Multi-directional controllable self-adaptive anti-motion sickness seat structure and control method thereof

Abstract

The invention provides a multi-directional controllable self-adaptive anti-motion sickness seat structure and a control method thereof.The multi-directional controllable self-adaptive anti-motion sickness seat structure is based on the multi-directional controllable self-adaptive anti-motion sickness seat structure with the organic combination and synergistic effect of seat longitudinal vibration reduction and pitch angle adjustment, and a seat framework is connected to an anti-motion sickness vertical control bottom plate in a sliding mode; the seat framework and the anti-motion sickness vertical control bottom plate are connected through the connecting rod-gear mechanism, the seat framework drives the connecting rod-gear mechanism and actuates the meshing gear when sliding front and back, meanwhile, the anti-motion sickness vertical control bottom plate is coupled to generate a pitching angle, and the motion sickness degree of passengers is jointly reduced through self-adaptive adjustment between the longitudinal direction and the pitching direction.

Description

Technical Field

[0001] The present invention belongs to the technical field of new energy vehicles and intelligent vehicles, and relates to a multi-directional controllable adaptive anti-motion sickness seat structure and a control method thereof. Background Art

[0002] New energy vehicles are rapidly gaining market share due to their superior power and advanced intelligent features. The high torque of their electric motors at low speeds, in particular, provides drivers with a superior driving experience, a key factor in their growing market acceptance. To improve vehicle energy efficiency and optimize driving range, brake energy regeneration (BRER) is a commonly used auxiliary braking and energy recovery method in new energy vehicles. High vehicle acceleration and the noticeable sensation of brake energy regeneration also create frequent sensory fluctuations in acceleration and deceleration for occupants. These sensations affect the hypothalamus, otoliths, and semicircular canals, creating a strong sensory conflict and a high risk of motion sickness. This phenomenon is a difficult-to-solve vehicle ride comfort issue for both traditional and new energy vehicles. Furthermore, current vehicle vibration research focuses primarily on vertical time and frequency domains, lacking longitudinal and pitch studies. This is a key factor in the inability to fundamentally address motion sickness. Summary of the Invention

[0003] In order to solve the problems of the above-mentioned prior art, the present invention provides a multi-directional controllable adaptive anti-motion sickness seat structure and a control method thereof, which can effectively avoid motion sickness of vehicle occupants under frequent rapid acceleration and deceleration conditions, and improve the driving smoothness of the vehicle on bumpy roads.

[0004] The present invention is achieved through the following technical solutions: In a first aspect, the present invention provides a multi-directional controllable adaptive anti-motion sickness seat structure, comprising: a seat frame, an active shock absorber with adjustable longitudinal damping, an anti-motion sickness vertical control base plate, a plurality of vertical energy feed active actuators, and a connecting rod-gear mechanism; one end of the active shock absorber with adjustable longitudinal damping is connected to the bottom of the seat frame, and the other end is connected to the anti-motion sickness vertical control base plate; the vertical energy feed active actuator is divided into two types: a front vertical energy feed active actuator and a rear vertical energy feed active actuator, the front vertical energy feed active actuator is connected to the front end of the anti-motion sickness vertical control base plate, and the rear vertical energy feed active actuator is connected to the rear end of the anti-motion sickness vertical control base plate; the top of the vertical energy feed active actuator is hingedly connected to the anti-motion sickness vertical control base plate, and the bottom is connected to the vehicle floor; The bottom of the seat frame is slidingly connected to the anti-motion sickness vertical control base plate; the connecting rod-gear mechanism includes a first-stage connecting rod fixed pin, a first-stage connecting rod, a second-stage connecting rod, a first-stage gear, a second-stage gear, a first-stage gear rack and a second-stage gear rack; one end of the first-stage connecting rod is rotationally connected to the seat frame through the first-stage connecting rod fixed pin, the other end of the first-stage connecting rod is rotationally connected to one end of the second-stage connecting rod through the first fixed pin, the other end of the second-stage connecting rod is rotationally connected to the second fixed pin, the second fixed pin is coaxially fixedly connected to the first-stage gear, the first-stage gear is meshed with the second-stage gear, the second-stage gear is fixedly connected to the anti-motion sickness vertical control base plate through a transmission shaft, and the plane where the second-stage gear is located is a longitudinal plane.

[0005] Preferably, the multi-directional controllable adaptive anti-motion sickness seat structure further includes a displacement sensor, one end of the displacement sensor is connected to the seat frame, and the other end is connected to the anti-motion sickness vertical control base plate.

[0006] Preferably, the front vertical energy feed active actuator and the rear vertical energy feed active actuator are arranged in a one-to-one correspondence.

[0007] Preferably, the bottom of the vertical energy feedback active actuator is connected to the vehicle floor via a rubber block.

[0008] Preferably, the other end of the longitudinal damping adjustable active shock absorber is connected to the anti-motion sickness vertical control base plate through the longitudinal damping adjustable active shock absorber-seat connection mechanism; the longitudinal damping adjustable active shock absorber-seat connection mechanism includes a main frame structure and a load-carrying nut adjustment frame, the main frame structure is connected to the anti-motion sickness vertical control base plate 501, the load-carrying nut adjustment frame is provided with a longitudinal oblong hole, the load-carrying nut adjustment frame is connected to the main frame structure by a bolt passing through the longitudinal oblong hole, and the other end of the longitudinal damping adjustable active shock absorber is connected to the load-carrying nut adjustment frame.

[0009] Furthermore, a transverse oblong hole is provided on the load-carrying nut adjustment frame, a crossbeam is provided on the seat frame, and a transverse oblong hole is provided on the crossbeam. One end of the longitudinal damping adjustable active shock absorber is connected to the load-carrying nut adjustment frame by a bolt passing through the transverse oblong hole on the load-carrying nut adjustment frame, and the other end of the longitudinal damping adjustable active shock absorber is connected to the seat frame by a bolt passing through the transverse oblong hole on the crossbeam.

[0010] Preferably, a sliding track is provided at the bottom of the seat frame, a fixed track is provided on the anti-motion sickness vertical control base plate, and the seat frame is slidably connected to the fixed track via the sliding track.

[0011] In a second aspect, the present invention provides a method for controlling the multi-directionally controllable, adaptive, anti-motion sickness seat structure, comprising: Obtaining the longitudinal acceleration of the vehicle body and the rate of change of the longitudinal acceleration of the vehicle body, and processing the longitudinal acceleration of the vehicle body to obtain the acceleration growth area of ​​the vehicle body; Input the vehicle longitudinal acceleration, the vehicle longitudinal acceleration change rate, and the vehicle acceleration growth area into the trained Bayesian prediction network and output the motion sickness probability; The motion sickness probability is compared with the preset probability threshold. If the motion sickness probability is greater than or equal to the preset probability threshold, the vertical energy feedback active actuator is controlled to operate in the energy feedback mode, and the longitudinal damping adjustable shock absorber is combined to form a transverse-vertical joint damping; if the motion sickness probability is less than the preset probability threshold, the vertical energy feedback active actuator is controlled to operate in the active mode.

[0012] Preferably, the vertical energy feedback active actuator is controlled to operate in the energy feedback mode, and the longitudinal damping adjustable shock absorber is combined to form a transverse-vertical combined damping, specifically:

[0013] in, is the combined transverse-vertical damping coefficient, is the combined equivalent damping coefficient of the horizontal and vertical directions, is the longitudinal velocity of the seat, is the vehicle longitudinal speed;

[0014] is the motion sickness damping coefficient, is the working condition damping coefficient; motion sickness damping coefficient The damping coefficient is calculated under the following different membership levels:

[0015] in, 、 、 They are 、 、 The membership function value of 、 、 They are the preset maximum damping coefficient, medium damping coefficient, and minimum damping coefficient respectively. in 、 、 According to the current probability of motion sickness, the corresponding selection is made according to the preset membership function calculation rules; the working condition damping coefficient The selection method is as follows: Under braking or acceleration conditions, when the longitudinal speed of the seat Relative speed of the body and seat When the directions are the same, if the longitudinal acceleration and longitudinal velocity of the seat are in opposite directions, select the medium damping coefficient. ; If the longitudinal acceleration of the seat and the longitudinal velocity of the seat are in the same direction, select the maximum damping coefficient ; When the longitudinal speed of the seat and the relative speed of the body and seat In the opposite direction, select the minimum damping coefficient .

[0016] Preferably, if the motion sickness probability is less than a preset probability threshold, the vertical energy feedback active actuator is controlled to operate in an active mode, specifically:

[0017] Where, To output the performance vector of the control system, set , X is the system state variable, U is the desired control force of the vertical energy-feedback active actuator; C is the output matrix, D is the transfer matrix,

[0018]

[0019]

[0020]

[0021] in, and They are the front vertical displacement and rear vertical displacement of the anti-motion sickness vertical control base plate, They are and The derivative of and are the displacements generated at the connection between the lower end of the front vertical energy feedback active actuator and the rear vertical energy feedback active actuator and the vehicle floor, They are and The derivative of and are the control forces of the front vertical energy feed active actuator and the rear vertical energy feed active actuator respectively; and are the spring stiffnesses connected in parallel with the front vertical energy feedback active actuator and the rear vertical energy feedback active actuator respectively; and are the damping coefficients of the front vertical energy feedback active actuator and the rear vertical energy feedback active actuator in parallel; It is the overall mass of the vertical energy feedback active actuator, the anti-motion sickness vertical control base plate and all structures on the anti-motion sickness vertical control base plate; Setting the cost function J :

[0022] in, 、 、 For the output vector Performance weight coefficient; is the longitudinal acceleration of the seat; According to the above formula, the cost function is minimized and the optimal control feedback gain is calculated. and through The desired output force distributed to the front vertical energy feed active actuator and the rear vertical energy feed active actuator is obtained.

[0023] Compared with the prior art, the present invention has the following beneficial effects: The present invention provides a multi-directional, controllable, adaptive anti-motion sickness seat structure that organically combines and synergizes longitudinal vibration reduction and pitch angle adjustment. The seat frame is slidably connected to a vertical anti-motion sickness control base plate. This is connected to the vertical anti-motion sickness control base plate via a connecting rod and gear mechanism. The fore-and-aft sliding of the seat frame drives the connecting rod and gear mechanism, actuating meshing gears and simultaneously coupling the vertical anti-motion sickness control base plate to generate a pitch angle. Through adaptive adjustment between longitudinal and pitch angles, the occupant's motion sickness is reduced. The connecting rod and gear mechanism couples the fore-and-aft movement of the seat with the rotational motion of the vertical anti-motion sickness control base plate, synergistically reducing the occupant's motion sickness. The anti-motion sickness vertical control base plate is hinged to the vehicle floor through a vertical energy feedback active actuator. The vertical energy feedback active actuator has two modes: energy feedback and active. In the energy feedback mode, the vertical energy feedback active actuator acts as a passive damper, and the sum of its damping value and the damping value of the longitudinal damping adjustable active shock absorber forms a lateral-vertical combined damping, which is used to adjust the longitudinal displacement and pitch angle of the seat; in the active mode, the vertical energy feedback active actuator is used to attenuate the vertical vibration impact of the road surface and the change in the pitch angle of the seat caused by vibration. At this time, the vertical energy feedback active actuator causes the anti-motion sickness vertical control base plate to move vertically and pitch, thereby driving the connecting rod-gear mechanism to move in the reverse direction, prompting the seat to move forward and backward, and preventing motion sickness of the occupants caused by bumpy roads. During sudden acceleration or emergency braking, the longitudinal seat frame moves horizontally relative to the anti-motion sickness vertical control base. The longitudinally adjustable active damper and vertical energy-regenerating active actuator reduce longitudinal acceleration and harvest vibration energy, thereby alleviating occupant motion sickness caused by sudden acceleration or emergency braking. Simultaneously, the fore-and-aft movement of the seat frame rotates the connecting rod-gear mechanism, coupling its fore-and-aft motion with the rotational motion of the gear train. This rotational motion, in turn, couples with the anti-motion sickness vertical control base, enabling the seat to adaptively recline during braking and tilt forward during sudden acceleration. This angle adjusts for inertial changes in passenger posture due to acceleration and reduces motion sickness.

[0024] Furthermore, the present invention sets a relative displacement sensor between the seat frame and the anti-motion sickness vertical control base plate, and can use the relative displacement sensor to obtain the relative longitudinal displacement of the seat frame and the anti-motion sickness vertical control base plate. The relative longitudinal displacement can be used to calculate the damping coefficient in the lateral-vertical combined equivalent damping control, thereby realizing the control of the vertical energy feedback active actuator and the longitudinal damping adjustable active shock absorber.

[0025] Furthermore, the bottom of the vertical energy feedback active actuator of the present invention is connected to the anti-motion sickness vertical control base plate through a rubber block, which can achieve high-frequency vibration reduction from the vehicle body to the anti-motion sickness vertical control base plate.

[0026] Furthermore, a longitudinal oblong hole is provided on the load nut adjustment frame of the longitudinal damping adjustable active shock absorber-seat connection mechanism of the present invention, and the load nut adjustment frame is connected to the main frame structure by bolts passing through the longitudinal oblong hole, so that the front and rear positions of the load nut adjustment frame can be adjusted, and longitudinal damping adjustable active shock absorbers of different lengths are suitable, thereby expanding the scope of application of existing seats when modified based on the present invention.

[0027] Furthermore, a transverse oblong hole is provided on the load-carrying nut adjustment frame, and a transverse oblong hole is provided on the crossbeam of the seat. The arrangement of the transverse oblong holes on the load-carrying nut adjustment frame and the crossbeam enables the connecting mechanism to have a certain adjustment capability, so that the longitudinal damping adjustable active shock absorber can move left and right in the transverse oblong hole, realizing fine-tuning within a certain range, thereby meeting the assembly and operation requirements under different working conditions.

[0028] The present invention designs an anti-motion sickness control method based on a multi-directional controllable adaptive anti-motion sickness seat structure. The overall control framework can be divided into two parts, namely a transverse-vertical combined equivalent damping coefficient adjustment control method and an anti-motion sickness vertical control base plate control method. The above two controls act on the longitudinal damping adjustable shock absorber and the vertical energy feedback active actuator hinged to the anti-motion sickness vertical control base plate, respectively. The longitudinal damping adjustable active shock absorber and the anti-motion sickness vertical control base plate are interactively connected through the connecting rod gear mechanism of the present invention to achieve motion coupling. In terms of the transverse-vertical combined equivalent damping coefficient adjustment control method, the transverse-vertical combined equivalent damping coefficient refers to the transverse-vertical combined equivalent damping composed of the damping of the longitudinal damping adjustable shock absorber and the damping of the vertical energy feedback active actuator in the energy feedback mode. The damping coefficient is obtained based on the dynamic Bayesian prediction network to predict the occupant's motion sickness probability. When the motion sickness probability value is greater than the probability threshold, anti-motion sickness control based on the transverse-vertical combined equivalent damping adjustment is performed. This anti-sickness control allows the seat to move forward under combined damping force intervention during vehicle braking, and to adjust its recline angle to reduce motion sickness. During rapid acceleration, the seat can also move backward under combined damping force intervention, and to adjust its recline angle to adjust for inertial posture changes caused by acceleration, reducing motion sickness.

[0029] Furthermore, a dynamic Bayesian prediction network uses the vehicle's longitudinal acceleration, longitudinal acceleration rate of change, and acceleration growth area during braking as input attributes, and the perceived vertical conflict value as the model output attribute to predict the probability of occupant motion sickness. Simultaneously, the motion sickness damping coefficient associated with the occupant motion sickness probability and the operating damping coefficient associated with the seat motion condition are added together to obtain a combined lateral-vertical equivalent damping coefficient. This equivalent damping is then converted and allocated to obtain the actual damping coefficient of the longitudinal adjustable damping shock absorber and the actual damping coefficient of the vertical energy-feeding active actuator in the energy-feeding mode.

[0030] Furthermore, the anti-motion sickness vertical control floor control method primarily suppresses vertical and pitch vibrations caused by road surface roughness excitation. In this case, the vertical energy feedback active actuator operates in active mode. By selecting the seat's vertical acceleration, the front vertical energy feedback active actuator's dynamic deflection, and the rear vertical energy feedback active actuator's dynamic deflection as output performance vectors, and adjusting the actuation forces of the front and rear vertical energy feedback active actuators, the anti-motion sickness vertical control floor, seat pitch angle, and vertical acceleration are minimized, preventing occupant motion sickness on bumpy roads. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0032] Figure 1 This is a structural diagram of the adaptive anti-motion sickness seat of the present invention; Figure 2 This is a side view of the adaptive anti-motion sickness seat of the present invention; Figure 3 This is a front view of the adaptive anti-motion sickness seat of the present invention; Figure 4 This is a structural diagram of the adaptive anti-motion sickness seat frame assembly of the present invention; Figure 5 This is a side view of the adaptive anti-motion sickness seat frame assembly of the present invention; Figure 6 This is a front view of the adaptive anti-motion sickness seat frame assembly of the present invention; Figure 7 This is a rear view of the adaptive anti-motion sickness seat frame assembly of the present invention; Figure 8 This is a structural diagram of the longitudinal damping adjustable active shock absorber-seat connection mechanism of the present invention; Figure 9 A side view of the longitudinal damping adjustable active shock absorber-seat connection mechanism of the present invention; Figure 10 A top view of the longitudinal damping adjustable active shock absorber-seat connection mechanism of the present invention; Figure 11 This is a front view of the longitudinal damping adjustable active shock absorber-seat connection mechanism of the present invention; Figure 12 Detailed diagram of the assembly of the longitudinal damping adjustable active shock absorber and the upper crossbeam of the seat frame of the present invention; Figure 13 This is a schematic diagram of the control method of the present invention; Figure 14This is a diagram of the method for calculating the acceleration growth area during the braking process of the present invention; Figure 15 This is a schematic diagram of the dynamic Bayesian prediction network structure of the present invention; Figure 16 This is a schematic diagram of the control principle of the horizontal-vertical combined equivalent damping coefficient adjustment of the present invention; Figure 17 is the membership function rule of the present invention; Figure 18 This is the original model for the transverse-vertical combined equivalent damping coefficient regulation control of the present invention; Figure 19 This is a diagram showing the principle of calculating the horizontal-vertical combined equivalent damping coefficient of the present invention; Figure 20 The damping coefficient adjustment control calculation logic model of the working condition of the present invention; Figure 21 This is a structural diagram of the connecting rod-gear mechanism of the present invention; Figure 22 This is a front view of the connecting rod-gear mechanism of the present invention; Figure 23 This is the optimization effect diagram of the urban working condition of the present invention. DETAILED DESCRIPTION

[0033] The following describes the embodiments of the present invention through specific examples. Those skilled in the art will readily understand the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention.

[0034] It should be noted that the process equipment or devices not specifically specified in the following embodiments are all conventional equipment or devices in the art.

[0035] It should be noted that the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products, or apparatuses. Furthermore, unless otherwise specified, the numbering of each method step is merely a convenient tool for identifying each method step, and is not intended to limit the order of arrangement of each method step or to define the scope of the invention. Changes or adjustments to their relative relationships, without substantially changing the technical content, should also be considered within the scope of the invention.

[0036] It should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be the internal connection of two components.

[0037] In addition, it should be noted that the "longitudinal" in the present invention refers to the length direction of the vehicle, the "transverse" refers to the width direction of the vehicle, and the "vertical" refers to the vertical direction. "Front" refers to the front direction of the vehicle, and "rear" refers to the rear direction of the vehicle.

[0038] refer to Figure 1 The multi-directional controllable adaptive anti-motion sickness seat structure described in the present invention includes two major components: an adaptive anti-motion sickness seat frame assembly 205 and an anti-motion sickness vertical control base assembly 506. The adaptive anti-motion sickness seat frame assembly 205 includes a seat frame, an active shock absorber with adjustable longitudinal damping 404, and an active shock absorber with adjustable longitudinal damping-seat connection mechanism 407; the anti-motion sickness vertical control base assembly 506 includes an anti-motion sickness vertical control base 501, multiple vertical energy feeding active actuators 503, and a connecting rod-gear mechanism 601.

[0039] One end of the longitudinal damping adjustable active shock absorber 404 is fixedly connected to the bottom of the seat frame, and the other end is connected to the anti-motion sickness vertical control base plate 501 through the longitudinal damping adjustable active shock absorber-seat connection mechanism 407; the vertical energy feed active actuator 503 is divided into two types: a front vertical energy feed active actuator and a rear vertical energy feed active actuator. The front vertical energy feed active actuator is connected to the front end of the anti-motion sickness vertical control base plate 501, and the rear vertical energy feed active actuator is connected to the rear end of the anti-motion sickness vertical control base plate 501; the top of the vertical energy feed active actuator 503 is hingedly connected to the anti-motion sickness vertical control base plate 501, and the bottom is connected to the vehicle floor, attenuating the vertical acceleration and seat pitch angle vibration transmitted from the wheel to the vehicle floor and thus affecting the seat.

[0040] The bottom of the seat frame is slidably connected to the anti-motion sickness vertical control base plate 501. Figure 2 、 Figure 3 、 Figure 6 、 Figure 21The connecting rod-gear mechanism 601 includes a first-stage connecting rod fixed pin 608, a first-stage connecting rod 602, a second-stage connecting rod 603, a first-stage gear 604, a second-stage gear 605, a first-stage gear frame 606 and a second-stage gear frame 607; one end of the first-stage connecting rod 602 is rotatably connected to the seat frame through the first-stage connecting rod fixed pin 608, the other end of the first-stage connecting rod 602 is rotatably connected to one end of the second-stage connecting rod 603 through the first fixed pin, the other end of the second-stage connecting rod 603 is rotatably connected to the second fixed pin, the second fixed pin is coaxially fixedly connected to the first-stage gear 604, and the first-stage gear 604 is meshed with the second-stage gear 605; the second-stage gear 605 is fixedly connected to the anti-motion sickness vertical control base plate 501 through a transmission shaft, and the plane where the second-stage gear 605 is located is a longitudinal plane, so that the second-stage gear 605 and the anti-motion sickness vertical control base plate 501 rotate at the same angle.

[0041] The connecting rod-gear mechanism 601 of the present invention couples the fore-and-aft movement of the seat with the rotational motion of the anti-motion sickness vertical control base plate 501, synergistically reducing occupant motion sickness. The vertical energy-feedback active actuator 503 has two modes: feedback and active. In feedback mode, the actuator acts as a passive damper. Its damping value, combined with the damping value of the longitudinally adjustable active shock absorber 404, forms a combined lateral-vertical damping force to adjust the longitudinal displacement and pitch angle of the seat. In active mode, the vertical energy-feedback active actuator 503 attenuates the vertical impact of road vibration and the seat pitch angle changes caused by vibration. In this mode, the vertical energy-feedback active actuator 503 causes the anti-motion sickness vertical control base plate 501 to move vertically and in pitch, thereby driving the connecting rod-gear mechanism 601 in reverse, promoting fore-and-aft movement of the seat and preventing occupant motion sickness caused by bumpy roads.

[0042] Specifically, during sudden acceleration or emergency braking, the longitudinal adaptive anti-motion sickness seat frame assembly 205 can undergo horizontal movement relative to the anti-motion sickness vertical control base plate 501. The combined damping and vibration reduction effects of the longitudinal adjustable damping active damper 404 and the vertical energy-feeding active actuator 503 reduce the longitudinal acceleration of the seat, harvesting vibration energy and, to a certain extent, alleviating occupant motion sickness caused by sudden acceleration or emergency braking. Simultaneously, the fore-and-aft movement of the adaptive anti-motion sickness seat frame assembly 205 drives the connecting rod-gear mechanism 601 to rotate, coupling the fore-and-aft movement of the adaptive anti-motion sickness seat frame assembly 205 with the rotational motion of the first-stage gear 604 and the second-stage gear 605. This rotational motion, in turn, couples with the anti-motion sickness vertical control base plate 501, enabling the seat to adaptively recline during braking and tilt forward during sudden acceleration. This angle adjusts for inertial posture changes caused by acceleration and reduces motion sickness.

[0043] In some specific embodiments of the present invention, the seat frame includes an upper frame 103 and a lower frame 204 connected together. Specifically, one end of an active shock absorber 404 with adjustable longitudinal damping is connected to the bottom of the lower frame 204, and the bottom of the lower frame 204 is slidably connected to an anti-motion sickness vertical control base plate 501. Thus, the upper frame 103 and the lower frame 204 can move forward and backward during vehicle acceleration or braking, and one end of the active shock absorber 404 with adjustable longitudinal damping can move forward and backward with the lower frame 204. Preferably, a sliding track 303 is fixedly provided at the bottom of the lower frame 204, and the sliding track 303 can move forward and backward with the lower frame 204. A fixed track 302 is fixed to the anti-motion sickness vertical control base plate 501 via a front fixed support 301 and a rear fixed support 304. A sliding track 303 is slidably connected to the fixed track 302, establishing a sliding connection between the adaptive anti-motion sickness seat frame assembly 205 and the anti-motion sickness vertical control base plate 501. This relative motion causes the longitudinally adjustable active damper 404 to generate a damping force at a set damping coefficient. The sliding track 303 and the fixed track 302 form a slide rail assembly 305, ensuring the stability of the seat as it slides on the fixed track.

[0044] The multi-directionally controllable, adaptive anti-motion sickness seat structure also includes a displacement sensor 401. One end of the displacement sensor 401 is connected to the lower frame 204, and the other end is connected to the longitudinally damped active damper-seat connection mechanism 407, enabling the displacement sensor to slide with the seat frame. The relative displacement sensor 401 is used to measure the relative displacement between the seat frame and the anti-motion sickness vertical control base plate 501. This relative displacement is used to calculate the damping coefficient in the combined lateral-vertical equivalent damping control.

[0045] In some specific embodiments of the present invention, the front vertical energy feed active actuator and the rear vertical energy feed active actuator are provided in a one-to-one correspondence. The top of the vertical energy feed active actuator 503 is hingedly connected to the anti-motion sickness vertical control base plate 501 via the vertical energy feed active actuator upper hinge point 502, and the bottom of the vertical energy feed active actuator 503 is hingedly connected to the vehicle floor via the vertical energy feed active actuator lower hinge point 507. A rubber vibration damping block 504 is also provided between the bottom of the vertical energy feed active actuator 503 and the vehicle floor. This structure also allows for the parallel connection of a spring or damper next to each vertical energy feed active actuator to meet specific usage requirements.

[0046] refer to Figures 4 to 12In some specific embodiments of the present invention, the longitudinal damping adjustable active shock absorber-seat connection mechanism 407 includes a main frame structure 406 and a load nut adjustment frame 403. This mechanism is used to install the longitudinal damping adjustable active shock absorber 404. Furthermore, for vehicles already equipped with conventional seats, this mechanism can also be retrofitted to existing seats, achieving adaptive motion sickness protection for the currently used seats. The main frame structure 406 is connected to the anti-motion sickness vertical control base plate 501. The load nut adjustment frame 403 is provided with a longitudinal oblong hole 408. The load nut adjustment frame 403 is connected to the main frame structure 406 via bolts passing through the longitudinal oblong hole 408. The other end of the longitudinal damping adjustable active shock absorber 404 is connected to the load nut adjustment frame 403. Due to the provision of the longitudinal oblong hole 408 on the load nut adjustment frame 403 , the front and rear positions of the load nut adjustment frame 403 can be adjusted, thereby being applicable to longitudinal damping adjustable active shock absorbers 404 of different lengths.

[0047] As a further preferred embodiment, a transverse oblong hole is provided on the load nut adjustment frame 403, a transverse oblong hole is provided on the bottom of the seat frame, and a small-radius stud is provided on each end of the longitudinal damping adjustable active shock absorber 404. One end of the stud passes through the transverse oblong hole in the load nut adjustment frame 403 and can be connected by welding, riveting, or bolting; the other end passes through the transverse oblong hole in the transverse beam 206 at the bottom of the seat frame and is secured with a nut. The transverse oblong holes in the load nut adjustment frame 403 and the transverse oblong holes in the transverse beam 206 provide the connection mechanism with a certain degree of adjustment capability. By unscrewing the nuts at both ends of the longitudinal damping adjustable active shock absorber 404, the longitudinal damping adjustable active shock absorber 404 can be moved left and right within the transverse oblong holes, achieving fine-tuning within a certain range, meeting the assembly and operation requirements under different working conditions.

[0048] The main frame structure 406 of the present invention is primarily used for functional expansion and to connect to the anti-motion sickness vertical control base plate 501. Specifically, the main frame structure 406 of the present invention is composed of a crossbar connected to two longitudinal bars. One end of the longitudinal bar is connected to the crossbar, and together with the crossbar, it forms a stable frame structure that provides support and force transmission, thereby enhancing the overall strength and stability of the component.

[0049] Among them, the two ends of the cross bar are connected to a plate-like structure 405 with a circular hole. The plate-like structure 405 forms a certain angle with the horizontal plane. The circular hole is used to connect with the anti-motion sickness vertical control base plate 501. The fixing method can connect the plate-like structure 405 and the anti-motion sickness vertical control base plate 501 together through bolts to ensure that the connecting mechanism is fixed.

[0050] The longitudinal rod is connected to an accessory connecting arm 402, which is welded to one side of the vertical rod of the main frame structure 406. This accessory connecting arm 402 can accommodate various auxiliary functional components. This invention uses a displacement sensor as an example. A circular hole gasket with the same aperture size is fixed above the displacement sensor 401, allowing the displacement sensor 401 to be connected to the accessory connecting arm 402 via bolts. The longitudinal rod has threaded holes, and the load nut adjustment frame 403 is bolted to the longitudinal rod of the main frame structure 406. During assembly, the bolts are first inserted through the longitudinal oblong holes and the threaded holes, and then the nuts are tightened to assemble the load nut adjustment frame 403 to the main frame structure 406. The nuts can also be removed to allow the load nut adjustment frame 403 to move a certain distance in the fore-aft direction, allowing fine-tuning within the travel range of the longitudinal oblong holes 408 to accommodate the assembly requirements of active shock absorbers 404 with adjustable longitudinal damping of varying lengths.

[0051] refer to Figures 5 to 7 as well as Figure 21 、 Figure 22 In some specific embodiments of the present invention, a first-stage gear rack 606 is provided to secure the first-stage gear 604. A second fixing pin passes through this first-stage gear rack 606. The second-stage gear 605 is coaxially connected to a second-stage gear rack 607 via a transmission shaft. The second-stage gear rack 607 is connected to the anti-motion sickness vertical control base plate 501.

[0052] In combination with the above multi-directional controllable adaptive anti-motion sickness seat structure, the present invention provides a multi-directional controllable adaptive anti-motion sickness seat control method, the controller design logic is as follows Figure 13 The overall control framework can be divided into two parts: a combined lateral and vertical equivalent damping coefficient adjustment control method and an anti-motion sickness vertical control baseplate control method. These two control methods act on the longitudinal damping adjustable shock absorber 404 and the vertical energy-feeding active actuator 503 hinged to the anti-motion sickness vertical control baseplate 501, respectively. The longitudinal damping adjustable shock absorber 404 and the anti-motion sickness vertical control baseplate 501 are interactively connected via the connecting rod-gear mechanism proposed in this invention to achieve kinematic coupling.

[0053] The following first describes the control method for the lateral-vertical combined equivalent damping coefficient adjustment. For a single braking process, the braking deceleration usually gradually decreases at the end of the braking process, and this process of decreasing deceleration is prone to produce a large sensory conflict, and the perceived vertical conflict value From formula (1), we can get: (1) in, The current vertical acceleration of the human body estimated by the occupant based on daily riding experience is called the estimated vertical acceleration. The vertical acceleration obtained by the human body through the sensory system is called the perceived vertical acceleration. Usually, it is because the estimated vertical acceleration does not match the actual perceived vertical acceleration that causes motion sickness. In the actual calculation process, the perceived vertical acceleration is obtained by formula (2): (2) in, To sense inertial acceleration, is the longitudinal head-sensed linear acceleration, is the angular velocity sensed by the head, is the actual angular velocity of the head, is the Laplace operator, 、 These are system parameters set according to different human bodies.

[0054] For the estimated vertical acceleration estimated by the occupant, , ,Will and Substituted into formula (3), we get the estimated vertical acceleration and estimated linear acceleration Where, Estimate the angular velocity for the head, To estimate the inertial acceleration is the actual angular velocity of the human body relative to the head The perception coefficient, is the longitudinal acceleration of the human body The perception coefficient, is the actual longitudinal acceleration of the occupant’s head, These are system parameters set according to different human bodies.

[0055] (3) A Bayesian prediction network is established to predict the probability of motion sickness of the occupants and obtain normalized control parameter indicators. First, the Bayesian network input and output data sets are collected through the road vehicle test method. As for the model input attributes, since the parameters of the human body are difficult to obtain and unstable during the actual vehicle driving process, they are not suitable as the input state quantities of the actual control. Therefore, in the process of constructing this Bayesian network, the vehicle state parameters are preferably used as the model input. Taking into account the convenience of collection and cost reasons, the present invention selects the longitudinal acceleration of the vehicle body. , vehicle longitudinal acceleration change rate , the area of ​​vehicle acceleration growth during braking Three state quantities are used as model input, vehicle body acceleration growth area That is, the area of ​​the graph formed by the process in which the longitudinal acceleration of the vehicle body decreases (negative value) to a certain extent and then increases during the vehicle braking process and the time axis, and the area of ​​the vehicle body acceleration growth under a single braking The calculation can be obtained by inserting the following integral: (4) Where, is the longitudinal acceleration of the vehicle body, which is negative during braking. It is the moment when the longitudinal acceleration of the vehicle body begins to rise, that is, the starting moment. is the end moment of the braking process, that is, the maximum longitudinal acceleration moment of the vehicle body. The simulation calculation process is as follows Figure 14 By summing up the areas of all braking processes during vehicle driving, we can get the area of ​​vehicle acceleration growth from the braking process to the current moment. , as described in the following formula (5): (5) For the model output perception vertical conflict value, it is necessary to collect the occupant state variables and then calculate them. The specific process is as follows: In the experiment, the actual rotation angular velocity of the occupant's head is collected. and the actual longitudinal acceleration of the occupant's head , and put it into the above formulas (1), (2), and (3) to calculate the occupant's perceived vertical acceleration , and then obtain the perceived vertical conflict value , and use this variable as the output of the Bayesian prediction network.

[0056] The input attributes and output attributes obtained above are used as data sets to train the Bayesian prediction network. The probability calculation of the Bayesian prediction network is shown in the following formula (6): (6) in, Perceived vertical conflict value The Bayesian prediction network computational representation of is the longitudinal acceleration of the vehicle body The Bayesian prediction network computational representation of is the rate of change of vehicle longitudinal acceleration The Bayesian prediction network calculation expression is the rate of change of the longitudinal acceleration of the vehicle body in the driving direction, is the area of ​​vehicle acceleration growth during braking .

[0057] In order to further achieve stable and advanced prediction of vehicle motion sickness probability, the present invention dynamically expands the above Bayesian prediction network to construct a dynamic Bayesian prediction network for passenger motion sickness. In the process of network construction, the vehicle state data of the previous time slice is introduced. 、 、 ,in Represents the time interval between the last moment and the current time. 、 、 is the operator description in the Bayesian prediction network, which is defined as above. Considering the relationship between Markov processes and the influence of motion sickness, the above Bayesian prediction network can be expressed as the following dynamic Bayesian prediction network: (7) The formula (7) can be described as the vertical conflict value perceived by the occupant at the current moment and the The establishment of the dynamic Bayesian prediction network can be done at a certain time interval. Then the above data is calculated according to the time relationship, and finally the The purpose of predicting the current occupant motion sickness probability at the moment of vehicle status is to Figure 15 .

[0058] During vehicle travel, the probability of motion sickness is continuously monitored. When the probability is greater than or equal to a probability threshold (e.g., 50%), motion sickness control based on combined lateral and vertical equivalent damping is implemented. The multi-directionally controllable, adaptive anti-motion sickness seat structure employed in this invention is a multi-directional vibration reduction system for vehicle seats that organically coordinates and combines longitudinal vibration reduction and pitch angle adjustment. The longitudinally adjustable damping active shock absorber is a damping-adjustable shock absorber. By inputting different control electrical signals to the longitudinally adjustable damping active shock absorber, varying longitudinal forces on the seat frame can be generated. Furthermore, a connecting rod-gear mechanism 601 couples the fore-and-aft motion of the seat frame with the rotational motion of the gear train. This rotational torque is in turn coupled to the anti-motion sickness vertical control base plate 501. This allows the seat to recline when the vehicle brakes, reducing motion sickness. During rapid acceleration, the seat can adaptively tilt forward to adjust for inertial posture changes caused by acceleration, thereby reducing motion sickness. When the front and rear movement of the seat frame drives the seat to rotate through the connecting rod-gear mechanism 601, the resistance value of the energy feeding circuit can be adjusted in the energy feeding mode of the vertical energy feeding active actuator to achieve the system energy feeding effect and reduce the energy consumption of the seat system. Figure 16 shown.

[0059] The following describes the lateral-vertical combined equivalent damping coefficient adjustment control method. First, the seat control model is established as follows: Figure 18 As shown in Figure 1, the seat control model takes the longitudinal force of the vehicle body as input, which can be the driving or braking force of the road surface acting on the vehicle body, and the longitudinal acceleration of the seat as output. The dynamic system model is shown in Equation (8).

[0060] (8) Where, For the mass of the car body, is the mass of the seat, including the total mass of the seat frame, the longitudinal damping adjustable active shock absorber and the longitudinal damping adjustable active shock absorber-seat connection mechanism. is the longitudinal elastic element stiffness, is the transverse-vertical combined damping coefficient of the longitudinal damping adjustable active shock absorber and the vertical energy feedback active actuator, is the longitudinal force of the vehicle body, is the longitudinal displacement of the vehicle, is the longitudinal displacement of the seat.

[0061] Establish an adaptive damping control algorithm, the equivalent model is as follows Figure 19 As shown, first assume that the seat There is a horizontal-vertical joint equivalent damping coefficient between the fixed wall in front of the vehicle , the equivalent damping acts on the seat. The longitudinal elastic element stiffness between the body and the seat , transverse-vertical combined damping coefficient Provide spring force and damping force between the two, through the horizontal-vertical joint equivalent damping The lateral-vertical combined damping coefficient can be calculated , which can be expressed as: (9) in, The acquisition of needs to be determined according to different working conditions and motion sickness conditions. The other parameters are defined as before. According to formula (9), the horizontal-vertical combined damping coefficient can be obtained .parameter It consists of two parts, one of which is the motion sickness damping coefficient composed of the motion sickness probability The other part is the working damping coefficient determined by the vehicle and seat working conditions. , the calculation formula is as follows (10): (10) Motion sickness damping coefficient The following weight coefficients can be obtained through formula (11). Different damping weight coefficients can be expressed as 、 、 As the probability of motion sickness increases, The weight coefficient Increase, on the contrary The weight coefficient Increase, the selection of these three weight coefficients is determined according to the membership function rule, see Figure 17, the motion sickness damping coefficient can be expressed as: (11) Working condition damping coefficient According to the following logic: Under braking or acceleration conditions, when the longitudinal speed of the seat Relative speed of the body and seat When the direction is consistent (obtained by differentiating the displacement sensor in the structure), the longitudinal acceleration of the seat The control conditions are divided in more detail. Among them, when the longitudinal acceleration and longitudinal velocity of the seat are in opposite directions, the medium damping coefficient should be selected. , maximize the use of the longitudinal damping adjustable active shock absorber's own relative motion displacement to achieve effective longitudinal vibration reduction. When the seat longitudinal acceleration and seat longitudinal velocity are in the same direction, the maximum damping coefficient needs to be selected. To slow down the seat as quickly as possible to prevent it from reaching its maximum limit. When the direction is opposite, choose the smallest damping coefficient , also use the relative displacement between the body and the seat to achieve longitudinal damping adjustable shock absorber damping adjustment such as Figure 20 shown.

[0062] The aforementioned combined lateral-vertical equivalent damping coefficient adjustment control method, based on motion sickness probability prediction using a dynamic Bayesian prediction network, optimizes longitudinal acceleration values ​​and reduces passenger motion sickness. To further control the seat's vertical acceleration and pitch angle, and reduce passenger discomfort caused by pitch vibration, the present invention, based on the aforementioned adaptive anti-motion sickness seat frame assembly 205, designs a two-degree-of-freedom anti-motion sickness vertical control baseplate assembly 506. This attenuates vertical acceleration and seat pitch vibrations transmitted from the wheels to the baseplate, which in turn affect the seat. The following describes the anti-motion sickness vertical control baseplate in detail from the perspective of vertical and pitch control.

[0063] Based on the anti-motion sickness vertical control base plate assembly 506, a vertical anti-motion sickness control method is established. When the motion sickness probability value is less than a probability threshold (e.g., 50%), vertical and pitch smoothness control is implemented. First, a mathematical model of this anti-motion sickness vertical control base plate assembly is established as follows: (12) Where, To include the vertical displacement of the anti-motion sickness vertical control base and the overall mass of all structures above it, This is the overall mass of the anti-motion sickness vertical control base assembly and all structures thereon. and are the control forces of the front vertical energy feed active actuator and the rear vertical energy feed active actuator, and They are the spring stiffnesses connected in parallel with the front vertical energy feed active actuator and the rear vertical energy feed active actuator respectively. If the spring does not exist, it can be set , and They are the damping coefficients of the front vertical energy feed active actuator and the rear vertical energy feed active actuator in parallel. They can be set when the damper does not exist. , To prevent motion sickness, the vertical control base assembly and its upper parts are wound around The pitch angle of the axis, To prevent motion sickness, the vertical control base plate assembly and its upper parts are completely wound around The moment of inertia of the shaft, and are the distances from the center of mass of the anti-motion sickness vertical control base assembly and its upper components to the hinge points on the front vertical energy feed active actuator and the rear vertical energy feed active actuator, respectively. and It is the longitudinal force applied to the seat by the vehicle through the hinge point on the vertical energy feedback active actuator when the vehicle brakes or accelerates. is the distance from the road surface to the vehicle's center of mass, 、 To prevent motion sickness, the vertical displacement of the front and rear parts of the baseplate is controlled. 、 They are the displacements of the lower hinge points of the front and rear vertical energy feedback active actuators after the connections between the lower ends of the vertical energy feedback active actuators and the vehicle floor are damped by the rubber vibration damping blocks.

[0064] The vertical displacements of the hinge points on the front vertical energy feedback active actuator and the rear vertical energy feedback active actuator on the anti-motion sickness vertical control base plate are as follows: (13) The vertical energy feedback active actuator is connected to the vehicle floor crossbeam 505 with passive damping such as rubber damping blocks, and is modeled as follows: (14) Where, 、 are the total mass of the front vertical energy feedback active actuator housing and the rubber vibration damping block, and the total mass of the rear vertical energy feedback active actuator housing and the rubber vibration damping block, 、 They are the vertical excitation displacement of the vehicle floor where the lower end of the front vertical energy feedback active actuator and the rear vertical energy feedback active actuator are connected to the vehicle floor without the rubber vibration damping block, 、 are the stiffness coefficients of the rubber vibration damping blocks under the front vertical energy feedback active actuator and the rear vertical energy feedback active actuator, respectively.

[0065] The above system model differential equations (12), (13), and (14) are derived into the state equation form ,in X is the system state variable, U is the control force of the vertical energy-feedback active actuator, F is the interference vector, symbol It is expressed as the transpose of the matrix, see formula (15).

[0066]

[0067] A is the system matrix, B is the control matrix, and F is the interference input matrix, which are shown as follows:

[0068] Where, , , , , , , , .

[0069] ,

[0070] The present invention sets the control system output equation as: (16) Where, Output performance vector for the control system. Considering the need to control the pitch angle of the seat, , X is the system state variable, U is the expected control force of the vertical energy-feedback active actuator; C is the output matrix, and D is the transfer matrix, see Equations (17) and (18).

[0071] (17) (18) The control process can use weighted coefficients to comprehensively consider various performance indicators. Cost function J See formula (19).

[0072] (19) In the above formula, 、 、 For the output vector The performance weight coefficient of the minimization cost function can be used to find the optimal control feedback gain and through The desired output force distributed to the front and rear vertical energy-feeding active actuators is obtained, and then further distributed to the left and right vertical energy-feeding active actuators at the front and rear by even distribution, ultimately achieving the best seat comfort under the vehicle floor excitation input. The smoothness optimization effect is as follows: Figure 23 As shown, the seat acceleration and its changes are significantly reduced.

Claims

1. A multi-directional controllable adaptive anti-motion sickness seat structure, characterized in that: include: A seat frame, a longitudinal damping adjustable active shock absorber (404), an anti-motion sickness vertical control base plate (501), a plurality of vertical energy feed active actuators (503), and a connecting rod-gear mechanism (601); one end of the longitudinal damping adjustable active shock absorber (404) is connected to the bottom of the seat frame, and the other end is connected to the anti-motion sickness vertical control base plate (501); the vertical energy feed active actuator (503) is divided into two types: a front vertical energy feed active actuator and a rear vertical energy feed active actuator, the front vertical energy feed active actuator is connected to the front end of the anti-motion sickness vertical control base plate (501), and the rear vertical energy feed active actuator is connected to the rear end of the anti-motion sickness vertical control base plate (501); the top of the vertical energy feed active actuator (503) is hingedly connected to the anti-motion sickness vertical control base plate (501), and the bottom is connected to the vehicle floor; The bottom of the seat frame is slidably connected to the anti-motion sickness vertical control base plate (501); the connecting rod-gear mechanism (601) includes a first-stage connecting rod fixed pin shaft (608), a first-stage connecting rod (602), a second-stage connecting rod (603), a first-stage gear (604), a second-stage gear (605), a first-stage gear rack (606) and a second-stage gear rack (607); one end of the first-stage connecting rod (602) is rotatably connected to the seat frame through the first-stage connecting rod fixed pin shaft (608), and the first-stage connecting rod (603) is rotatably connected to the seat frame through the first-stage connecting rod fixed pin shaft (608). The other end of the rod (602) is rotatably connected to one end of the second-stage connecting rod (603) via a first fixed pin shaft, the other end of the second-stage connecting rod (603) is rotatably connected to a second fixed pin shaft, the second fixed pin shaft is coaxially fixedly connected to the first-stage gear (604), the first-stage gear (604) is meshed with the second-stage gear (605), the second-stage gear (605) is fixedly connected to the anti-motion sickness vertical control base plate (501) via a transmission shaft, and the plane where the second-stage gear (605) is located is a longitudinal plane.

2. The multi-directional controllable adaptive anti-motion sickness seat structure according to claim 1, characterized in that: It also includes a displacement sensor (401), one end of the displacement sensor (401) is connected to the seat frame, and the other end is connected to the anti-motion sickness vertical control base plate (501).

3. The multi-directional controllable adaptive anti-motion sickness seat structure according to claim 1, characterized in that: The front vertical energy feed active actuator and the rear vertical energy feed active actuator are set in one-to-one correspondence.

4. The multi-directional controllable adaptive anti-motion sickness seat structure according to claim 1, characterized in that: The bottom of the vertical energy-feeding active actuator (503) is connected to the vehicle floor via a rubber block (504).

5. The multi-directional controllable adaptive anti-motion sickness seat structure according to claim 1, characterized in that: The other end of the longitudinal damping adjustable active shock absorber (404) is connected to the anti-motion sickness vertical control base plate (501) through the longitudinal damping adjustable active shock absorber-seat connection mechanism (407); the longitudinal damping adjustable active shock absorber-seat connection mechanism includes a main frame structure (406) and a load nut adjustment frame (403); the main frame structure (406) is connected to the anti-motion sickness vertical control base plate 501; the load nut adjustment frame (403) is provided with a longitudinal oblong hole (408); the load nut adjustment frame (403) is connected to the main frame structure (406) by a bolt passing through the longitudinal oblong hole (408); and the other end of the longitudinal damping adjustable active shock absorber (404) is connected to the load nut adjustment frame (403).

6. The multi-directional controllable adaptive anti-motion sickness seat structure according to claim 5, characterized in that: A transverse oblong hole is provided on the load nut adjustment frame (403), a crossbeam (206) is provided on the seat frame, and a transverse oblong hole is provided on the crossbeam (206). One end of the longitudinal damping adjustable active shock absorber (404) is connected to the load nut adjustment frame (403) via a bolt passing through the transverse oblong hole on the load nut adjustment frame (403), and the other end of the longitudinal damping adjustable active shock absorber (404) is connected to the seat frame via a bolt passing through the transverse oblong hole on the crossbeam (206).

7. The multi-directional controllable adaptive anti-motion sickness seat structure according to claim 1, characterized in that: A sliding track (303) is provided at the bottom of the seat frame, a fixed track (302) is provided on the anti-motion sickness vertical control base plate (501), and the seat frame is slidably connected to the fixed track (302) via the sliding track (303).

8. The control method of the multi-directional controllable adaptive anti-motion sickness seat structure according to claim 1, characterized in that: include: Obtaining the longitudinal acceleration of the vehicle body and the rate of change of the longitudinal acceleration of the vehicle body, and processing the longitudinal acceleration of the vehicle body to obtain the acceleration growth area of ​​the vehicle body; Input the vehicle longitudinal acceleration, the vehicle longitudinal acceleration change rate, and the vehicle acceleration growth area into the trained Bayesian prediction network and output the motion sickness probability; The motion sickness probability is compared with the preset probability threshold. If the motion sickness probability is greater than or equal to the preset probability threshold, the vertical energy feedback active actuator is controlled to operate in the energy feedback mode, and the longitudinal damping adjustable shock absorber is combined to form a transverse-vertical joint damping; if the motion sickness probability is less than the preset probability threshold, the vertical energy feedback active actuator is controlled to operate in the active mode.

9. The control method of the multi-directional controllable adaptive anti-motion sickness seat structure according to claim 8, characterized in that: The vertical energy feedback active actuator is controlled to work in the energy feedback mode, and the longitudinal damping adjustable shock absorber is combined to form a transverse-vertical joint damping. Specifically: in, is the combined transverse-vertical damping coefficient, is the combined equivalent damping coefficient of the horizontal and vertical directions, is the longitudinal velocity of the seat, is the vehicle longitudinal speed; is the motion sickness damping coefficient, is the working condition damping coefficient; motion sickness damping coefficient The damping coefficient is calculated under the following different membership levels: in, 、 、 They are 、 、 The membership function value of 、 、 They are the preset maximum damping coefficient, medium damping coefficient, and minimum damping coefficient respectively. in 、 、 According to the current probability of motion sickness, the corresponding selection is made according to the preset membership function calculation rules; the working condition damping coefficient The selection method is as follows: Under braking or acceleration conditions, when the longitudinal speed of the seat Relative speed of the body and seat When the directions are the same, if the longitudinal acceleration and longitudinal velocity of the seat are in opposite directions, select the medium damping coefficient. ; If the longitudinal acceleration of the seat and the longitudinal velocity of the seat are in the same direction, select the maximum damping coefficient ; When the longitudinal speed of the seat and the relative speed of the body and seat In the opposite direction, select the minimum damping coefficient .

10. The control method of the multi-directional controllable adaptive anti-motion sickness seat structure according to claim 8, characterized in that: If the motion sickness probability is less than the preset probability threshold, the vertical energy feedback active actuator is controlled to work in active mode, specifically: Where, To output the performance vector of the control system, set , X is the system state variable, U is the expected control force of the vertical energy-feedback active actuator; C is the output matrix, D is the transfer matrix, in, and They are the front vertical displacement and rear vertical displacement of the anti-motion sickness vertical control base plate, They are and The derivative of and are the displacements generated at the connection between the lower end of the front vertical energy feedback active actuator and the rear vertical energy feedback active actuator and the vehicle floor, They are and The derivative of and are the control forces of the front vertical energy feed active actuator and the rear vertical energy feed active actuator respectively; and are the spring stiffnesses connected in parallel with the front vertical energy feedback active actuator and the rear vertical energy feedback active actuator respectively; and are the damping coefficients of the front vertical energy feedback active actuator and the rear vertical energy feedback active actuator in parallel; is the overall mass of the vertical energy feedback active actuator (503), the anti-motion sickness vertical control base plate (501) and all structures on the anti-motion sickness vertical control base plate (501); Setting the cost function J : in, 、 、 For the output vector Performance weight coefficient; is the longitudinal acceleration of the seat; According to the above formula, the cost function is minimized and the optimal control feedback gain is calculated. and through The desired output force distributed to the front vertical energy feed active actuator and the rear vertical energy feed active actuator is obtained.

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