Seat damper control method, electronic equipment and vehicle

Abstract

According to the seat damper control method, the electronic equipment and the vehicle, the initial rigidity of the damper is determined according to the seat information, in this way, the initial current of the seat damper can be calculated according to the seat information and the initial rigidity, and then the initial current of the seat damper can be adjusted to achieve rigidity adjustment of the seat damper. According to the seat information, the influence information and the initial rigidity, the target current density is determined, that is, the current density is adjusted according to the seat information, the influence information and the initial rigidity, and the target current density is determined, so that the target current density is adjusted based on the seat information and the influence information; and a more comfortable sitting feeling can be provided for passengers.

Description

Technical Field

[0001] This application relates to the technical field, and more particularly to a seat damper control method, electronic equipment, and vehicle. Background Technology

[0002] With the development of the automotive industry and the increasing demands of consumers for driving and riding experience, magnetorheological dampers are used in passenger car seats to improve passenger comfort. However, in the existing technology, even when using magnetorheological dampers, only a fixed current is provided to control the damper, which does not make full use of the continuously adjustable resistance characteristic of magnetorheological dampers. Since the resistance value of the seat damper is fixed and cannot be adjusted, when the vehicle is driving on bumpy roads, the seat will also shake more severely, bringing a poor riding experience to passengers. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a seat damper control method, electronic equipment and vehicle to solve the problem that the seat damper cannot be dynamically adjusted in the prior art.

[0004] To achieve the above objectives, this application provides a seat damper control method, comprising: Real-time acquisition of seat information and information on the impact on the stiffness of the seat damper; Based on the seat information, determine the initial stiffness of the seat damper; The target current density is determined based on the seat information and the initial stiffness. The current density of the seat damper is adjusted to the target current density.

[0005] Optionally, the seat information includes displacement distance, seat back rotation angle, and load-bearing pressure; Determining the initial stiffness of the seat damper based on the seat information includes: The user's riding mode is determined based on the displacement distance, the seat back rotation angle, and the load-bearing pressure. The initial stiffness of the seat damper is determined based on the riding mode and the preset stiffness mapping relationship; wherein the preset stiffness mapping relationship specifies the correspondence between the riding mode and the initial stiffness.

[0006] Optionally, the riding mode includes a first riding mode and a second riding mode; The step of determining the user's riding mode based on the displacement distance, the seat back rotation angle, and the load-bearing pressure includes: In response to the displacement distance being greater than a preset distance threshold, the seat back rotation angle being greater than a preset rotation angle threshold, and the load-bearing pressure being greater than a first preset pressure threshold, the user's riding mode is determined to be the first riding mode. In response to the displacement distance being less than or equal to a preset distance threshold and the load-bearing pressure being greater than a first preset pressure threshold, or the seat back rotation angle being less than or equal to a preset rotation angle threshold and the load-bearing pressure being greater than a first preset pressure threshold, the user's riding mode is determined to be the second riding mode.

[0007] Optionally, determining the target current density based on the seat information and the initial stiffness includes: Based on the seat information and the initial stiffness, determine the initial current density; The target current density is determined based on the seat information, the influence information, and the initial current density.

[0008] Optionally, the seat information includes the load-bearing pressure and the damping force of the seat damper; The step of determining the initial current density based on the seat information and the initial stiffness includes: The target stiffness is determined based on the load-bearing pressure and the initial stiffness. Based on a preset reverse derivation algorithm, the initial current density is determined according to the damping force, the initial stiffness, and the target stiffness.

[0009] Optionally, the seat information includes load-bearing pressure, and the influencing information includes the vehicle's vibration frequency and the humidity of the environment in which the seat is located; Determining the target current density based on the seat information, the influence information, and the initial current density includes: The initial current density is adjusted based on the load-bearing pressure, the vibration frequency of the vehicle, and the humidity, and the adjusted initial current density is used as the target current density.

[0010] Optionally, adjusting the initial current density based on the load-bearing pressure, the vehicle's vibration frequency, and the humidity includes: The target adjustment step size is determined based on the load-bearing pressure, the vibration frequency of the vehicle, the humidity, and the preset adjustment step size mapping relationship. The initial current density is adjusted according to the target adjustment step size, wherein the preset adjustment step size mapping relationship specifies the correspondence between the load-bearing pressure, the vibration frequency of the vehicle, and the humidity and the adjustment step size.

[0011] Optionally, determining the target adjustment step size based on the load-bearing pressure, the vehicle's vibration frequency, the humidity, and the preset adjustment step size mapping relationship includes: The first adjustment step is determined based on the mapping relationship between the load-bearing pressure and the preset adjustment step. The second adjustment step size is determined based on the vibration frequency of the vehicle and the preset adjustment step size mapping relationship; The third adjustment step size is determined based on the mapping relationship between the humidity and the preset adjustment step size; The adjustment step with the largest value among the first adjustment step, the second adjustment step, and the third adjustment step is taken as the target adjustment step.

[0012] Based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0013] Based on the same inventive concept, this application also provides a vehicle including the aforementioned electronic equipment.

[0014] As described above, the seat damper control method, electronic device, and vehicle provided in this application determine the initial stiffness of the damper based on seat information. This allows for the calculation of the initial current of the seat damper based on the seat information and initial stiffness, and subsequently, the adjustment of the initial current to regulate the stiffness of the seat damper. Determining the target current density based on seat information, influence information, and initial stiffness can be understood as adjusting the current density based on these factors to determine the target current density. This target current density adjustment, based on seat information and influence information, can provide passengers with a more comfortable seating experience. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of a seat damper control method, electronic device, and vehicle according to an embodiment of this application; Figure 2 This is a schematic diagram illustrating the process of determining the initial stiffness of the seat damper according to an embodiment of this application; Figure 3 This is a schematic diagram of a seat damper control device according to an embodiment of this application; Figure 4 This is a schematic diagram of an electronic hardware structure according to an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] Based on the aforementioned background technology, the quality of seat suspension design directly affects the comfort and safety of the driver. Advanced seat suspension can effectively alleviate driver fatigue and ensure vehicle stability; the ergonomic design and configuration of the seat suspension can mitigate and dampen impacts and vibrations from the road surface and environment, providing a comfortable and safe driving environment for occupants. Inappropriate seat suspension design can severely impact ride comfort, safety, and ease of operation, leading to decreased worker efficiency and, with prolonged work, even causing various health problems such as shoulder discomfort, back pain, chronic obstructive pulmonary disease, and cervical spine issues. Therefore, a reasonable seat design concept must fully and scientifically integrate people, vehicles, and the environment to better adapt to and meet various human needs. This is especially true for locomotives subjected to high loads, long working hours, or long-distance driving, where a well-designed seat suspension is essential to ensure the comfort and safety of passengers.

[0020] In locomotive seat design, mitigating and attenuating the impacts and vibrations transmitted from the vehicle body is a crucial requirement. During vehicle operation, vibrations caused by uneven road surfaces or the working environment are transmitted to the human body, causing fatigue, decreased cognitive ability, slowed reaction time, and even serious accidents. In recent years, extensive research has focused on vertical vibration reduction technology for locomotives, such as semi-active suspension based on magnetorheological fluid linear dampers. This is particularly relevant for heavy-duty locomotives operating in harsh environments or using vibrating equipment, such as loaders, dump trucks, and garbage trucks, where load-induced vertical vibrations are a major threat to safety. Therefore, mitigating and attenuating the vertical vibrations of the vehicle body is a vital prerequisite for ensuring the comfort and safety of passengers.

[0021] While passenger car seats offer basic adjustment functions, such as backrest angle adjustment and seat forward / backward movement, these functions are mostly achieved through manual operation or simple electric controls. This is not only cumbersome to operate but also unable to intelligently adjust according to the passenger's real-time state and needs. For example, when a passenger is fatigued, the seat cannot automatically adjust to the most comfortable resting position, making it difficult to meet the needs of diverse usage scenarios.

[0022] Secondly, the seat functions are independent of other cabin equipment, such as ambient lighting, air conditioning, and the multimedia entertainment system, lacking an effective linkage mechanism. These devices cannot work collaboratively according to actual usage scenarios, resulting in a fragmented driving and riding experience. For example, in movie mode, the seat cannot automatically adjust to a suitable angle, and the ambient lighting and air conditioning cannot work together to create an ideal viewing environment, reducing the user's immersion and comfort.

[0023] Furthermore, existing seat and cabin systems lack sufficient intelligence, with limited ability to perceive passenger status and environmental information, making it difficult to provide precise personalized services. Traditional sensors collect limited data, failing to comprehensively capture passenger posture, intentions, and physiological states. Moreover, their data processing and decision-making capabilities are weak, failing to provide passengers with an intelligent and convenient driving experience and thus unable to adapt to the trend of automotive intelligence development.

[0024] To address the aforementioned technical problems, this application provides a seat damper control method. Based on seat information, the initial stiffness of the damper is determined. Then, the initial current of the seat damper can be calculated based on the seat information and the initial stiffness, allowing adjustment of the initial current density. This current density alters the viscosity of the magnetorheological fluid within the damper. When the viscosity of the magnetorheological fluid increases dramatically, it becomes almost solid, thus adjusting the damper stiffness. This achieves stiffness adjustment of the seat damper. Determining the target current density based on seat information, influence information, and the initial stiffness can be understood as adjusting the current density according to these factors to determine the target current density. This target current density adjustment, based on seat information and influence information, provides a more comfortable seating experience for passengers.

[0025] In addition, this application also discloses a seat cabin adjustment system that adjusts the cabin environment while adjusting the seat damper, so as to achieve environmental adjustment inside the vehicle, making the interior environment more suitable for the passenger's riding state and giving the passenger a better riding experience.

[0026] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0027] like Figure 1 As shown, this application provides a seat damper control method, including the following steps: Step 102: Obtain seat information and information on the impact on the stiffness of the seat damper in real time.

[0028] In this step, seat information includes displacement distance, seat back rotation angle, load-bearing pressure, and damping force of the seat damper. Influencing factors include vehicle vibration frequency and the humidity of the seat's environment. Vehicle vibration and excessively high humidity in the seat's environment (such as rainy days or humid areas) can lead to: decreased insulation performance of the electrostrictive polymer, uneven current conduction, and stiffness adjustment deviations; aging of the magnetorheological damper seals and deterioration of the damping fluid due to moisture absorption, resulting in fluctuations in the damping force η; and corrosion of metal components (such as guide rails and gears), increasing adjustment resistance. Vehicle bumps (e.g., vibration frequency 1-10Hz) can cause noise in the data collected by the Hall position sensor, leading to decreased stiffness adjustment accuracy (deviation may exceed ±0.3mm); resonance in transmission mechanism components (such as damper pistons and polymer matrix), shortening their service life; and mismatch between real-time stiffness adjustment and vibration rhythm, resulting in increased passenger discomfort from bumps. Therefore, obtaining information about the seat and its influence on the stiffness of the seat damper can provide a basis for subsequent current density adjustment. Adjusting the current density changes the viscosity of the magnetorheological fluid in the magnetorheological fluid damper. Increasing the fluid viscosity increases the stiffness of the magnetorheological fluid damper, while decreasing the fluid viscosity decreases the stiffness of the magnetorheological fluid damper.

[0029] Step 104: Determine the initial stiffness of the seat damper based on the seat information.

[0030] In this step, the initial stiffness of the seat damper can be determined based on seat information using a pre-trained model stored in the vehicle controller or within the vehicle. This seat information includes displacement distance obtained through a high-precision Hall effect position sensor, seat back rotation angle obtained through an angle sensor, seat load pressure obtained through a pressure sensor, and damping force of the seat damper obtained through a damping sensor. The high-precision Hall effect position / angle sensor measures the backrest tilt angle and the fore-and-aft position of the slide rail; it is located inside the seat adjuster or at the pivot point. A pressure sensor inside the drive motor of the seat slide rail detects the presence, distribution, and weight of occupants; it is located in a seat occupancy sensor pad under the seat cushion foam and inside the seat back. Side wing support area damping sensors monitor and adjust the damping force of the shock absorbers in real time; these sensors are installed within the shock absorbers of the vehicle's suspension system. Since the stiffness of the seat damper varies depending on the passenger's seating position, the initial stiffness of the damper can be determined based on the seat information. Furthermore, the current density of the seat damper can be deduced from the initial stiffness, facilitating subsequent adjustments to the seat damper.

[0031] Step 106: Determine the target current density based on the seat information, the influence information, and the initial stiffness.

[0032] In this step, a pre-trained model can be stored in the vehicle controller or in the vehicle to calculate the initial current density based on the seat information and influence information obtained from various sensors and the calculated initial stiffness. Then, the initial current density is adjusted according to the seat information and influence information, and the adjusted initial current density is used as the target current density. In this way, the target current density is adjusted based on the passenger's sitting state and the influence information affecting the seat stiffness. Therefore, by controlling the seat damper according to the target current density, the seat can provide passengers with a more comfortable sitting experience.

[0033] Step 108: Adjust the current density of the seat damper to the target current density.

[0034] In this step, since the target current density is adjusted based on the passenger's seating condition and the information affecting the seat stiffness, the current density of the seat damper is adjusted to the target current density, which allows the seat to provide a more comfortable seating experience for the passenger.

[0035] Through steps 102-108, the initial stiffness of the damper is determined based on the seat information. This allows for the calculation of the initial current of the seat damper, which can then be adjusted to regulate its stiffness. Determining the target current density based on the seat information, influence information, and initial stiffness can be understood as adjusting the current density according to these factors. This target current density, adjusted based on seat and influence information, provides a more comfortable seating experience for passengers.

[0036] In some embodiments, such as Figure 2 As shown, the initial stiffness of the seat damper is determined based on seat information, which can represent the user's riding mode. That is, the initial stiffness of the seat damper is determined according to the riding mode. Specifically, the seat information includes displacement distance, seat back rotation angle and load pressure. Determining the initial stiffness of the seat damper based on the seat information includes the following steps: Step 202: Determine the user's riding mode based on the displacement distance, the seat back rotation angle, and the load-bearing pressure; Step 204: Determine the initial stiffness of the seat damper according to the riding mode and the preset stiffness mapping relationship; wherein, the preset stiffness mapping relationship specifies the correspondence between the riding mode and the initial stiffness.

[0037] Specifically, the above process can be handled by the vehicle controller or a pre-trained model stored in the vehicle. For example, the vehicle controller analyzes the displacement distance obtained from a high-precision Hall effect position sensor, the seat back rotation angle obtained from an angle sensor, and the seat load-bearing pressure obtained from a pressure sensor to determine the user's riding mode. For instance, if the displacement distance is greater than a preset distance threshold, it indicates that the user has adjusted the seat back too far back, and the backrest rotation angle is greater than a preset distance, indicating that the user has adjusted the seat back too far back, approaching a semi-reclined position. If the load-bearing pressure is greater than a first preset pressure threshold (for example, the first preset pressure threshold is used to determine whether there is a passenger on the seat), it indicates that there is a passenger on the seat, and the user's riding mode is determined to be a rest mode. The vehicle's internal memory stores a preset stiffness mapping relationship (for example, the preset stiffness mapping relationship can be stored as a preset stiffness mapping table), where the preset stiffness mapping table stores the correspondence between riding modes and initial stiffness. By searching for the initial stiffness corresponding to the riding mode in the preset stiffness mapping relationship according to the riding mode, the initial stiffness of the seat damper is obtained. The initial current density of the seat damper can then be calculated based on the initial stiffness, providing a basis for subsequent adjustment of the current density of the seat damper. Based on this, the current density can be adjusted to a current density suitable for the user's sitting condition, bringing a better riding experience to the user.

[0038] In some embodiments, the user's riding mode can be determined based on changes in seat displacement and seat back rotation angle. For example, when the riding mode is in rest mode, to increase legroom, the user typically moves the seat back and positions the seat back flat. Specifically, the riding mode includes a first riding mode and a second riding mode. The step of determining the user's riding mode based on the displacement distance, the seat back rotation angle, and the load-bearing pressure includes: In response to the displacement distance being greater than a preset distance threshold, the seat back rotation angle being greater than a preset rotation angle threshold, and the load-bearing pressure being greater than a first preset pressure threshold, the user's riding mode is determined to be the first riding mode. In response to the displacement distance being less than or equal to a preset distance threshold and the load-bearing pressure being greater than a first preset pressure threshold, or the seat back rotation angle being less than or equal to a preset rotation angle threshold and the load-bearing pressure being greater than a first preset pressure threshold, the user's riding mode is determined to be the second riding mode.

[0039] Specifically, for example, after acquiring the displacement distance, seat back rotation angle, and load-bearing pressure, the vehicle controller needs to determine the user's riding mode based on this. When the user is in rest mode, they typically increase the seat space, adjust the seat backward, and place the seat back in a semi-reclined position. Based on this, preset distance thresholds, preset rotation angle thresholds, and a first preset pressure threshold are set to determine whether there is a passenger on the seat. The vehicle controller determines whether the displacement distance is greater than the preset distance threshold, whether the seat back rotation angle is greater than the preset rotation angle threshold, and whether the load-bearing pressure is greater than the first preset pressure threshold. If the displacement distance is greater than the preset distance threshold, the seat back rotation angle is greater than the preset rotation angle threshold, and the load-bearing pressure is greater than the first preset pressure threshold, it indicates that the user is in a resting state, thus determining the first riding mode as rest mode. If the displacement distance is less than or equal to the preset distance threshold and the load-bearing pressure is greater than the first preset pressure threshold, it indicates that the user has only adjusted the seat position, not the backrest. In this case, the backrest may be adjusted according to the user's body shape; therefore, the user is determined to be in the second riding mode, which is the normal riding mode. Alternatively, if the seat backrest rotation angle is less than or equal to a preset rotation angle threshold and the load-bearing pressure is greater than a first preset pressure threshold, it indicates that a user is on the seat. Since the seat backrest rotation angle is less than or equal to the preset rotation angle threshold, it indicates that the user is in normal riding mode. Therefore, the user is determined to be in the second riding mode, which is the normal riding mode. In this way, by determining the user's riding mode through the above judgment process, the stiffness of the seat damper can be adjusted according to the user's riding mode to make the seat more comfortable for the user.

[0040] In some embodiments, based on the above embodiments, after determining the initial stiffness, it is necessary to determine the initial current density and adjust the current density. During the adjustment of the current density, the initial density current is dynamically adjusted based on seat information and influence information. The adjusted current density is used as the target current density to control the seat damper, thus providing passengers with a more comfortable experience. Specifically, determining the target current density based on the seat information, the influence information, and the initial stiffness includes: Based on the seat information and the initial stiffness, determine the initial current density; The target current density is determined based on the seat information, the influence information, and the initial current density.

[0041] Specifically, since the stiffness of the seat damper is based on a certain current density, after the vehicle's controller acquires the seat information, it derives the initial current density based on the seat information and the initial stiffness. Then, it can adjust the initial density current according to the seat information and the influence information to determine the target current density. In this way, the target current density is determined based on the seat information and the influence information. Therefore, by adjusting the seat damper according to the target current density, the seat comfort is more suitable for the user, which can bring a better experience to the user.

[0042] In some embodiments, based on the above embodiments, since the stiffness is calculated based on the current density and damping force, after determining the initial stiffness, the initial current density can be calculated in reverse based on the initial stiffness. The specific calculation process includes: the seat information includes the load-bearing pressure and the damping force of the seat damper. The step of determining the initial current density based on the seat information and the initial stiffness includes: The target stiffness is determined based on the load-bearing pressure and the initial stiffness. Based on a preset reverse derivation algorithm, the initial current density is determined according to the damping force, the initial stiffness, and the target stiffness.

[0043] Specifically, determining the target stiffness based on the load-bearing pressure and the initial stiffness includes: adjusting the initial stiffness in response to the load-bearing pressure exceeding a second preset pressure threshold, and using the adjusted initial stiffness as the target stiffness. The initial stiffness is obtained based on a preset stiffness mapping relationship (or a preset stiffness mapping table), and is only the initial stiffness corresponding to users within a normal weight range. When a user's weight is heavier, the initial stiffness cannot meet the user's comfort requirements, so the stiffness is increased based on the initial stiffness. Therefore, adjusting the initial stiffness means increasing the preset stiffness value based on the initial stiffness to meet the needs of heavier users. The preset reverse derivation algorithm uses the following formula: ,in, For the target stiffness, For initial stiffness, The damping force of the damper. The current density influence coefficient is... The damping force influence coefficient is mentioned above, and this influence coefficient can be determined experimentally (e.g., , The above formula is based on the original real-time stiffness formula. Obtained by deformation, among which For initial stiffness, The current density influence coefficient is... The damping force influence coefficients are all calibrated through prior experiments. The vehicle controller, based on a preset reverse derivation algorithm, corrects the initial stiffness according to the acquired load pressure. If the weight is within the normal range, no correction is needed; if the weight is heavier, the initial stiffness value needs to be increased to determine the target stiffness. The acquired damping force, initial stiffness, and target stiffness are input into the formula of the reverse derivation algorithm to obtain the corresponding initial current density. This initial current density is the current density of the seat damper. Based on this, the initial current density can be adjusted to provide a suitable stiffness for the user based on the current seat information, thereby increasing user comfort.

[0044] In some embodiments, the target current density is the adjusted initial current density. Adjusting the initial current density requires considering the user's riding mode and adjusting it based on seat information within that mode. This ensures the adjusted initial current density provides a better riding experience for the user. Specifically, this includes: The seat information includes the load-bearing pressure, and the influencing information includes the vehicle's vibration frequency and the humidity of the environment in which the seat is located. Determining the target current density based on the seat information, the influence information, and the initial current density includes: The initial current density is adjusted based on the load-bearing pressure, the vibration frequency of the vehicle, and the humidity, and the adjusted initial current density is used as the target current density.

[0045] Specifically, influencing factors include vehicle vibration frequency and the humidity of the environment surrounding the seat. Excessive vehicle vibration and high humidity in the seat's environment (such as in rainy weather or humid areas) can lead to: decreased insulation performance of the electrostrictive polymer, uneven current conduction, and resulting in stiffness adjustment deviations; aging of the magnetorheological damper seals and deterioration of the damping fluid due to moisture absorption, causing fluctuations in the damping force η; and corrosion of metal components (such as guide rails and gears), increasing adjustment resistance. Vehicle bumps (e.g., vibration frequencies of 1-10Hz) can cause noise in the data collected by the Hall position sensor, leading to decreased stiffness adjustment accuracy (deviations may exceed ±0.3mm); resonance in transmission mechanism components (such as damper pistons and polymer matrix), shortening their lifespan; and mismatch between real-time stiffness adjustment and vibration rhythm, resulting in increased passenger discomfort from bumps. Excessive user weight can also lead to decreased stiffness; therefore, the user's weight should be assessed based on the load-bearing pressure, as excessive weight will affect stiffness. Due to the existence of influencing factors, the stiffness of the seat damper will decrease. Therefore, it is necessary to increase the stiffness to meet the user's comfort. Adjusting the target current density according to the load pressure, vehicle vibration frequency and humidity can be understood as adjusting the initial current density according to the load pressure, vehicle vibration frequency and humidity respectively. In other words, the increased initial current density is used as the target current density, so as to meet the user's comfortable riding experience.

[0046] In some embodiments, based on the above embodiments, when adjusting the initial current density, it is necessary to consider the user's riding mode and adjust it based on the seat information during the riding mode. Since parameters such as load-bearing pressure, vehicle vibration frequency, and humidity change in real time, and the performance of each parameter is different, the adjustment step size of the initial current density varies. Specifically, adjusting the initial current density according to the load-bearing pressure, the vehicle vibration frequency, and the humidity includes: The target adjustment step size is determined based on the load-bearing pressure, the vibration frequency of the vehicle, the humidity, and the preset adjustment step size mapping relationship. The initial current density is adjusted according to the target adjustment step size, wherein the preset adjustment step size mapping relationship specifies the correspondence between the load-bearing pressure, the vibration frequency of the vehicle, and the humidity and the adjustment step size.

[0047] Specifically, the vehicle controller searches for the corresponding adjustment step in the preset adjustment step mapping relationship (for example, the preset adjustment step mapping relationship can be a preset adjustment step table) based on the acquired load pressure, vehicle vibration frequency, and humidity, determines the corresponding adjustment step, and adjusts the initial current density according to the target adjustment step. In this way, the stiffness generated by the seat damper according to the current density is more suitable for the user's riding state, making the user's riding experience better.

[0048] For example, the preset adjustment step table stores adjustment steps corresponding to load pressure, vibration frequency, and humidity. For instance, load pressure includes: Light load: M < 50kg (e.g., children, small passengers): Under medium load conditions, current density is reduced by 20%-25%; under heavy load conditions, current density is reduced to 35%-45%. Medium load: 50kg ≤ M ≤ 80kg (most adult passengers): Under light load conditions, current density is increased by 20%-25%; under heavy load conditions, current density is reduced to 15%-20%. Heavy load: M > 80kg (larger passengers): Under light load conditions, current density is increased by 35%-45%; under medium load conditions, current density is increased by 15%-20%. The adjustment steps corresponding to load pressure can also be represented in Table 1 below. The preset adjustment step table also stores, for example, damping force adjustments. This application can also adjust the damping force, and the adjustment method is the same as the current density adjustment method described above, which will not be described in detail here.

[0049] Table 1

[0050] Among them, the warning range for humidity setting is as follows: RH represents humidity. The normal range is RH ≤ 60%, the warning range is 60% < RH ≤ 80%, and the emergency range is RH > 80%. For example, when RH > 80%, for every 10% increase in RH, the current density increases by 5% - 8%. While adjusting the current density, hardware countermeasures are also executed synchronously, so that the stiffness of the seat damper can be maintained. For example, the countermeasures are as follows: Material protection: The surface of the electrostrictive polymer is cold-coated with a polytetrafluoroethylene waterproof coating, the magnetorheological damper uses a fluororubber seal, and the metal parts are treated with nickel plating + purification; Active dehumidification: When RH > 60%, the intelligent control module starts the micro heating sheet (power ≤ 5W) built in the transmission mechanism to maintain the internal temperature of the housing ≤ 55%; When RH > 80%, based on the "humidity - stiffness deviation model" established from historical data, the input current density can be corrected (for example: for every 10% increase in RH, the current density I increases by 5% - 8%) to offset the stiffness loss caused by the decrease in insulation.

[0051] Furthermore, for the vehicle vibration frequency, for example, a triaxial acceleration sensor is deployed on the seat frame to collect the vibration acceleration a in real time, and the vibration level is set as follows: slight vibration a ≤ 0.5m / s², moderate vibration 0.5m / s² < a ≤ 1.0m / s², severe vibration a > 1.0m / s². For every 0.5m / s increase in the vibration frequency, the current density is adjusted to increase by 10% - 15%. While adjusting the current density, hardware countermeasures are also executed synchronously, so that the stiffness of the seat damper can be maintained. For example, data anti - jitter: The data of the Hall position sensor is processed by both "Kalman filtering + moving window average" to filter out vibration noise and ensure that the position monitoring accuracy is maintained within ±0.1mm; Structural anti - vibration: A silicone shock pad (hardness 50 ± 5 Shore A) is installed at the connection part between the transmission mechanism and the seat frame to reduce the resonance amplitude (the resonance peak value is reduced by more than 40%); Dynamic stiffness compensation: When moderate or above vibration is detected, the target stiffness K is temporarily increased (increased by 10% - 15%), and at the same time, the damping force η is increased (increased by 20%) to enhance the seat support and alleviate the bump impact; After the vibration weakens, it automatically returns to the original parameters.

[0052] In some embodiments, based on the above embodiments, when adjusting the initial current density, corresponding adjustment steps need to be set according to each of the seat information and influencing information respectively, so as to better adjust the initial current density corresponding to each information, make the stiffness of the seat damper suitable for the corresponding information, and bring a more comfortable riding experience. Specifically, it includes: determining the target adjustment step according to the mapping relationship between the bearing pressure, the vibration frequency of the vehicle, the humidity, and the preset adjustment step, including: Determining the first adjustment step according to the bearing pressure and the preset adjustment step mapping relationship; Determine a second adjustment step size according to the vibration frequency of the vehicle and the preset adjustment step size mapping relationship; Determine a third adjustment step size according to the humidity and the preset adjustment step size mapping relationship; Take the adjustment step size with the largest value among the first adjustment step size, the second adjustment step size, and the third adjustment step size as the target adjustment step size.

[0053] Specifically, due to the different weights of users and the different bearing pressures, the required stiffness is different. Therefore, when adjusting the current density, it needs to be adjusted according to the user's weight. For example, if the user's weight is too heavy and the stiffness of the seat damper is small, the seat will sink, resulting in problems such as damage to the damper. If the user's weight is light, the excessive stiffness will not be able to decompose the bump force during bumps, resulting in a poor riding experience for the user. For example, the user's weight is divided into: light load: M < 50 kg (such as children, thin passengers). Based on the medium load situation, the current density is reduced by 20% - 25%. Based on the heavy load situation, the current density is reduced to 35% - 45%. Medium load: 50 kg ≤ M ≤ 80 kg (most adult passengers). Based on the light load situation, the current density is increased by 20% - 25%. Based on the heavy load situation, the power density is reduced to 15% - 20%. Heavy load: M > 80 kg (larger passengers). Based on the light load situation, the current density is increased by 35% - 45%. Based on the medium load situation, the current density is increased by 15% - 20%. Therefore, determining the first adjustment step size according to the bearing pressure and the preset adjustment step size mapping relationship can also be understood as the first adjustment step size is determined according to users of different weights.

[0054] Since the magnitude of the vehicle's vibration frequency will also cause different degrees of reduction in the seat stiffness. If the vehicle's vibration frequency is too high and the stiffness of its seat damper is too small, the seat will sink, and the transmission mechanism components (such as damper pistons, polymer matrices) will resonate, shortening the service life. Therefore, the current density is adjusted according to the vibration frequency, and then the stiffness adjustment of the seat damper is realized. Appropriate stiffness can reduce the vibration frequency of the seat and bring comfort to the user. Therefore, based on different vehicle vibration frequencies, the adjustment step sizes of the adjusted current density are also different. The vehicle vibration frequency can be divided into: slight vibration a ≤ 0.5 m / s², moderate vibration 0.5 m / s² < a ≤ 1.0 m / s², severe vibration a > 1.0 m / s². For every 0.5 m / s increase in the vibration frequency, the adjusted current density increases by 10% - 15%. Therefore, determining the adjustment step size corresponding to each vibration according to the vehicle's vibration frequency and the preset adjustment step size mapping relationship can also be understood as the second adjustment step size is determined according to different vibration frequencies.

[0055] Since the environmental humidity in the seat cabin affects the stiffness of the seat damper, different humidities have different effects on the stiffness of the seat damper. If the humidity is too high, it will cause: the insulation performance of the electrostrictive polymer decreases, the current conduction is uneven, resulting in a deviation in stiffness adjustment. A smaller stiffness will cause the seat to sink or be unable to decompose the bump force, resulting in seat bumps and a poor riding experience for the user. Therefore, based on different humidities, the adjustment step size of the adjusted current density is different. The humidity range can be divided into RH representing humidity, the normal range is RH ≤ 60%, the warning range is 60% < RH ≤ 80%, and the emergency range is RH > 80%. For example, when RH > 80%, for every 10% increase in RH, the current density increases by 5% - 8%. Therefore, according to the mapping relationship between humidity and the preset adjustment step size, the adjustment step size corresponding to each humidity is determined, which can also be understood as the third adjustment step size is determined according to different humidities.

[0056] In summary, the adjustment step sizes are set respectively according to different weights, different vibration frequencies and different humidities, and the largest of them is used as the target adjustment step size. In this way, the target adjustment step size is the optimal adjustment step size, which can make the stiffness of the seat damper more comfortable and bring a better riding experience to the user. The specific process of determining the step size is as follows: According to the bearing pressure and the preset adjustment step size mapping relationship, the first adjustment step size is determined, including: in response to the bearing pressure being less than or equal to the second preset pressure threshold, determining the first step size; in response to the bearing pressure being greater than the second preset pressure threshold and less than or equal to the third preset pressure threshold, determining the second step size; when the bearing pressure is greater than the third preset pressure threshold, determining the third step size; using the first step size, the second step size or the third step size as the first adjustment step size.

[0057] Among them, the second preset pressure threshold is greater than the first preset pressure threshold, and the first preset pressure threshold is used to detect whether there is someone on the seat. A bearing pressure less than the second preset pressure threshold indicates a lightly loaded passenger. The current density can be adjusted with the first step size. A bearing pressure between the second preset pressure threshold and the third preset pressure threshold is for a medium-loaded passenger. The current density can be adjusted with the second step size. A bearing pressure greater than the third preset pressure threshold is for a heavily loaded passenger. The current density can be adjusted with the third step size.

[0058] Based on the vehicle's vibration frequency and the preset adjustment step size mapping relationship, a second adjustment step size is determined, including: determining a first step size when the vibration frequency is less than or equal to a first preset vibration threshold; determining a second step size when the vibration frequency is greater than the first preset vibration threshold and less than or equal to a second preset vibration threshold; determining a third step size when the vibration frequency is greater than the second preset vibration threshold; and using the first, second, or third step size as the second adjustment step size. A vibration frequency less than or equal to the first preset vibration threshold indicates slight vibration, and the current density can be adjusted with the first step size. A vibration frequency greater than the first preset vibration threshold and less than or equal to the second preset vibration threshold indicates moderate vibration, and the current density can be adjusted with the second step size. A vibration frequency greater than the second preset vibration threshold indicates severe vibration, and the current density can be adjusted with the third step size. The first step size is less than the second step size, and the second step size is less than the third step size. The first, second, and third step sizes can be pre-set and stored in a preset adjustment step size table according to a preset adjustment mapping relationship.

[0059] Based on the mapping relationship between humidity and the preset adjustment step size, a third adjustment step size is determined, including: determining a first step size when humidity is less than or equal to a first preset humidity threshold; determining a second step size when humidity is greater than the first preset humidity threshold and less than or equal to a second preset humidity threshold; determining a third step size when humidity is greater than the second preset threshold; and using the first, second, or third step size as the third adjustment step size. Humidity less than or equal to the first preset humidity threshold indicates that the humidity is within the normal range, and the current density can be adjusted with the first step size. Humidity greater than the first preset humidity threshold and less than or equal to the second preset humidity threshold is within the warning range, and the current density can be adjusted with the second step size. Humidity greater than the second preset threshold is within the emergency range, and the current density can be adjusted with the third step size. The first step size is less than the second step size, and the second step size is less than the third step size. The first, second, and third step sizes can be pre-set and stored in a preset adjustment step size table according to a preset adjustment mapping relationship.

[0060] In some embodiments, to enhance the user's riding experience, the environment of the seat cabin is simultaneously adjusted during the adjustment of the seat damper. Specifically, this includes adjusting the environment of the seat cabin according to the seat information and a preset seat cabin environment adjustment table.

[0061] Specifically, when adjusting the environment of the seat cabin, a seat cabin adjustment system is used. For example, the seat cabin adjustment system includes a seat cabin perception module, an intelligent control module, and a linkage execution module. The seat cabin perception module adopts a heterogeneous sensor fusion architecture, integrating millimeter-wave radar, an infrared thermal imager, and a depth camera. The millimeter-wave radar is a 77GHz MIMO millimeter-wave radar with multiple transmitting and receiving antennas, enabling three-dimensional imaging of the cabin space; the infrared thermal imager is used to detect passenger body temperature distribution and posture; and the depth camera captures passenger motion details. A Kalman filter algorithm is used to fuse the multi-sensor data. This application adopts a heterogeneous sensor fusion architecture, integrating multiple sensors such as a 77GHz MIMO millimeter-wave radar, an infrared thermal imager, and a depth camera. The data collected by different types of sensors are complementary. For example, the millimeter-wave radar can achieve three-dimensional imaging of the cabin space, the infrared thermal imager detects body temperature distribution and posture, and the depth camera captures motion details, providing rich information for accurate identification. Simultaneously, before data processing, the raw data undergoes preprocessing such as denoising and normalization. Denoising employs wavelet transform for signal reconstruction, improving data quality. Furthermore, the Kalman filter algorithm in this system utilizes iterative computation, optimizing passenger state estimation with new data and previous estimates in each iteration. In addition, multi-source data complements and verifies each other within the algorithm, overcoming the limitations of single-sensor data and ultimately achieving accurate identification of passenger posture, intentions, and physiological states. In actual operation, the system first preprocesses the raw data collected by each sensor to remove noise, then inputs the data into the Kalman filter algorithm. Through continuous iterative computation, it outputs fused, accurate data, achieving precise identification of passenger posture, intentions, and physiological states. The intelligent control module constructs a decision model based on reinforcement learning algorithms, using data output from the cabin perception module as state input and seat switching and cabin linkage commands as action output. The decision model learns through interaction with the environment, based on the reward function... The strategy is optimized, where R is the reward value, P is the passenger comfort score, C is the energy cost, and S is the system stability score. , , These are the weighting coefficients. In practical applications, the initial values ​​of each weighting coefficient are determined through user surveys and simulation tests, and dynamically adjusted according to actual conditions during system operation. The intelligent control module also possesses self-learning capabilities, continuously optimizing control strategies by recording the usage habits and preferences of different users. Simultaneously, this module connects to a cloud server to acquire more user usage scenarios and habit data, further improving the accuracy of decision-making and the level of personalized service. Furthermore, leveraging AI technology, the intelligent control module combines reinforcement learning algorithms with deep learning. AI performs deep mining of a large amount of historical data based on the reward function, learning the optimal decision-making patterns under different scenarios and predicting potential passenger needs. For example, it analyzes different users' seat adjustment and cabin equipment usage habits under similar driving durations and road conditions, adjusting seat and equipment status in advance. Moreover, utilizing AI's model compression technology, the decision-making model structure is optimized, reducing computational complexity and improving system response speed while ensuring decision-making accuracy. In addition, AI monitors the changing trends of various factors in the reward function in real time, dynamically adjusting the weighting coefficients. , , This allows for more realistic decision-making and more precise, efficient, and personalized services. The linkage execution module employs a hybrid scheduling mechanism combining time-triggered and event-triggered methods. For routine linkage needs such as seat adjustment and ambient lighting brightness adjustment, a time-triggered mechanism is used to execute control commands at preset time intervals. For emergency needs, such as when a passenger suddenly feels unwell and needs to quickly adjust their seat, an event-triggered mechanism is used to respond immediately and execute the corresponding command. An AI dynamic scheduling optimization algorithm is introduced. The AI ​​intelligently adjusts the execution priority and time interval of time-triggered and event-triggered methods based on the real-time cabin status, historical passenger behavior patterns, and system resource load. For example, when the system detects a child in the vehicle and that rest time is approaching, the AI ​​optimizes the scheduling in advance, prioritizing adjusting the seat to a comfortable angle and dimming the ambient lighting. When system resources are strained, the AI ​​rationally allocates computing and communication resources to ensure that critical commands are executed first. Simultaneously, the AI ​​intelligently manages redundant communication networks (CAN bus and FlexRay bus), monitors network status in real time, predicts potential faults, and automatically switches to a more stable network before a fault occurs, further improving system reliability and response speed. The linkage execution module connects to devices such as the seat switching drive module, ambient lighting, air conditioning system, and multimedia entertainment system via a redundant communication network architecture (CAN bus and FlexRay bus). When one communication network fails, the system automatically switches to the other network to ensure accurate transmission of control commands and achieve coordinated operation of all devices. For example, sensors such as a 77GHz MIMO millimeter-wave radar, infrared thermal imager, and depth camera in the cabin perception module are used to collect passenger posture, movement, physiological state, and cabin environment information. The millimeter-wave radar scans the cabin space in real time to acquire passenger position and movement data; the infrared thermal imager detects passenger body temperature and posture; and the depth camera captures passenger facial expressions and gestures. The collected multi-source data is input to the intelligent control module. First, the raw data undergoes preprocessing such as denoising and normalization. Denoising uses wavelet transform, and the signal is reconstructed using the formula of Multi-Resolution Analysis (MRA) based on wavelet transform. Then, a Kalman filter algorithm is used to fuse the preprocessed data, outputting more accurate and comprehensive passenger and environmental information. The intelligent control module, based on reinforcement learning algorithms, makes decisions using a reward function, taking passenger comfort, energy consumption costs, and system stability as optimization objectives, based on fused data. Through continuous interaction and learning with the environment, it generates seat switching and cabin linkage decision commands. The linkage execution module receives these commands and, based on the command type, employs a hybrid scheduling mechanism combining time-triggered and event-triggered mechanisms to control the seat switching drive module and other cabin equipment to work together.For example, when a rest mode command is received, the linkage execution module first uses a time-triggered mechanism to sequentially control the seat to switch to reclining mode, dim the ambient lights, adjust the air conditioning temperature, and pause multimedia playback.

[0062] The seat adjustment and cabin linkage effects are evaluated through passenger feedback and sensor data monitoring. For passenger feedback, a dedicated evaluation entry is provided in the vehicle's infotainment system. After the trip, the system automatically pops up an evaluation page, inviting passengers to rate the seat comfort, cabin atmosphere, and device linkage coordination from multiple dimensions. A text input box is also provided for passengers to describe their experience in detail, such as pointing out that a certain seat adjustment position is not comfortable enough, or that the linkage of certain devices in a specific mode does not achieve the expected effect. Sensor data monitoring utilizes various sensors already present in the vehicle, such as seat position sensors that record the position and speed of seat adjustments in real time, pressure sensors that monitor changes in passenger posture, and environmental sensors that collect information such as temperature, humidity, and light intensity in the cabin, thus comprehensively acquiring system operating status data. The evaluation results are fed back to the intelligent control module to optimize the reward function and control strategy of the reinforcement learning algorithm, continuously improving system performance. The intelligent control module will conduct in-depth analysis of any problems identified in the feedback. For example, if multiple passenger feedback indicates that the seat adjustment angle is unsuitable in movie-watching mode, leading to decreased comfort, the intelligent control module will increase the weight ω1 of the seat comfort score in that scenario within the reward function, making subsequent decisions more inclined to optimize the seat angle adjustment. If sensor data shows that the system energy consumption is too high when frequently adjusting the seat, affecting overall stability, the weights ω2 and ω3 of the energy cost C and system stability score S will be appropriately adjusted to re-optimize the control strategy. Simultaneously, the intelligent control module will combine historical feedback data and current vehicle usage to more accurately model the preferences of different users, further improving the level of personalized service and allowing each passenger to obtain a driving and riding experience more tailored to their individual needs.

[0063] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0064] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0065] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a seat damper control device.

[0066] refer to Figure 3 The seat damper control device includes: The acquisition module 302 is configured to acquire seat information and information affecting the stiffness of the seat damper in real time; The first determining module 304 is configured to determine the initial stiffness of the seat damper based on the seat information. The second determining module 306 is configured to determine the target current density based on the seat information, the influence information, and the initial stiffness; The adjustment module 308 is configured to adjust the current density of the seat damper to the target current density.

[0067] The first determining module 304 is further configured such that the seat information includes displacement distance, seat back rotation angle, and load-bearing pressure; determining the initial stiffness of the seat damper based on the seat information includes: determining the user's riding mode based on the displacement distance, the seat back rotation angle, and the load-bearing pressure; and determining the initial stiffness of the seat damper based on the riding mode and a preset stiffness mapping relationship; wherein the preset stiffness mapping relationship specifies the correspondence between the riding mode and the initial stiffness.

[0068] The first determining module 304 is further configured such that the riding mode includes a first riding mode and a second riding mode; determining the user's riding mode based on the displacement distance, the seat back rotation angle, and the load-bearing pressure includes: determining the user's riding mode as the first riding mode in response to the displacement distance being greater than a preset distance threshold, the seat back rotation angle being greater than a preset rotation angle threshold, and the load-bearing pressure being greater than a first preset pressure threshold; and determining the user's riding mode as the second riding mode in response to the displacement distance being less than or equal to a preset distance threshold and the load-bearing pressure being greater than a first preset pressure threshold, or the seat back rotation angle being less than or equal to a preset rotation angle threshold and the load-bearing pressure being greater than a first preset pressure threshold.

[0069] The second determining module 306 is further configured to determine the target current density based on the seat information, the influence information, and the initial stiffness, including: determining the initial current density corresponding to the initial stiffness based on the seat information and the initial stiffness; and determining the target current density based on the seat information, the influence information, and the initial current density.

[0070] The second determining module 306 is further configured such that the seat information includes the damping force of the seat damper; the step of determining the initial current density corresponding to the initial stiffness based on the seat information and the initial stiffness includes: determining the initial current density corresponding to the initial stiffness based on the damping force and the initial stiffness using a preset reverse derivation algorithm.

[0071] The second determining module 306 is further configured to: the seat information includes load-bearing pressure, the influence information includes the vibration frequency of the vehicle and the humidity of the environment where the seat is located; and determine a target current density based on the seat information, the influence information and the initial current density, including: adjusting the initial current density based on the load-bearing pressure, the vibration frequency of the vehicle and the humidity, and using the adjusted initial current density as the target current density.

[0072] The second determining module 306 is further configured to adjust the initial current density according to the load-bearing pressure, the vibration frequency of the vehicle, and the humidity, including: determining a target adjustment step size according to the load-bearing pressure, the vibration frequency of the vehicle, the humidity, and a preset adjustment step size mapping relationship; and adjusting the initial current density according to the target adjustment step size; wherein the preset adjustment step size mapping relationship specifies the correspondence between the load-bearing pressure, the vibration frequency of the vehicle, the humidity, and the adjustment step size.

[0073] The second determining module 306 is further configured to determine the target adjustment step length based on the load-bearing pressure, the vibration frequency of the vehicle, the humidity, and the preset adjustment step length mapping relationship, including: determining a first adjustment step length based on the load-bearing pressure and the preset adjustment step length mapping relationship; determining a second adjustment step length based on the vibration frequency of the vehicle and the preset adjustment step length mapping relationship; determining a third adjustment step length based on the humidity and the preset adjustment step length mapping relationship; and taking the adjustment step length with the largest value among the first, second, and third adjustment step lengths as the target adjustment step length.

[0074] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0075] The apparatus of the above embodiments is used to implement the corresponding seat damper control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0076] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the seat damper control method described in any of the above embodiments.

[0077] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0078] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0079] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0080] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0081] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0082] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0083] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0084] The electronic devices described above are used to implement the corresponding seat damper control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0085] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the seat damper control method as described in any of the above embodiments.

[0086] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0087] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the seat damper control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0088] It is understood that before using the technical solutions of the various embodiments in this application, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0089] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations described in this application.

[0090] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0091] It is understood that the above notification and user authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0092] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0093] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0094] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0095] Any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application shall be included within the protection scope of this application.

Claims

1. A method for controlling a seat damper, characterized in that, include: Real-time acquisition of seat information and information on the impact on the stiffness of the seat damper; Based on the seat information, determine the initial stiffness of the seat damper; The target current density is determined based on the seat information, the influence information, and the initial stiffness; The current density of the seat damper is adjusted to the target current density.

2. The method according to claim 1, characterized in that, The seat information includes displacement distance, seat back rotation angle, and load-bearing pressure. Determining the initial stiffness of the seat damper based on the seat information includes: The user's riding mode is determined based on the displacement distance, the seat back rotation angle, and the load-bearing pressure. The initial stiffness of the seat damper is determined based on the riding mode and the preset stiffness mapping relationship; wherein the preset stiffness mapping relationship specifies the correspondence between the riding mode and the initial stiffness.

3. The method according to claim 2, characterized in that, The riding modes include a first riding mode and a second riding mode; The step of determining the user's riding mode based on the displacement distance, the seat back rotation angle, and the load-bearing pressure includes: In response to the displacement distance being greater than a preset distance threshold, the seat back rotation angle being greater than a preset rotation angle threshold, and the load-bearing pressure being greater than a first preset pressure threshold, the user's riding mode is determined to be the first riding mode. In response to the displacement distance being less than or equal to a preset distance threshold and the load-bearing pressure being greater than a first preset pressure threshold, or the seat back rotation angle being less than or equal to a preset rotation angle threshold and the load-bearing pressure being greater than a first preset pressure threshold, the user's riding mode is determined to be the second riding mode.

4. The method according to claim 1, characterized in that, Determining the target current density based on the seat information, the influence information, and the initial stiffness includes: Based on the seat information and the initial stiffness, determine the initial current density; The target current density is determined based on the seat information, the influence information, and the initial current density.

5. The method according to claim 4, characterized in that, The seat information includes the load-bearing pressure and the damping force of the seat damper; The step of determining the initial current density based on the seat information and the initial stiffness includes: The target stiffness is determined based on the load-bearing pressure and the initial stiffness. Based on a preset reverse derivation algorithm, the initial current density is determined according to the damping force, the initial stiffness, and the target stiffness.

6. The method according to claim 4, characterized in that, The seat information includes the load-bearing pressure, and the influencing information includes the vehicle's vibration frequency and the humidity of the environment in which the seat is located. Determining the target current density based on the seat information, the influence information, and the initial current density includes: The initial current density is adjusted based on the load-bearing pressure, the vibration frequency of the vehicle, and the humidity, and the adjusted initial current density is used as the target current density.

7. The method according to claim 6, characterized in that, Adjusting the initial current density based on the load-bearing pressure, the vehicle's vibration frequency, and the humidity includes: The target adjustment step size is determined based on the load-bearing pressure, the vibration frequency of the vehicle, the humidity, and the preset adjustment step size mapping relationship. The initial current density is adjusted according to the target adjustment step size; The preset adjustment step mapping relationship specifies the correspondence between the load-bearing pressure, the vibration frequency of the vehicle, and the humidity and the adjustment step.

8. The method according to claim 7, characterized in that, The step of determining the target adjustment step size based on the load-bearing pressure, the vehicle's vibration frequency, the humidity, and the preset adjustment step size mapping relationship includes: The first adjustment step is determined based on the mapping relationship between the load-bearing pressure and the preset adjustment step. The second adjustment step size is determined based on the vibration frequency of the vehicle and the preset adjustment step size mapping relationship; The third adjustment step size is determined based on the mapping relationship between the humidity and the preset adjustment step size; The adjustment step with the largest value among the first adjustment step, the second adjustment step, and the third adjustment step is taken as the target adjustment step.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the electronic device as described in claim 9.

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