Air pressure adaptive control method, device and computer-readable medium for seat suspension

Abstract

The present application relates to a method, device, and computer-readable medium for adaptively controlling air pressure in a seat suspension. The seat suspension is connected to a seat body and is provided with an air spring. The method comprises: in response to a passenger sitting in the seat body, adjusting 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 required pressure-maintaining state. The present application can dynamically and adaptively adjust the air volume of the air spring in the seat suspension according to the weight of different passengers, achieving a one-person-one-air-pressure function, effectively reducing the vibration transmission rate, and improving the vibration reduction effect of the seat suspension, passenger riding comfort and stability, and the versatility and environmental adaptability of the seat suspension system.

Description

Technical Field

[0001] The present application mainly relates to the technical field of seat vibration reduction control, and specifically to a method, device, system and computer-readable medium for air pressure adaptive control of a seat suspension. Background Art

[0002] Vehicle seats, such as car seats, come into direct contact with the human body. Vibration and impact generated during driving are transmitted through the seats to the body, reducing passenger comfort and potentially causing bodily harm. Traditional vehicle seats rely on suspension tuning to reduce vibrations. For example, manual tuning of the car seat's suspension is performed to reduce vibrations from bumpy roads. However, this process is complex and costly. Furthermore, due to the complex nature of driving conditions and varying passenger sensitivity to vibration, achieving optimal vibration reduction is difficult, making it difficult to meet diverse driving scenarios and passenger needs.

[0003] Currently, pneumatically adjustable seat suspensions are used in bus and truck seats, reducing seat vibration and improving driver comfort. However, existing seat suspensions often use fixed or manually adjustable air pressure. Fixed air pressure cannot be adaptively adjusted, while manual adjustment is inconvenient and lacks real-time, precise dynamic adjustment. The lack of effective dynamic adjustment makes it difficult to meet the differentiated comfort needs of passengers of different weights, and the seat suspension suffers from poor vibration reduction. Summary of the Invention

[0004] The technical problem to be solved by the present application is to provide a method, device, system and computer-readable medium for adaptive air pressure control of 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 person, one air pressure, and improve the vibration reduction effect of the seat suspension.

[0005] The technical solution adopted in this application to solve the above-mentioned technical problems is an air pressure adaptive control method for a seat suspension, wherein the seat suspension is connected to a seat body, and an air spring is provided on the seat suspension. The method comprises: step S1: in response to a passenger sitting on the seat body, adjusting 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-maintaining state required by the design.

[0006] In one embodiment of the present application, a magnetorheological damper is also provided on the seat suspension; after step S1, it also includes: step S2: calculating the sprung mass according to the air pressure value of the air spring; step S3: calculating the equivalent air spring stiffness according to the sprung mass and the initial damping force of the magnetorheological damper; step S4: calculating the magnetorheological damping coefficient according to the sprung mass and the equivalent air spring stiffness; step S5: calculating the magnetorheological expected damping force according to the magnetorheological damping coefficient and the maximum damping force of the magnetorheological damper; and step S6: calculating the expected current according to the magnetorheological expected damping force and a preset magnetorheological inverse model, and controlling the movement of the magnetorheological damper according to the expected current.

[0007] In one embodiment of the present application, the seat suspension is also connected to a vehicle; in the step S5 or in the step S6, it also includes: in response to the vehicle being in a driving state, the magnetorheological desired damping force is used as the initial damping force, and the step S3 is executed.

[0008] In one embodiment of the present application, in step S2, the sprung mass is calculated using the following formula:

[0009]

[0010] in, represents the sprung mass; represents the acceleration due to gravity; Indicates the air pressure value of the air spring; It represents the effective area of ​​the air spring.

[0011] In one embodiment of the present application, in step S3, the equivalent empty spring stiffness is calculated using the following formula:

[0012]

[0013]

[0014] in, represents the equivalent empty 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.

[0015] In one embodiment of the present application, in step S4, the magnetorheological damping coefficient is calculated using the following formula:

[0016]

[0017] in, represents the magnetorheological damping coefficient; represents the secondary oscillation damping ratio, is a non-zero constant; represents the sprung mass; represents the equivalent empty spring stiffness.

[0018] In one embodiment of the present application, in step S5, the magnetorheological expected damping force is calculated using the following formula:

[0019]

[0020] in, 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 sprung mass.

[0021] In one embodiment of the present application, in step S6, the expected current is calculated using the following formula:

[0022]

[0023]

[0024]

[0025]

[0026]

[0027]

[0028] in, represents the expected 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 model parameters of the magnetorheological damper, and all the model parameters are constants; represents the tangent function; represents a symbolic function; represents the preset damping force of the magnetorheological damper.

[0029] In order to solve the above-mentioned technical problems, the present application also proposes an air pressure adaptive control device for a seat suspension, comprising: a seat suspension, including a motion mechanism, a top frame and a bottom frame arranged relatively, the top frame being used to be connected to a seat body, the bottom frame being used to be connected to a floor of a vehicle, and the motion mechanism being capable of driving the top frame to move; an air spring connected to the motion mechanism; a displacement sensor connected to the seat suspension, the displacement sensor being used to detect the height of the seat suspension; a magnetorheological damper being connected to the motion mechanism; an air pressure sensor connected to the air spring, the air pressure sensor being used to output the air pressure value of the air spring; and a processor being electrically connected to the air spring, the displacement sensor, the magnetorheological damper and the air pressure sensor, respectively, the processor being used to execute the above-mentioned air pressure adaptive control method for the seat suspension to realize the seat vibration reduction function.

[0030] In order to solve the above technical problems, the present application also proposes an air pressure adaptive control system for a seat suspension, comprising: a memory for storing instructions executable by a processor; and a processor for executing the instructions to implement the above air pressure adaptive control method for the seat suspension.

[0031] In order to solve the above technical problems, the present application also proposes a computer-readable medium storing computer program code, which implements the above-mentioned air pressure adaptive control method of the seat suspension when executed by a processor.

[0032] The technical solution of the present application implements a semi-active control algorithm. By detecting the deviation between the height of the seat suspension and the preset equilibrium position, the air volume of the air spring is automatically adjusted to make the passenger move with the seat body to the preset equilibrium position, and the air spring is in a pressure-maintaining state corresponding to the preset equilibrium position, thereby improving the comfort of the passenger when initially sitting in the seat; the sprung mass is calculated through the air pressure value of the air spring, and then the equivalent air spring stiffness and magnetorheological damping coefficient are calculated, so as to obtain the desired damping force and desired current of the magnetorheological damper, and the magnetorheological damper can be accurately controlled in real time.

[0033] 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 weight of different passengers, adaptively match the vibration reduction requirements under different working conditions, realize the "one person, one air pressure" function, effectively reduce the vibration transmission rate, and improve the vibration reduction effect of the seat suspension, the comfort and stability of passengers, and the versatility and environmental adaptability of the seat suspension system. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to make the above-mentioned objects, features and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings, wherein:

[0035] Figure 1 is a schematic diagram of an air pressure adaptive control device for a seat suspension according to an embodiment of the present application;

[0036] Figure 2 is a schematic diagram of an air pressure adaptive control device for a seat suspension according to another embodiment of the present application;

[0037] Figure 3 is a schematic diagram of a suspension model of a passenger and a seat in one embodiment of the present application;

[0038] Figure 4 is a flow chart of a method for adaptively controlling air pressure of a seat suspension according to an embodiment of the present application;

[0039] Figure 5 is a flow chart of an air pressure adaptive control method for a seat suspension according to another embodiment of the present application;

[0040] Figure 6 This is a system block diagram of an air pressure adaptive control system for a seat suspension according to an embodiment of the present application;

[0041] Figure 7 This is a block diagram of the adjustment principle between the seat suspension height and the preset equilibrium position in one embodiment of the present application.

[0042] Description of the accompanying drawings in the specific embodiment:

[0043] 1. Movement mechanism;

[0044] 100. Seat suspension;

[0045] 110. Top rack;

[0046] 120. Chassis;

[0047] 2. Air spring;

[0048] 3. Magnetorheological damper;

[0049] 4. Laser displacement sensor;

[0050] 5. Accelerometer;

[0051] 6. Air pressure sensor;

[0052] 7. Solenoid valve;

[0053] 8. trachea;

[0054] 9. Manifold;

[0055] 10. One-way valve;

[0056] 11. Air pump. DETAILED DESCRIPTION

[0057] In order to make the above-mentioned objectives, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below with reference to the accompanying drawings.

[0058] In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application may also be implemented in other ways different from those described herein. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0059] As used in this application and the claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not intended to refer to the singular but may include the plural. Generally speaking, the terms "comprises" and "include" only indicate the inclusion of the steps and elements specifically identified, and these steps and elements do not constitute an exclusive list. A method or apparatus may also include other steps or elements.

[0060] Flowcharts are used in this application to illustrate the operations performed by systems according to embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, the various steps may be processed in reverse order or simultaneously. Furthermore, other operations may be added to these processes, or one or more operations may be removed from these processes.

[0061] The air pressure adaptive control device of the seat suspension of the present application is first introduced here to facilitate the understanding of the air pressure adaptive control method of the seat suspension described below.

[0062] Figure 1 is a schematic diagram of an air pressure adaptive control device for a seat suspension according to an embodiment of the present application. Figure 2 Schematic diagram of an air pressure adaptive control device for a seat suspension according to another embodiment of the present invention. Figure 1 and Figure 2As shown, the air pressure adaptive control device for a seat suspension of the present application includes: a seat suspension 100, including a motion mechanism 1, a top frame 110 and a bottom frame 120 arranged relatively, the top frame 110 being used to connect to a seat body (not shown in the figure), and the bottom frame 120 being used to connect to a vehicle compartment floor of a vehicle (not shown in the figure), and the motion mechanism 1 being capable of driving 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; an air pressure sensor 6 connected to the air spring 2, the air pressure sensor 6 being used to output an 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 air pressure sensor 6, respectively, the processor being used to execute the air pressure adaptive control method for the seat suspension described later in this application to achieve a seat vibration reduction function, the processor being set inside the vehicle or on a cloud platform, when the processor is set on the cloud platform, the data of the vehicle and the cloud platform are interacted via a wireless network, and this application does not impose any restrictions on the setting method of the processor.

[0063] For example, Figure 1 and Figure 2 The main difference is that Figure 1 The motion mechanism 1 in is a scissor mechanism. Figure 2 The motion mechanism 1 in the figure is a connecting rod mechanism. The air spring 2 of the present application is equivalent to an air bag. The air spring 2 is connected to an air pressure control device, which includes an air pressure sensor 6, a solenoid valve 7, an air pipe 8, a manifold 9, a one-way 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 of the seat suspension 100 and the 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 air pressure sensor 6 can output the air pressure value of the air spring 2 in real time.

[0064] The air pressure adaptive control device of the seat suspension of the present application can automatically calculate parameters such as the sprung mass based on the air pressure value, and output control instructions to accurately adjust the working state of the magnetorheological damper 3, thereby controlling the relative movement between the top frame 110 and the bottom frame 120 of the seat suspension 100, such as making the top frame 110 drive the seat body to rise or fall; by adaptively identifying the passenger mass and driving status, it can effectively suppress vibration transmission, improve the passenger's riding comfort and stability, and at the same time enhance the intelligence level, automation level and environmental adaptability of the seat suspension system.

[0065] The following describes the technical principles of this application using a vehicle as an example, using a passenger and seat suspension model. In this application, the terms "magnetorheological damper" and "magnetorheological" are used interchangeably. For example, the adjustable damping force of a magnetorheological damper is equivalent to the adjustable damping force of a magnetorheological damper. Air springs are referred to as air springs and will not be discussed further below.

[0066] Figure 3 Schematic diagram of the suspension model of the passenger and seat in one embodiment of the present application. Figure 3 As shown, the model is equivalent to the spring-mass-damper model of the seat and passenger. Figure 3 Where ms is the mass of the seat and passenger, mu is the vehicle mass, ks is the air spring stiffness (i.e., the force required to deform the air spring), and U is the magnetorheological adjustable damping force. During vehicle operation, Xs is the vertical displacement of the passenger and seat, Xu is the vertical displacement of the vehicle floor, and Xr is the vertical displacement of the tires.

[0067] Continue to refer Figure 3 As shown, for example, when a passenger gets on the car and sits on the seat, the airbag begins 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 based on the force analysis. Taking into account the relationship between the mass ms and the compression force of the empty spring, the equilibrium position of the seat can be equivalent to the zero position of the empty spring in its natural state, that is, when the seat moves upward, the empty spring generates a downward pulling force; when the seat moves downward, the empty spring generates an upward thrust. Pre-set the initial damping force When the vehicle is driving on a bumpy road, the seat suspension moves up and down, automatically identifying the empty spring stiffness ks at different displacements of the seat suspension, and updating the initial damping force in real time based on the actual calculated damping force U , thus eliminating the influence of temperature change on the stiffness of the empty spring. The stiffness of the empty spring ks is equivalent to the function of the relative displacement x of the suspension, that is, it is equivalent to using Figure 3 Subtract Xu from Xs in .

[0068] Based on the calculated mass ms and the calculated equivalent air spring stiffness ks, the magnetorheological damping force U is adaptively adjusted so that the acceleration as transferred from the vehicle floor acceleration au to the seat is transmitted with the lowest efficiency and does not cause the system to be too sluggish, thereby achieving an effective seat vibration reduction effect.

[0069] According to Newton's second law, the transfer function of the seat suspension system is derived as shown in the following formula (1):

[0070] (1)

[0071] in, is the transfer function of the seat suspension system, is the Laplace change factor, is the Laplace change of the car floor acceleration, is the Laplace variation of the sprung mass acceleration, is the sprung mass, is the equivalent empty spring stiffness, is the damping coefficient of the magnetorheological damper.

[0072] The air pressure adaptive control method of the seat suspension of the present application will be described below.

[0073] This application proposes a method for adaptively controlling air pressure in a seat suspension, which can be applied in scenarios requiring vibration damping of the seat. The seat suspension in this application is connected to a vehicle, which can be a passenger vehicle such as a commercial vehicle, train, bus, truck, or ship, and this application does not restrict the type of vehicle.

[0074] The pneumatic pressure adaptive control method for a seat suspension disclosed herein can be run on a vehicle, for example, within a local controller within the vehicle, or on a cloud platform. When the pneumatic pressure adaptive control method for a seat suspension is run on a cloud platform, data from the local vehicle and the cloud platform interact via a wireless network. Exemplarily, the cloud platform may include a private cloud, a public cloud, a hybrid cloud, a community cloud, a distributed cloud, an interconnected cloud, multiple clouds, or any combination thereof. This application does not impose any restrictions on the operating environment of the pneumatic pressure adaptive control method for a seat suspension.

[0075] Figure 4 This is a flow chart of the air pressure adaptive control method of the seat suspension according to an embodiment of the present application, with reference to Figure 4 As shown, the air pressure adaptive control method of the seat suspension of this embodiment includes the following steps:

[0076] 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.

[0077] Step S2: Calculate the sprung mass according to the air pressure value of the air spring.

[0078] Step S3: Calculate the equivalent empty spring stiffness based on the sprung mass and the initial damping force of the magnetorheological damper.

[0079] Step S4: Calculate the magnetorheological damping coefficient according to the sprung mass and the equivalent air spring stiffness.

[0080] Step S5: calculating the magnetorheological expected damping force according to the magnetorheological damping coefficient and the maximum damping force of the magnetorheological damper.

[0081] Step S6: Calculate the desired current according to the desired magnetorheological damping force and a preset magnetorheological inverse model, and control the movement of the magnetorheological damper according to the desired current.

[0082] In some embodiments, step S5 or step S6 further includes: in response to the vehicle being in motion, using the magnetorheological desired damping force as the initial damping force and transitioning to step S3. Exemplarily, by updating the initial damping force in real time while the vehicle is in motion and subsequently performing the next round of parameter calculations based on the updated initial damping force, the effects of temperature changes on the air spring stiffness can be eliminated, improving the accuracy of the real-time calculated desired current. This allows the seat suspension to continuously optimize its damping performance based on vibration changes during driving, thereby enhancing the seat's adaptability in dynamic driving environments.

[0083] The following describes the above steps S1 to S6 in detail:

[0084] In step S1, in response to a passenger sitting in the seat, the air volume of the air spring is adjusted based on the deviation between the current height of the seat suspension and a preset equilibrium position, so that the passenger carried by the seat moves to the preset equilibrium position. For example, after sitting in the seat, the passenger can adjust the seat height according to their riding habits. Based on this seat height, the corresponding preset equilibrium position and the air spring inflation or deflation volume can be obtained.

[0085] Figure 7 This is a block diagram of the adjustment principle between the seat suspension height and the preset equilibrium position in one embodiment of the present application. Figure 7 As shown, the balance position adjustment of the seat suspension is a closed-loop control system. After recognizing 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 balance position, the controller sends a deflation command to the air spring; when the detected seat suspension height is lower than the preset balance position, the controller sends an inflation command to the air spring. After the height of the seat suspension reaches the preset balance position, the air spring is in the pressure-maintaining state required by the design, that is, the air spring is in the pressure-maintaining state corresponding to the preset balance position. The present application can achieve the purpose of adaptive inflation and deflation of the air spring by setting the height corresponding to the balance position of the seat suspension.

[0086] The air spring system in this application automatically adjusts the air volume based on the height of the seat suspension, adjusting the seat suspension to a preset equilibrium position. During vehicle operation, the air spring maintains pressure. This application also adaptively controls the air pressure based on the weight of different passengers, achieving a "one person, one air pressure" model.

[0087] In step S2, the sprung mass is calculated based on the air spring pressure. For example, by analyzing the force applied to the seat suspension system, it is known that the pressure generated by the air spring is balanced by the weight of the seat and the passenger, resulting in the following formula (2).

[0088] In some embodiments, in step S2, the sprung mass is calculated using the following formula (2):

[0089] (2)

[0090] in, represents the sprung mass (i.e. sprung mass); represents the acceleration due to gravity; Indicates the air pressure value of the air spring, which is collected in real time by the air pressure sensor; Indicates the effective area of ​​the air spring.

[0091] For example, the present application can quickly and accurately obtain the sprung mass of passengers and seats, so that the seat suspension system can automatically calculate other parameters based on the accurate sprung mass, thereby achieving adaptive matching for different passenger weights.

[0092] In step S3 , the equivalent empty spring stiffness is calculated based on the sprung mass and the initial damping force of the magnetorheological damper.

[0093] For example, the initial damping force is set , according to the acceleration sensors of sprung mass and unsprung mass, the acceleration of sprung mass can be obtained and the acceleration of the unsprung mass ; The speed of the sprung mass can be obtained through the integrator , displacement of the sprung mass , velocity of the unsprung mass and displacement of the unsprung mass During normal driving of a vehicle, the adaptive air spring system is in dynamic equilibrium, so the following formula (3) can be obtained.

[0094] In some embodiments, in step S3, the equivalent empty spring stiffness is calculated using the following formula (3) and formula (4):

[0095] (3)

[0096] (4)

[0097] in, Indicates the equivalent empty spring stiffness; It 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; It represents the acceleration of the sprung mass.

[0098] Based on the parameters of the vehicle during driving, this application can quantify the dynamic stiffness characteristics of the air spring under different working conditions, so that the seat suspension system can dynamically adjust the working state of the magnetorheological damper according to the real-time stiffness changes, effectively cope with complex driving conditions such as bumps, and enhance the seat suspension system's ability to suppress vibrations.

[0099] For example, in a scenario where a vehicle is traveling, the above formula (1) can be transformed into a standard mode as shown in the following formula (5).

[0100] (5)

[0101] in, represents the system gain; represents the first-order differential time constant; represents the second-order oscillation natural frequency; represents the secondary oscillation damping ratio.

[0102] The analysis shows that in order to improve the vibration reduction efficiency and seat comfort, it is necessary to reduce the transmission efficiency of the system. From formula (5), we can see that: and It is a system model parameter and cannot be modified. To reduce the system transmission efficiency, you can adjust the magnetorheological damping coefficient. To adjust the second-order vibration damping ratio and the first-order differential time constant The purpose is to reduce the transmission efficiency of the system.

[0103] In step S4, the magnetorheological damping coefficient is calculated based on the sprung mass and the equivalent air spring stiffness. In some embodiments, the magnetorheological damping coefficient is calculated using the following formula (6):

[0104] (6)

[0105] in, represents the magnetorheological damping coefficient; represents the secondary oscillation damping ratio, is a non-zero constant, It can take values ​​between 0.7 and 1, for example The values ​​can be 0.7, 0.8, 0.9, or 1; represents the sprung mass; Indicates the equivalent empty spring stiffness.

[0106] Exemplary, theoretically, the second-order vibration damping ratio The larger the value, the lower the first-order differential and second-order oscillation cutoff frequencies, and the lower the system transmission efficiency. However, it is limited by the damping force of the magnetorheological damper, and the excessive damping ratio This will cause system response lag and seat vibration tailing. In practical applications, the damping ratio Setting it between 0.7 and 1 can ensure that the system transmission efficiency is reduced without causing vibration tailing. Therefore, formula (6) can be transformed into formula (7) to obtain the magnetorheological damping coefficient The value range of .

[0107] (7)

[0108] This application can calculate the magnetorheological damping coefficient suitable for the current driving conditions based on the dynamic characteristics of the seat suspension system, thereby enhancing the subsequent adaptive adjustment capability and vibration reduction performance of the seat suspension system in complex dynamic environments.

[0109] In step S5, the magnetorheological damping force is calculated based on the magnetorheological damping coefficient and the maximum damping force of the magnetorheological damper. In some embodiments, the magnetorheological damping force is calculated using the following formula (8):

[0110] (8)

[0111] in, represents the desired magnetorheological damping force; represents the magnetorheological damping coefficient; represents the maximum damping force of the magnetorheological damper; Indicates the maximum current of the magnetorheological damper; represents the conversion function between current and damping force; represents the velocity of the sprung mass.

[0112] For example, this application takes into account the mechanical state of the seat suspension system and the performance boundary of the magnetorheological damper, and based on this calculates the desired magnetorheological damping force, so that the magnetorheological damper can dynamically output an adaptive damping force according to the actual vibration speed of the seat and the upper limit of the system performance, effectively suppressing seat vibration and improving passenger comfort.

[0113] In step S6, the desired current is calculated based on the desired magnetorheological damping force and the preset magnetorheological inverse model, and the movement of the magnetorheological damper is controlled based on the desired current. In some embodiments, the desired current is calculated using the following formulas (9) to (15):

[0114] (9)

[0115] (10)

[0116] (11)

[0117] (12)

[0118] (13)

[0119] (14)

[0120] (15)

[0121] in, represents the expected 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 all the model parameters are constants; represents the tangent function; represents a symbolic function; Indicates the preset damping force of the magnetorheological damper.

[0122] For example, the above formula (9) is equivalent to the preset magnetorheological inverse model. In the above formulas (10) to (14), the values ​​of the model parameters of the magnetorheological damper can be set as: , , , , , , , , , , . represents the relative speed of the seat suspension; Indicates the relative displacement of the seat suspension; represents the initial damping force of the magnetorheological damper, Can be a preset damping force.

[0123] This application can comprehensively and accurately establish a mapping relationship between the seat vibration state and the magnetorheological damper control current. This calculation method fully considers the nonlinear dynamic characteristics of the magnetorheological damper and can derive the appropriate control current value based on actual working conditions, thereby achieving precise driving of the magnetorheological damper, effectively suppressing seat vibration, and improving passenger comfort.

[0124] The following is a complete embodiment to introduce the air pressure adaptive control method of the seat suspension of the present application.

[0125] Figure 5 FIG. 1 is a flow chart of an air pressure adaptive control method for a seat suspension according to another embodiment of the present invention. Figure 5 As shown, in step S510, it is recognized that a passenger has taken a seat; in step S520, the air spring adaptively adjusts the air pressure according to the passenger's weight to adjust the seat height to a set equilibrium position; in step S530, the sprung mass M is adaptively calculated; in step S540, it is recognized that the vehicle has started and the initial damping force U0 is set; in step S550, the equivalent air spring stiffness K is adaptively calculated according to Newton's law; in step S560, the magnetorheological damping coefficient B is calculated in real time according to the sprung mass M and the equivalent air spring stiffness K; in step S570, it is determined whether If the answer is yes, the process goes to step S571, where the magnetorheological damping force is If the judgment is no, then go to step S572, the magnetorheological damping force is expected ; In step S580, the magnetorheological damper inverse model is used ; If the vehicle is still moving, the initial damping force U0 is updated and the process goes to step S550; if the vehicle stops moving, the control process ends.

[0126] The technical solution of the present application implements a semi-active control algorithm, which automatically adjusts the air volume of the air spring to enable the passenger to move with the seat body to a preset equilibrium position, thereby improving the comfort of the passenger when initially sitting on the seat; the sprung mass is calculated through the air pressure value of the air spring, and then the equivalent air spring stiffness and magnetorheological damping coefficient are calculated, so as to obtain the desired damping force and desired current of the magnetorheological damper, and can perform real-time and precise control of the magnetorheological damper.

[0127] 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 weight of different passengers, adaptively match the vibration reduction requirements under different working conditions, realize the "one person, one air pressure" function, effectively reduce the vibration transmission rate, and improve the vibration reduction effect of the seat suspension, the comfort and stability of passengers, and the versatility and environmental adaptability of the seat suspension system.

[0128] The present application also includes a pneumatic pressure adaptive control system for a seat suspension, comprising a memory and a processor. The memory is configured to store instructions executable by the processor, and the processor is configured to execute the instructions to implement the pneumatic pressure adaptive control method for the seat suspension described above.

[0129] Figure 6 This is a system block diagram of an air pressure adaptive control system for a seat suspension according to an embodiment of the present application. Figure 6 As shown, the pneumatic adaptive control system 600 for 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 for seat suspension may also include a hard disk 606. The internal communication bus 601 enables data communication between components of the pneumatic adaptive control system 600. The processor 602 can make decisions and issue prompts. In some embodiments, the processor 602 may consist of one or more processors. The communication port 605 enables data communication between the pneumatic adaptive control system 600 and the outside world. In some embodiments, the pneumatic adaptive control system 600 can send and receive information and data from a network via the communication port 605. The seat suspension pneumatic adaptive control system 600 may also include various forms of program storage units and data storage units, such as a hard disk 606, a read-only memory (ROM) 603, and a random access memory (RAM) 604. These units are capable of storing 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 components of the method. The results of the processor processing are transmitted to the user device via a communication port and displayed on the user interface.

[0130] The above-mentioned air pressure adaptive control method of the seat suspension can be implemented as a computer program, stored in the hard disk 606, and loaded into the processor 602 for execution to implement the air pressure adaptive control method of the seat suspension of the present application.

[0131] The present application also includes a computer-readable medium storing computer program code, which, when executed by a processor, implements the aforementioned air pressure adaptive control method for a seat suspension.

[0132] When the method for adaptive air pressure control of a seat suspension is implemented as a computer program, it can 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 (e.g., hard disks, floppy disks, magnetic strips), optical disks (e.g., compact disks (CDs), digital versatile disks (DVDs)), smart cards, and flash memory devices (e.g., 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" can 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.

[0133] It should be understood that the embodiments described above are merely illustrative. The embodiments described herein may be implemented in hardware, software, firmware, middleware, microcode, or any combination thereof. For hardware implementation, the processor may be implemented within 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.

[0134] Some aspects of this application may be implemented entirely in hardware, entirely in software (including firmware, resident software, microcode, etc.), or a combination of hardware and software. These hardware and software components may be referred to as "data blocks," "modules," "engines," "units," "components," or "systems." A processor may be one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or combinations thereof. Furthermore, various aspects of this application may be embodied as computer products embodied in one or more computer-readable media, including computer-readable program code. For example, computer-readable media may include, but are not limited to, magnetic storage devices (e.g., hard disks, floppy disks, magnetic tapes), optical disks (e.g., compact disks, digital versatile disks, DVDs), smart cards, and flash memory devices (e.g., cards, sticks, key drives, etc.).

[0135] A computer-readable medium may include a propagated data signal embodying computer program code, for example, in baseband or as part of a carrier wave. The propagated signal may be in a variety of forms, including electromagnetic, optical, etc., or a suitable combination thereof. A computer-readable medium may be any computer-readable medium other than a computer-readable storage medium that can be connected to an instruction execution system, apparatus, or device to communicate, propagate, or transmit the program for use. The program code on the computer-readable medium may be transmitted via any suitable medium, including radio, cable, fiber optic cable, radio frequency signal, or similar medium, or any combination of the above.

[0136] The basic concepts have been described above. It will be apparent to those skilled in the art that the above disclosures are merely examples and do not limit the present application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and revisions to the present application. Such modifications, improvements, and revisions are suggested in the present application and remain within the spirit and scope of the exemplary embodiments of the present application.

[0137] At the same time, this application uses specific terms to describe the embodiments of this application. For example, "one embodiment," "an embodiment," and / or "some embodiments" refer to a certain feature, structure, or characteristic related to at least one embodiment of this application. Therefore, it should be emphasized and noted that "one embodiment," "an embodiment," or "an alternative embodiment" mentioned twice or multiple times in different locations 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 may be appropriately combined.

[0138] In some embodiments, numbers describing the number of components and attributes are used. It should be understood that such numbers used in the description of the embodiments are modified by the modifiers "about", "approximately" or "substantially" in some examples. Unless otherwise stated, "about", "approximately" or "substantially" indicate that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, which may change according to the required features of the individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and adopt the general method of retaining the number of digits. Although the numerical domains and parameters used to confirm the breadth of their range in some embodiments of the present application are approximate values, in specific embodiments, the settings of such numerical values ​​are as accurate as possible within the feasible range.

Claims

1. A method for adaptively controlling air pressure of a seat suspension, characterized in that: The seat suspension is connected to the seat body, and 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, adjusting 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 a pressure-maintaining state as designed; Step S2: calculating the sprung mass according to the air pressure value of the air spring; Step S3: calculating an equivalent empty spring stiffness according to the sprung mass and the initial damping force of the magnetorheological damper; Step S4: calculating the magnetorheological damping coefficient according to the sprung mass and the equivalent air spring stiffness; Step S5: calculating a magnetorheological damping force according to the magnetorheological damping coefficient and the maximum damping force of the magnetorheological damper; and Step S6: calculating a desired current according to the desired magnetorheological damping force and a preset magnetorheological inverse model, and controlling the movement of the magnetorheological damper according to the desired current.

2. The air pressure adaptive control method for a seat suspension according to claim 1, wherein: The seat suspension is also connected to a vehicle; in step S5 or in step S6, further comprising: In response to the vehicle being in a driving state, the desired magnetorheological damping force is used as the initial damping force, and the process switches to step S3 .

3. The air pressure adaptive control method for a seat suspension according to claim 1 or 2, characterized in that: In step S2, the sprung mass is calculated using the following formula: in, represents the sprung mass; represents the acceleration due to gravity; Indicates the air pressure value of the air spring; It represents the effective area of ​​the air spring.

4. The air pressure adaptive control method for a seat suspension according to claim 1 or 2, wherein: In step S3, the equivalent empty spring stiffness is calculated using the following formula: in, represents the equivalent empty 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.

5. The air pressure adaptive control method for a seat suspension according to claim 1 or 2, wherein: In step S4, the magnetorheological damping coefficient is calculated using the following formula: in, represents the magnetorheological damping coefficient; represents the secondary oscillation damping ratio, is a non-zero constant; represents the sprung mass; represents the equivalent empty spring stiffness.

6. The air pressure adaptive control method for a seat suspension according to claim 1 or 2, wherein: In step S5, the magnetorheological expected damping force is calculated using the following formula: in, 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 sprung mass.

7. The air pressure adaptive control method for a seat suspension according to claim 1 or 2, wherein: In step S6, the expected current is calculated using the following formula: in, represents the expected 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 model parameters of the magnetorheological damper, and all the model parameters are constants; represents the tangent function; represents a symbolic function; represents the preset damping force of the magnetorheological damper.

8. An air pressure adaptive control device for a seat suspension, characterized in that: include: A seat suspension comprising a motion mechanism, an upper frame and a lower frame arranged opposite to each other, wherein the upper frame is connected to the seat body, the lower frame is connected to the floor of the vehicle, and the motion mechanism is capable of driving the upper frame to move; an air spring connected to the motion mechanism; a displacement sensor connected to the seat suspension, the displacement sensor being used to detect the height of the seat suspension; a magnetorheological damper connected to the motion mechanism; An air pressure sensor is connected to the air spring, and is used to output the air pressure value of the air spring; as well as A processor is electrically connected to the air spring, the displacement sensor, the magnetorheological damper and the air pressure sensor, respectively, and is used to execute the air pressure adaptive control method of the seat suspension as described in any one of claims 1 to 7 to achieve a seat vibration reduction function.

9. An air pressure adaptive control system for a seat suspension, characterized in that: include: a memory for storing instructions executable by the processor; A processor, configured to execute the instructions to implement the air pressure adaptive control method for a seat suspension as described in any one of claims 1 to 7.

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

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