the present application; Figure 5 is a flowchart of the air pressure adaptive control method of the seat suspension according to another embodiment of the present application; Figure 6 is a system block diagram of the air pressure adaptive control system of the seat suspension according to an embodiment of the present application; Figure 7 is a schematic diagram of the adjustment principle between the seat suspension height and the preset equilibrium position according to an embodiment of the present application.

[0030] Description of the reference numerals in the specific embodiments: 1. Motion mechanism; 100. Seat suspension; 110. Top frame; 120. Bottom frame; 2. Air spring; 3. Magnetorheological damper; 4. Laser displacement sensor; 5. Accelerometer; 6. Air pressure sensor; 7. Solenoid valve; 8. Air pipe; 9. Manifold; 10. Check valve; 11. Air pump. SPECIFIC EMBODIMENTS

[0031] To make the above objects, features, and advantages of the present application more apparent and understandable, the following provides a detailed description of the specific embodiments of the present application in conjunction with the accompanying drawings.

[0032] In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application may be implemented in other ways different from those described herein. Therefore, the present application is not limited by the specific embodiments disclosed below.

[0033] As shown in the present application and the claims, unless the context clearly indicates otherwise, words such as "a", "an", "one", and / or "the" are not specifically singular and may also include the plural. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of the steps and elements that have been clearly identified, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements.

[0034] Flowcharts are used in the present application to illustrate the operations performed by the system according to the embodiments of the present application. It should be understood that the operations above or below do not necessarily need to be executed precisely in sequence. Instead, they can be executed in reverse order or simultaneously. At the same time, other operations may be added to these processes, or one or more steps may be removed from these processes.

[0035] Here, the pneumatic adaptive control device of the seat suspension of the present application is introduced first to facilitate the understanding of the pneumatic adaptive control method of the seat suspension described later.

[0036] Figure 1 is a schematic diagram of the pneumatic adaptive control device of the seat suspension according to an embodiment of the present application. Figure 2 is a schematic diagram of the pneumatic adaptive control device of the seat suspension according to another embodiment of the present application. Refer to Figure 1 and Figure 2As shown in the figure, the air pressure adaptive control device of the seat suspension of the present application includes: a seat suspension 100, which includes a motion mechanism 1, a top frame 110 and a bottom frame 120 arranged oppositely. The top frame 110 is used to connect to the seat body (not shown in the figure), and the bottom frame 120 is used to connect to the carriage floor of the vehicle (not shown in the figure). The motion mechanism 1 can drive the top frame 110 to move; an air spring 2, connected to the motion mechanism 1; a magnetorheological damper 3, connected to the motion mechanism 1; a pressure sensor 6, connected to the air spring 2, and the pressure sensor 6 is used to output the air pressure value of the air spring 2; a processor (not shown in the figure), electrically connected to the air spring 2, the magnetorheological damper 3 and the pressure sensor 6 respectively. The processor is used to execute the air pressure adaptive control method of the seat suspension introduced later in the present application to realize the seat damping function. The processor can be set inside the vehicle or on the cloud platform. When the processor is set on the cloud platform, the data of the vehicle is interacted with the data of the cloud platform through a wireless network. The present application does not limit the setting method of the processor.

[0037] Exemplarily, Figure 1 and Figure 2 The main difference is that, Figure 1 the motion mechanism 1 in [reference] is a scissor mechanism, Figure 2 the motion mechanism 1 in [another reference] is a linkage mechanism. The air spring 2 of the present application is equivalent to an airbag. The air spring 2 is connected to the air pressure control device, and the air pressure control device includes a pressure sensor 6, a solenoid valve 7, an air pipe 8, a manifold 9, a check valve 10 and an air pump 11. A laser displacement sensor 4 and an accelerometer 5 are also provided on the seat suspension 100. During the driving of the vehicle, the laser displacement sensor 4 can detect the height and displacement of the seat suspension 100 in real time, the accelerometer 5 can detect the acceleration of the seat suspension 100 in real time, and the pressure sensor 6 can output the air pressure value of the air spring 2 in real time.

[0038] The air pressure adaptive control device of the seat suspension of the present application can automatically calculate parameters such as the unsprung mass based on the air pressure value, and output a control command to accurately adjust the working state of the magnetorheological damper 3, so as to control the relative movement between the top frame 110 and the bottom frame 120 of the seat suspension 100, for example, making the top frame 110 drive the seat body to rise or fall; by adaptively identifying the passenger mass and driving state, it can effectively suppress vibration transmission, improve the comfort and stability of the passenger ride, and at the same time enhance the intelligent level, automation level and environmental adaptability of the seat suspension system.

[0039] Next, in combination with the suspension model of the passenger and the seat, the technical principle of the present application will be introduced taking a vehicle as an example. In the present application, "magnetorheological damper" and "magnetorheological" can be used interchangeably. For example, the adjustable damping force of the magnetorheological damper is equivalent to the magnetorheological adjustable damping force; the air spring is simply referred to as the airbag, which will not be elaborated later.

[0040] Figure 3 This is a schematic diagram of the suspension model of a passenger and a seat in an embodiment of the present application. Exemplarily, referring to Figure 3 as shown, this model is equivalent to the spring-mass-damper model of the seat and the passenger. Figure 3 In it, ms is the mass of the seat and the passenger, mu is the mass of the whole vehicle, ks is the air spring stiffness (i.e., the force required for the air spring to deform), and U is the magnetorheological adjustable damping force. During vehicle driving, Xs is the displacement of the passenger and the seat moving up and down, Xu is the displacement of the vehicle floor moving up and down, and Xr is the displacement of the tire moving up and down.

[0041] Continuing to refer to Figure 3 as shown, exemplarily, when a passenger gets on the vehicle and sits on the seat, the airbag starts to inflate, and the seat moves to the set equilibrium position. At this time, the seat system reaches static equilibrium, and the mass ms of the seat and the passenger can be calculated according to the force analysis. Considering the relationship between the mass ms and the air spring compression force comprehensively, the equilibrium position of the seat can be equivalent to the zero position in the natural state of the air spring, that is, when the seat moves upward, the air spring generates a downward pulling force; when the seat moves downward, the air spring generates an upward pushing force. The initial damping force is preset. When the vehicle is driving on a bumpy road, the seat suspension moves up and down, automatically identifies the air spring stiffness ks at different displacements of the seat suspension, and updates this initial damping force in real time according to the actually calculated damping force U, so as to eliminate the influence of temperature change on the air spring stiffness. The air spring stiffness ks is equivalent to a function of the relative displacement x of the suspension, that is, equivalent to subtracting Xu from Xs in Figure 3 .

[0042] According to the calculated mass ms and the calculated equivalent air spring stiffness ks, the magnetorheological damping force U is adaptively adjusted to make the acceleration as transmitted from the vehicle floor acceleration au to the seat the lowest and not cause the system to be too sluggish, so as to achieve an effective seat vibration damping effect.

[0043] According to Newton's second law, the transfer function of the seat suspension system is derived as shown in the following formula (1): (1) Wherein, is the transfer function of the seat suspension system, is the Laplace transformation factor, is the Laplace transformation of the vehicle floor acceleration, is the Laplace transformation of the acceleration of the sprung mass (i.e., the mass carried by the spring), is the sprung mass, is the equivalent air spring stiffness, is the damping coefficient of the magnetorheological damper.

[0044] The air pressure adaptive control method of the seat suspension of the present application will be described hereinafter.

[0045] The present application provides an air pressure adaptive control method for a seat suspension, which can be applied to scenarios where vibration damping control of the seat is required. The seat suspension of the present application is connected to a vehicle, and the vehicle can be a passenger vehicle such as a commercial vehicle, a train, a bus, a truck, etc., or a ship, etc. The present application does not limit the type of vehicle.

[0046] The air pressure adaptive control method of the seat suspension of the present application can run on the vehicle side, for example, in a controller local to the vehicle, or can also run in a cloud platform. When the air pressure adaptive control method of the seat suspension runs in the cloud platform, the data of the vehicle local end and the cloud platform data are interacted through a wireless network. Exemplarily, the cloud platform can include a private cloud, a public cloud, a hybrid cloud, a community cloud, a distributed cloud, an interconnected cloud, a multi-cloud, etc. or any combination thereof. The present application does not limit the operating environment of the air pressure adaptive control method of the seat suspension.

[0047] Figure 4 is a flowchart of the air pressure adaptive control method of the seat suspension according to an embodiment of the present application. Refer to Figure 4 As shown, the air pressure adaptive control method of the seat suspension in this embodiment includes the following steps: Step S1: In response to a passenger sitting on the seat body, adjust the air volume of the air spring according to the deviation between the current height of the seat suspension and the preset equilibrium position, so that the passenger carried by the seat body moves to the preset equilibrium position.

[0048] Step S2: Calculate the unsprung mass according to the air pressure value of the air spring.

[0049] Step S3: Calculate the equivalent air spring stiffness according to the unsprung mass and the initial damping force of the magnetorheological damper.

[0050] Step S4: Calculate the magnetorheological damping coefficient according to the unsprung mass and the equivalent air spring stiffness.

[0051] Step S5: Calculate the magnetorheological desired damping force according to the magnetorheological damping coefficient and the maximum damping force of the magnetorheological damper.

[0052] Step S6: Calculate the desired current according to the magnetorheological desired damping force and the preset magnetorheological inverse model, and control the movement of the magnetorheological damper according to the desired current.

[0053] In some embodiments, in step S5 or in step S6, it further includes: in response to the vehicle being in a driving state, taking the magnetorheological desired damping force as the initial damping force, and then proceeding to execute step S3. Exemplarily, by updating the initial damping force in real time during the driving of the vehicle and then performing the next round of parameter calculation based on the updated initial damping force, the influence of temperature change on the air spring stiffness can be eliminated, the accuracy of the desired current calculated in real time can be improved, the seat suspension can continuously optimize the vibration damping performance according to the vibration changes during driving, and the adaptability of the seat in a dynamic driving environment can be enhanced.

[0054] The above steps S1 to S6 are described in detail below: In step S1, in response to a passenger sitting on the seat body, the air volume of the air spring is adjusted according to the deviation between the current height of the seat suspension and the preset equilibrium position, so that the passenger carried by the seat body moves to the preset equilibrium position. Exemplarily, after the passenger sits on the seat, the seat height can be adjusted according to the passenger's sitting habit, and the corresponding preset equilibrium position and the inflation or deflation amount of the air spring can be obtained according to the seat height.

[0055] Figure 7 is a block diagram of the adjustment principle between the seat suspension height and the preset equilibrium position in an embodiment of the present application. Refer to Figure 7 As shown, the adjustment of the equilibrium position of the seat suspension is a closed-loop control system. After it is recognized that a passenger is sitting on the seat, the current height of the seat suspension is detected by a displacement sensor. When the detected seat suspension height is higher than the preset equilibrium position, the controller sends a deflation command to the air spring; when the detected seat suspension height is lower than the preset equilibrium position, the controller sends an inflation command to the air spring. After the height of the seat suspension reaches the preset equilibrium position, at this time the air spring is in the pressure-holding state required by the design, that is, the air spring is in the pressure-holding state corresponding to the preset equilibrium position. By setting the height corresponding to the equilibrium position of the seat suspension, the present application can achieve the purpose of self-adaptive inflation and deflation of the air spring.

[0056] The air spring system of the present application can automatically adjust the inflation amount according to the height of the seat suspension, adjust the seat suspension to the preset equilibrium position, and the air spring is in the pressure-holding state during the driving of the vehicle. The present application can adaptively control the inflation pressure according to the weights of different passengers to achieve the "one person, one air pressure" mode.

[0057] In step S2, the sprung mass is calculated according to the air pressure value of the air spring. Exemplarily, through the force analysis of the seat suspension system, it can be known that the pressure generated by the air spring is balanced with the gravity of the seat and the passenger, and thus the following formula (2) can be obtained.

[0058] In some embodiments, in step S2, the sprung mass is calculated using the following formula (2): (2) Wherein, represents the sprung mass (i.e., the sprung load mass); represents the acceleration due to gravity; represents the air pressure value of the air spring, which is collected in real time by a pressure sensor; represents the effective acting area of the air spring.

[0059] Exemplarily, the present application can quickly and accurately obtain the sprung mass of the passengers and the seat, enabling the seat suspension system to automatically calculate other parameters based on the accurate sprung mass, achieving adaptive matching for different passenger weights.

[0060] In step S3, the equivalent air spring stiffness is calculated based on the sprung mass and the initial damping force of the magnetorheological damper.

[0061] Exemplarily, the initial damping force is set , and based on the acceleration sensors of the sprung mass and the unsprung mass, the acceleration of the sprung mass and the acceleration of the unsprung mass can be obtained; through an integrator, the velocity of the sprung mass , the displacement of the sprung mass , the velocity of the unsprung mass and the displacement of the unsprung mass can be obtained respectively. During the normal driving of the vehicle, the adaptive air spring system is in dynamic equilibrium, so the following formula (3) can be obtained.

[0062] In some embodiments, in step S3, the equivalent air spring stiffness is calculated using the following formula (3) and formula (4): (3) (4) Wherein, represents the equivalent air spring stiffness; represents the relative displacement between the sprung mass and the unsprung mass; represents the displacement of the sprung mass; represents the displacement of the unsprung mass; represents the initial damping force; represents the sprung mass; represents the acceleration of the sprung mass.

[0063] Based on the parameters during the driving of a vehicle, this application can quantify the dynamic stiffness characteristics of the air spring under different working conditions, enabling the seat suspension system to dynamically adjust the working state of the magnetorheological damper according to the real-time stiffness change, effectively coping with complex driving conditions such as bumps, and improving the vibration suppression ability of the seat suspension system.

[0064] Exemplarily, in the scenario of vehicle driving, the foregoing formula (1) can be transformed into the standard mode shown in the following formula (5).

[0065] (5) Wherein, represents the system gain; represents the first-order differential time constant; represents the second-order oscillation natural frequency; represents the second-order oscillation damping ratio.

[0066] It can be analyzed that in order to improve the damping efficiency and the riding comfort of the seat, it is necessary to reduce the transfer efficiency of the system. From formula (5), it can be seen that and are system model parameters and cannot be modified. To reduce the system transfer efficiency, the magnetorheological damping coefficient can be adjusted to achieve the purpose of adjusting the second-order vibration damping ratio and the first-order differential time constant , thereby achieving the reduction of the system transfer efficiency.

[0067] In step S4, the magnetorheological damping coefficient is calculated according to the sprung mass and the equivalent air spring stiffness. In some embodiments, the following formula (6) is used to calculate the magnetorheological damping coefficient: (6) Wherein, represents the magnetorheological damping coefficient; represents the second-order oscillation damping ratio, is a non-zero constant, can take values between 0.7 and 1. For example, can take 0.7, 0.8, 0.9, 1; represents the sprung mass; represents the equivalent air spring stiffness.

[0068] Exemplarily, theoretically, the larger the second-order vibration damping ratio , the lower the first-order differential and second-order oscillation cut-off frequencies, and the lower the system transfer efficiency. However, it is limited by the damping force of the magnetorheological damper, and an excessive damping ratio will cause system response lag and seat vibration tailing phenomenon. In practical applications, the damping ratio Set to be between 0.7 and 1, which can not only ensure the reduction of the system transmission efficiency but also avoid the vibration trailing phenomenon. Thus, formula (6) can be transformed into formula (7) to obtain the value range of the magnetorheological damping coefficient.

[0069] (7)

[0070] This application can calculate the magnetorheological damping coefficient adapted to the current driving condition based on the dynamic characteristics of the seat suspension system, thereby enhancing the subsequent adaptive adjustment ability and vibration damping performance of the seat suspension system in a complex dynamic environment.

[0071] In step S5, calculate the magnetorheological desired damping force according to the magnetorheological damping coefficient and the maximum damping force of the magnetorheological damper. In some embodiments, the following formula (8) is used to calculate the magnetorheological desired damping force: (8) where, represents the magnetorheological desired damping force; represents the magnetorheological damping coefficient; represents the maximum damping force of the magnetorheological damper; represents the maximum current of the magnetorheological damper; represents the conversion function between the current and the damping force; represents the speed of the sprung mass.

[0072] Exemplarily, this application considers the mechanical state of the seat suspension system and the performance boundary of the magnetorheological damper, and calculates the magnetorheological desired damping force based on this, enabling the magnetorheological damper to dynamically output a matching damping force according to the actual vibration speed of the seat and the system performance upper limit, effectively suppressing the seat vibration and improving the comfort of passengers.

[0073] In step S6, calculate the desired current according to the magnetorheological desired damping force and the preset magnetorheological inverse model, and control the movement of the magnetorheological damper according to the desired current. In some embodiments, the following formulas (9) to (15) are used to calculate the desired current: (9) (10) (11) (12) (13) (14) (15) where,​ represents the desired current; represents the desired magnetorheological damping force; represents the velocity of the sprung mass; represents the velocity of the unsprung mass; represents the displacement of the sprung mass; represents the displacement of the unsprung mass; , , , , , , , , , , All represent the model parameters of the magnetorheological damper, and the model parameters are all constants; represents the tangent function; represents the sign function; represents the preset damping force of the magnetorheological damper.

[0074] Exemplarily, the above formula (9) is equivalent to a preset magnetorheological inverse model. In the above formulas (10) to (14), the numerical values of the model parameters of the magnetorheological damper can be set as: , , , , , , , , , , . represents the relative velocity of the seat suspension; represents the relative displacement of the seat suspension; represents the initial damping force of the magnetorheological damper, which can be a preset damping force.

[0075] This application can comprehensively and accurately establish the mapping relationship between the seat vibration state and the control current of the magnetorheological damper. This calculation method fully considers the nonlinear dynamic characteristics of the magnetorheological damper, and can derive appropriate control current values according to the actual working conditions, so as to achieve precise driving of the magnetorheological damper, effectively suppress seat vibration, and improve the comfort of passengers.

[0076] Next, a complete embodiment is used to introduce the pneumatic adaptive control method of the seat suspension of this application.

[0077] Figure 5It is a flowchart of the air pressure adaptive control method for the seat suspension according to another embodiment of the present application. Refer to Figure 5 As shown, in step S510, it is recognized that a passenger takes a seat; in step S520, the air spring adaptively adjusts the air pressure according to the passenger's weight and adjusts the seat height to a set equilibrium position; in step S530, the unsprung mass M is calculated adaptively; in step S540, it is recognized that the vehicle starts and the initial damping force U0 is set; in step S550, according to Newton's law, the equivalent air spring stiffness K is calculated adaptively; in step S560, according to the unsprung mass M and the equivalent air spring stiffness K, the magnetorheological damping coefficient B is calculated in real time; in step S570, it is judged whether , if the judgment is yes, then it turns to execute step S571, the magnetorheological desired damping force ; if the judgment is no, then it turns to execute step S572, the magnetorheological desired damping force ; in step S580, the inverse model of the magnetorheological damper is used ; if the vehicle is still running, then update the initial damping force U0 and turn to execute step S550; if the vehicle stops running, then end the control process.

[0078] The technical solution of the present application realizes a semi-active control algorithm. By automatically adjusting the air volume of the air spring, the passenger moves with the seat body to a preset equilibrium position, improving the comfort of the passenger when initially sitting on the seat; by calculating the unsprung mass from the air pressure value of the air spring, and then calculating the equivalent air spring stiffness and the magnetorheological damping coefficient, so as to obtain the desired damping force and desired current of the magnetorheological damper, and can perform real-time and accurate control on the magnetorheological damper.

[0079] The present application can dynamically adjust the air volume of the air spring in the seat suspension and the current required by the magnetorheological damper according to the weights of different passengers, adaptively match the vibration reduction requirements under different working conditions, realize the function of "one person, one air pressure", effectively reduce the vibration transmission rate, and improve the vibration reduction effect of the seat suspension, the comfort and stability of the passenger's ride, the versatility and environmental adaptability of the seat suspension system.

[0080] The present application further includes an air pressure adaptive control system for a seat suspension, including a memory and a processor. Among them, the memory is used to store instructions executable by the processor; the processor is used to execute the instructions to implement the air pressure adaptive control method for the seat suspension described above.

[0081] Figure 6 It is a system block diagram of the air pressure adaptive control system for the seat suspension according to an embodiment of the present application. Refer to Figure 6As shown, the pneumatic adaptive control system 600 of the seat suspension may include an internal communication bus 601, a processor 602, a read-only memory (ROM) 603, a random access memory (RAM) 604, and a communication port 605. The pneumatic adaptive control system 600 of the seat suspension may further include a hard disk 606. The internal communication bus 601 may enable data communication among the components of the pneumatic adaptive control system 600 of the seat suspension. The processor 602 may make judgments and issue prompts. In some embodiments, the processor 602 may be composed of one or more processors. The communication port 605 may enable data communication between the pneumatic adaptive control system 600 of the seat suspension and the outside. In some embodiments, the pneumatic adaptive control system 600 of the seat suspension may send and receive information and data from a network through the communication port 605. The pneumatic adaptive control system 600 of the seat suspension may further include different forms of program storage units and data storage units, such as the hard disk 606, the read-only memory (ROM) 603, and the random access memory (RAM) 604, which can store various data files used for computer processing and / or communication, as well as possible program instructions executed by the processor 602. The processor executes these instructions to implement the main part of the method. The result processed by the processor is transmitted to the user device through the communication port and displayed on the user interface.

[0082] The above-described pneumatic adaptive control method of the seat suspension may be implemented as a computer program, stored in the hard disk 606, and loaded into the processor 602 for execution to implement the pneumatic adaptive control method of the seat suspension of the present application.

[0083] The present application further includes a computer-readable medium storing computer program code, which implements the pneumatic adaptive control method of the seat suspension described above when executed by a processor.

[0084] When the pneumatic adaptive control method of the seat suspension is implemented as a computer program, it may also be stored in a computer-readable storage medium as an article of manufacture. For example, the computer-readable storage medium may include, but is not limited to, magnetic storage devices (such as hard disks, floppy disks, magnetic strips), optical disks (such as compact discs (CDs), digital versatile discs (DVDs)), smart cards, and flash memory devices (such as electrically erasable programmable read-only memories (EPROMs), cards, sticks, key drives). In addition, the various storage media described herein can represent one or more devices and / or other machine-readable media for storing information. The term "machine-readable medium" may include, but is not limited to, wireless channels and various other media (and / or storage media) that can store, contain, and / or carry code and / or instructions and / or data.

[0085] It should be understood that the embodiments described above are merely illustrative. The embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or any combination thereof. For a hardware implementation, the processor can be implemented in one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, and / or other electronic units designed to perform the functions described herein, or a combination thereof.

[0086] Some aspects of the present application can be executed entirely by hardware, entirely by software (including firmware, resident software, microcode, etc.), or by a combination of hardware and software. The above hardware or software can all be referred to as "data blocks", "modules", "engines", "units", "components", or "systems". The processor can be one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DAPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or a combination thereof. In addition, aspects of the present application may be embodied as a computer product located in one or more computer-readable media, which includes computer-readable program code. For example, the computer-readable media may include, but is not limited to, magnetic storage devices (such as hard disks, floppy disks, magnetic tapes...), optical disks (such as compact disks CD, digital versatile disks DVD...), smart cards, and flash memory devices (such as cards, sticks, key drives...).

[0087] The computer-readable media may contain a propagated data signal having computer program code therein, for example, on a baseband or as part of a carrier wave. The propagated signal may have various forms of manifestation, including electromagnetic form, optical form, etc., or a suitable combination thereof. The computer-readable media can be any computer-readable media other than a computer-readable storage media, which can be connected to an instruction execution system, apparatus, or device to implement communication, propagation, or transmission for use of the program. The program code located on the computer-readable media can be propagated through any suitable media, including radio, cable, fiber optic cable, radio frequency signal, or similar media, or any combination of the above media.

[0088] The basic concepts have been described above. Obviously, for those skilled in the art, the above application disclosure is merely an example and does not constitute a limitation to the present application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and corrections to the present application. Such modifications, improvements, and corrections are proposed in the present application, so such modifications, improvements, and corrections still fall within the spirit and scope of the exemplary embodiments of the present application.

[0089] Meanwhile, this application uses specific terms to describe the embodiments of this application. For example, "one embodiment", "an embodiment", and / or "some embodiments" mean a certain feature, structure, or characteristic related to at least one embodiment of this application. Therefore, it should be emphasized and noted that the "one embodiment" or "an embodiment" or "an alternative embodiment" mentioned twice or more at different positions in this specification does not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of this application can be appropriately combined.

[0090] In some embodiments, numbers are used to describe components and the quantity of attributes. It should be understood that such numbers used for the description of embodiments are, in some examples, modified by the modifiers "about", "approximately", or "substantially". Unless otherwise specified, "about", "approximately", or "substantially" indicate that the said numbers allow a variation of ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, and these approximate values can change according to the required characteristics of individual embodiments. In some embodiments, the numerical parameters should consider the specified significant digits and adopt the method of retaining general digits. Although the numerical ranges and parameters used in some embodiments of this application to confirm the breadth of their scope are approximate values, in specific embodiments, the setting of such numerical values is as precise as possible within the feasible range.

Claims

1. A pneumatic adaptive control method for a seat suspension, characterized in that, The seat suspension is connected to the seat body. An air spring and a magnetorheological damper are provided on the seat suspension. The method includes: Step S1: In response to a passenger sitting on the seat body, adjust the air volume of the air spring according to the deviation between the current height of the seat suspension and a preset equilibrium position, so that the passenger carried by the seat body moves to the preset equilibrium position, and the air spring is in the pressure-holding state required by the design; Step S2: Calculate the unsprung mass according to the air pressure value of the air spring; Step S3: Calculate the equivalent air spring stiffness according to the unsprung mass and the initial damping force of the magnetorheological damper; Step S4: Calculate the magnetorheological damping coefficient according to the unsprung mass and the equivalent air spring stiffness; Step S5: Calculate the magnetorheological desired damping force according to the magnetorheological damping coefficient and the maximum damping force of the magnetorheological damper; and Step S6: Calculate the desired current according to the magnetorheological desired damping force and a preset magnetorheological inverse model, and control the movement of the magnetorheological damper according to the desired current.

2. The air pressure adaptive control method for the seat suspension according to claim 1, wherein The seat suspension is also connected to a vehicle. In Step S5 or in Step S6, it further includes: In response to the vehicle being in a driving state, use the magnetorheological desired damping force as the initial damping force, and then execute Step S3.

3. The air pressure adaptive control method for the seat suspension according to claim 1 or 2, characterized in that, In Step S2, the following formula is used to calculate the unsprung mass: Among them, represents the unsprung mass; represents the acceleration due to gravity; represents the air pressure value of the air spring; represents the effective action area of the air spring.

4. The air pressure adaptive control method of the seat suspension according to claim 1 or 2, characterized in that, In Step S3, the following formula is used to calculate the equivalent air spring stiffness: Among them, represents the equivalent air spring stiffness; represents the relative displacement between the unsprung mass and the sprung mass; represents the displacement of the sprung mass; represents the displacement of the unsprung mass; represents the initial damping force; represents the sprung mass; represents the acceleration of the sprung mass.

5. The air pressure adaptive control method of the seat suspension according to claim 1 or 2, characterized in that In Step S4, the following formula is used to calculate the magnetorheological damping coefficient: wherein, represents the magnetorheological damping coefficient; represents the secondary oscillation damping ratio, is a non-zero constant; represents the unsprung mass; represents the equivalent air spring stiffness.

6. The air pressure adaptive control method for the seat suspension according to claim 1 or 2, characterized in that, In Step S5, the following formula is used to calculate the magnetorheological desired damping force: Among them, represents the desired magnetorheological damping force; represents the magnetorheological damping coefficient; represents the maximum damping force of the magnetorheological damper; represents the maximum current of the magnetorheological damper; represents the conversion function between current and damping force; represents the velocity of the unsprung mass.

7. The air pressure adaptive control method for the seat suspension according to claim 1 or 2, characterized in that In Step S6, the following formula is used to calculate the desired current: Among them, represents the desired current; represents the desired magnetorheological damping force; represents the velocity of the unsprung mass; represents the velocity of the sprung mass; represents the displacement of the unsprung mass; represents the displacement of the sprung mass; , , , , , , , , , , all represent the model parameters of the magnetorheological damper, and the model parameters are all constants; represents the tangent function; represents the sign function; represents the preset damping force of the magnetorheological damper.

8. An air pressure adaptive control device for a seat suspension, characterized in that, It includes: A seat suspension, including a motion mechanism, a top frame and a bottom frame arranged oppositely. The top frame is used to connect to the seat body, and the bottom frame is used to connect to the floor of the vehicle. The motion mechanism can drive the top frame to move; An air spring, connected to the motion mechanism; A displacement sensor, connected to the seat suspension. The displacement sensor is used to detect the height of the seat suspension; A magnetorheological damper, connected to the motion mechanism; A pressure sensor, connected to the air spring. The pressure sensor is used to output the air pressure value of the air spring; And A processor, electrically connected to the air spring, the displacement sensor, the magnetorheological damper and the pressure sensor respectively. The processor is used to execute the air pressure adaptive control method of the seat suspension according to any one of claims 1-7 to realize the seat vibration damping function.

9. A pneumatic adaptive control system for a seat suspension, characterized in that, It includes: A memory, used to store instructions executable by the processor; A processor, used to execute the instructions to realize the air pressure adaptive control method of the seat suspension according to any one of claims 1-7.

10. A computer-readable medium storing computer program code, characterized in that, The computer program code realizes the air pressure adaptive control method of the seat suspension according to any one of claims 1-7 when executed by the processor.

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