Self-adaptive stability augmentation seat for airplane bumping

Abstract

A self-adaptive stability augmentation seat for airplane bumping comprises a seat body and a parallel mechanism, the parallel mechanism comprises a fixed platform fixed to an airplane passenger cabin, a movable platform used for bearing the body seat and at least three branch chains, each branch chain is provided with a driving part, and the driving parts are used for adjusting the length of the branch chains; a first sensor is mounted on the fixed platform and is used for monitoring aircraft motion information; the control unit is used for acquiring an aircraft aerodynamic model, predicting jolting motion information based on the aircraft aerodynamic model and aircraft motion information, calculating a first target change value of each branch chain by combining the parallel mechanism model, and sending out a compensation signal; and each driving piece receives the compensation signal and controls the corresponding branch chain to realize feed-forward compensation, the length of each branch chain is corrected in advance, the bumping motion of the airplane is counteracted, and the passengers are in a relatively stable comfortable state.

Description

Technical Field

[0001] This invention relates to the field of aircraft cabin technology, and more particularly to an adaptive stabilization seat designed to withstand aircraft turbulence. Background Technology

[0002] With the rapid development of air transportation, flight safety and comfort have become important directions in aeronautical engineering research. During flight, aircraft are often affected by factors such as airflow disturbances, thunderstorms, and rising and falling thermal air currents, resulting in turbulence. This turbulence manifests as irregular movements of the aircraft in six degrees of freedom: translation in the forward / backward (X), left / right (Y), and up / down (Z) directions, and rotation in the pitch, roll, and yaw directions.

[0003] Existing passenger aircraft seats primarily rely on seat belts to limit secondary injuries to passengers, supplemented by some flexible shock-absorbing materials to mitigate impacts. However, these passive protection methods lack active compensation capabilities and cannot counteract the six-dimensional turbulence of the aircraft in real time; passengers will still experience disturbances in all dimensions. Summary of the Invention

[0004] This invention provides an adaptive stabilization seat designed to compensate for six degrees of freedom turbulence in aircraft in real time, so that passengers are in a relatively stable and comfortable state.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] An adaptive stabilization seat for aircraft turbulence includes a seat body, characterized by further including a parallel mechanism. The parallel mechanism includes a fixed platform fixed to the aircraft cabin, a movable platform for supporting the seat body, and at least three branches connected at both ends to the fixed platform and the movable platform respectively. Each branch is equipped with a drive component for adjusting the length of the branch. The fixed platform is equipped with a first sensor for monitoring aircraft motion information. The system also includes a control unit signal-connected to the first sensor. The control unit is electrically connected to the aircraft avionics system to obtain an aircraft aerodynamic model. Based on the aircraft aerodynamic model and aircraft motion information, the control unit predicts turbulence motion information and, in conjunction with the parallel mechanism model, calculates a first target change value for each branch and issues a compensation signal. Each drive component is signal-connected to the control unit, receives the compensation signal, and controls the corresponding branch to achieve feedforward compensation.

[0007] Furthermore, the aircraft aerodynamic model includes information on local wind speed, turbulence intensity, airflow direction, and altitude changes; the first target change value is ΔL. k ΔL k =f k (a pred ,ωpred ), where a pred and ω pred These are the predicted translational acceleration and angular velocity, f, respectively. k Let be the length mapping function of the k-th branch, which is obtained based on the geometric model of the parallel mechanism.

[0008] Furthermore, it also includes a second sensor installed on the mobile platform, the second sensor being used to monitor seat motion information, the control unit being signal-connected to the second sensor, and calculating the second target change value of each branch based on the aircraft motion information and seat motion information, combined with the parallel mechanism model, and issuing the compensation signal; each of the driving components receives the compensation signal and controls the corresponding branch to achieve real-time compensation.

[0009] Furthermore, it also includes a third sensor for collecting physiological data of passengers at the seat body. The control unit is signal-connected to the third sensor, receives the physiological information and calculates physiological indicators based on a learning model. When the physiological indicators exceed the physiological threshold, the control unit controls the drive component to dynamically adjust the compensation amplitude of the branch.

[0010] Furthermore, the control unit adopts a dual-loop control strategy, which includes outer-loop attitude control and inner-loop actuator position control.

[0011] Furthermore, the inner ring actuator is installed on the branch chain and can detect the wear of the branch chain, as well as the temperature and current information of the drive component in real time.

[0012] Furthermore, each of the drive components is equipped with an encoder, which is used to monitor the extension and retraction information of the branch in real time.

[0013] Furthermore, the control unit is set with a safety threshold. When the seat position exceeds the safety threshold, the control unit restricts the compensation of the drive component to the branch.

[0014] Furthermore, the seat body is also provided with a locking device, which is signal-connected to the drive component. When the drive component fails to operate, the locking device will fix each of the branches.

[0015] Furthermore, the fixed platform is also equipped with dampers and elastic elements to achieve post-event compensation under extreme turbulence.

[0016] The beneficial effects of this invention are:

[0017] 1. The present invention proposes an adaptive stabilization seat for aircraft turbulence, comprising a seat body and a parallel mechanism. The parallel mechanism includes a fixed platform fixed to the aircraft cabin, a movable platform for supporting the seat body, and at least three branches. Each branch is equipped with a drive component for adjusting the length of the branch. The fixed platform is equipped with a first sensor for monitoring aircraft motion information. The system also includes a control unit for acquiring an aircraft aerodynamic model. The control unit predicts turbulence motion information based on the aircraft aerodynamic model and aircraft motion information, and calculates the first target change value of each branch in conjunction with the parallel mechanism model and issues a compensation signal. Each drive component receives the compensation signal and controls the corresponding branch to achieve feedforward compensation, pre-correcting the length of each branch to counteract the aircraft's turbulence motion and keep the passenger in a relatively stable and comfortable state.

[0018] 2. The adaptive stabilization seat for aircraft turbulence proposed in this invention also includes a second sensor installed on a mobile platform. The second sensor is used to monitor seat motion information. The control unit is connected to the second sensor. The control unit can calculate the second target change value of each branch based on the aircraft motion information and the seat motion information, combined with the parallel mechanism model, and send a compensation signal to control each driving component to control the corresponding branch to achieve real-time compensation and reduce the vibration transmitted to the seat body.

[0019] 3. The adaptive stabilization seat for aircraft turbulence proposed in this invention also includes a third sensor for collecting passenger physiological data. The control unit is signal-connected to the third sensor, receives physiological information, and calculates the passenger's physiological indicators based on a learning model. When the physiological indicators exceed physiological thresholds, the control unit controls the drive components to dynamically adjust the compensation amplitude of the branch. By collecting the passenger's physiological state in real time and adjusting the seat compensation strategy when abnormalities or discomfort are detected, safety and comfort are improved.

[0020] 4. The present invention proposes an adaptive stabilization seat for aircraft turbulence, wherein each drive component is equipped with an encoder, which can monitor the extension and contraction information of the branch in real time; the control unit is set with a length threshold, which can receive the branch extension and contraction information detected by the encoder, and when the extension and contraction exceed the length threshold, control the drive component to limit the extension and contraction compensation of the branch to prevent loss of control. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1This is one of the schematic diagrams of an adaptive stabilization seat for aircraft turbulence according to the present invention;

[0023] Figure 2 This is a second schematic diagram of an adaptive stabilization seat for aircraft turbulence according to the present invention;

[0024] Figure 3 This is a front view of an adaptive stabilization seat for aircraft turbulence according to the present invention.

[0025] Figure 4 This is a side view of an adaptive stabilization seat for aircraft turbulence according to the present invention.

[0026] Figure 5 This is a top view of an adaptive stabilization seat designed for aircraft turbulence according to the present invention.

[0027] Figure 6 This is a schematic diagram of a parallel mechanism for an adaptive stabilization seat for aircraft turbulence according to the present invention;

[0028] Figure 7 This is a schematic diagram of a mobile platform for an adaptive stabilization seat for aircraft turbulence according to the present invention.

[0029] Figure 8 This is a schematic diagram of a mounting platform for an adaptive stabilization seat designed for aircraft turbulence, according to the present invention.

[0030] Figure 9 This is a flowchart illustrating the compensation process for an adaptive stabilization seat designed for aircraft turbulence, as described in this invention.

[0031] In the diagram, 10 is the seat body; 20 is the fixed platform; 30 is the branch chain; 301 is the ball joint; 302 is the lead screw; 303 is the universal joint; 304 is the drive component; 40 is the moving platform; 50 is the controller; and 60 is the second sensor. Detailed Implementation

[0032] The following is combined Figure 1-9 The present invention will be described in detail below.

[0033] This embodiment provides an adaptive stabilization seat designed for aircraft turbulence, such as... Figure 1As shown, the system includes a seat body 10 and a parallel mechanism. The parallel mechanism includes a fixed platform 20 fixed to the aircraft cabin, a movable platform 40 supporting the seat body 10, and at least three branches 30 connected at both ends to the fixed platform 20 and the movable platform 40 respectively. Each branch 30 is equipped with a drive element 304 for adjusting the length of the branch 30. The fixed platform 20 is equipped with a first sensor for monitoring aircraft motion information. The system also includes a control unit connected to the first sensor, electrically connected to the aircraft avionics system to obtain an aircraft aerodynamic model. Based on the aircraft aerodynamic model and aircraft motion information, the control unit predicts turbulence information and, in conjunction with the parallel mechanism model, calculates the first target change value for each branch 30 and issues a compensation signal. Each drive element 304 is connected to the control unit and, upon receiving the compensation signal, controls the corresponding branch 30 to achieve feedforward compensation. Feedforward compensation corrects the length of the branch 30 before turbulence occurs, adjusting the seat to a suitable position to counteract the aircraft's turbulence and keep the passenger in a relatively stable and comfortable state.

[0034] In this embodiment, the parallel mechanism includes six UPS branches 30, each branch 30 including a universal joint 303, a lead screw 302, and a ball joint 301. As shown in the figure, the branches 30 in the parallel mechanism are arranged in a triangular manner: six hinge points are distributed along the circumference on the fixed platform 20 to ensure mechanical symmetry; and three sets of apical distribution are used on the moving platform 40 to avoid singularities in the mechanism's motion.

[0035] Regarding the 6-UPS parallel mechanism model, the positions of the rotation centers a1 to a6 of the six ball joints 301 of the 6-UPS parallel platform in the moving coordinate system {F1: o1-x1y1z1} are:

[0036]

[0037] Where: r a Let θ be the radius of the circle containing the rotation centers a1 to a6 of the six spherical joints 301. a Let a1 be the angle formed between the rotation center a1 of the first ball joint 301 and the positive x-axis.

[0038] Similarly, the positions of the rotation centers b1 to b6 of the six universal joints 303 of the 6-UPS parallel platform in the static coordinate system {F0: o0-x0y0z0} can be obtained as follows:

[0039]

[0040] Where: r b Let θ be the radius of the circle containing the rotation centers b1 to b6 of the six universal joints 303. b The angle between the rotation center b1 of the first universal joint 303 and the positive x-axis direction.

[0041] Taking one of the UPS branches 30 as an example, according to the closed-loop vector equation of the parallel mechanism, we can obtain:

[0042]

[0043] Where: b k =[b kx ,b ky ,b kz ] T This represents the position vector of the k-th gimbal 303; a k =[a kx ,a ky ,a kz ] T u represents the position vector of the k-th ball sub-301; k This represents the initial length of the k-th kinematic branch 30; q represents the unit direction vector of the k-th motion branch 30; k Let P represent the driving displacement of the k-th kinematic branch 30; P = [x, y, z] T R represents the position vector of the moving coordinate system {F1: o1-x1y1z1} in the static coordinate system {F0: o0-x0y0z0}; R represents the rotation transformation matrix.

[0044] Given the six-dimensional output pose of the end effector of the 6-UPS parallel platform, the attitude rotation transformation matrix is:

[0045]

[0046] in,

[0047] Among them, R α,x For rotation around the x-axis by an angle α, R β,y For rotation around the y-axis by an angle β, R γ,z The rotation angle is γ around the z-axis. The end effector is the moving platform 40.

[0048] In this embodiment, each universal joint 303 adopts a cross-axis structure, with each axis made of high-strength alloy steel, allowing a rotation angle range of ±20° to ensure that the branch chain 30 can adapt to complex posture changes. The ball screw 302 is equipped with a drive component 304. The ball screw 302 has a lead of 5mm, a maximum stroke of 250mm, and a positioning accuracy of ±0.01mm. The drive component 304 is a brushless DC servo motor. The ball joint 301 adopts a self-lubricating ball joint with an angular freedom of ±30°. The outer shell of the ball joint 301 is made of titanium alloy, which is lightweight and has a long fatigue life. A damping layer is also arranged in the outer shell of the ball joint 301 to reduce high-frequency vibration. In other embodiments, the number of branches 30 can be increased or decreased according to actual needs. To avoid gaps in the branches 30 during long-term operation, this embodiment adopts a pre-tightening assembly method, that is, an elastic pre-tightening ring is added to the nut connection of the screw 302, so that the branches 30 have no idle stroke during movement. The UPS motion chain 30 adopts a modular quick-release interface, with an average replacement time of less than 30 minutes; the control unit can also support remote diagnostics and download maintenance data via the aircraft bus.

[0049] The mobile platform 40 is made of carbon fiber composite material, weighing only 50% of traditional aluminum alloy while increasing strength by 30%. The fixed platform 20 is made of aerospace-grade aluminum alloy 7075-T6, which is anodized for high corrosion resistance. The seat body 10 has a surface made of multi-layered shock-absorbing foam and flame-retardant fabric to improve passenger comfort and safety. The surface material of the seat body 10 can also be selected to support quick disassembly and assembly for easy cleaning and replacement.

[0050] In this embodiment, the aircraft aerodynamic model includes information such as local wind speed, turbulence intensity, airflow direction, and altitude changes; the first target change value is ΔL. k ΔL k =f k (a pred ,ω pred ), where a pred and ω pred These are the predicted translational acceleration and angular velocity, f, respectively. k The length mapping function for the k-th branch 30 is obtained based on the geometric model of the parallel mechanism. Specifically, the control unit connects to the aircraft avionics system via a data bus to acquire data from weather radar, flight control system, and airflow detectors, including local wind speed, turbulence intensity, airflow direction, and altitude changes. Then, based on the aircraft aerodynamic model and historical turbulence data, combined with real-time meteorological information, an adaptive Kalman filter is used to predict the aircraft's six-degree-of-freedom motion information within the next tens to hundreds of milliseconds. The predicted motion information includes the aircraft's six-dimensional turbulence acceleration vector and angular velocity change vector. Then, based on the above data and combined with the inverse kinematics model of the parallel mechanism, the control unit maps the six-dimensional turbulence motion into the target length changes of the six branches 30.

[0051] In this embodiment, a second sensor 60 (omitted in the figure) is also included, installed on the mobile platform 40. The second sensor 60 is used to monitor seat motion information. The control unit signal is connected to the second sensor 60. Based on the aircraft motion information and seat motion information, and combined with the parallel mechanism model, the second target change value of each branch 30 is calculated and a compensation signal is issued. After receiving the compensation signal, each drive component 304 controls the corresponding branch 30 to achieve real-time compensation. The motion information includes data such as six-dimensional motion acceleration and angular velocity. When the aircraft encounters airflow and enters a turbulent area, the aircraft motion information is compared with the seat motion information, and differential compensation is formed by the movement of the mobile platform 40 and the fixed platform 20.

[0052] In this embodiment, a third sensor is also included for collecting physiological data of the passenger at the seat body 10. The control unit is connected to the third sensor, receives physiological information, and calculates physiological indicators based on a learning model. When the physiological indicators exceed the physiological threshold, the control unit controls the drive component 304 to dynamically adjust the compensation amplitude of the branch 30. Specific steps include:

[0053] First, data acquisition. Passenger physiological data is collected through a third sensor. In this embodiment, the third sensor is a respiratory rate sensor, which collects passenger heart rate, respiratory rate, and body movement signals in real time. The data acquisition frequency of the third sensor can reach 100Hz, ensuring the capture of rapid physiological changes, and it also supports a dual-redundant sensor layout. In some embodiments, the first sensor and the second sensor 60 are both IMU sensors, i.e., inertial measurement units, which are sensors used to measure the three-axis attitude angles (or angular rates) and three-axis accelerations of an object. The first sensor, the second sensor 60, and the third controller 50 can all be configured with dual redundancy. If the primary sensor fails, the backup sensor can automatically take over, ensuring the continuous and stable operation of the system.

[0054] Subsequently, data processing and analysis are performed. The collected physiological data first undergoes wavelet denoising to remove motion artifacts and environmental interference. The control unit calculates changes in heart rate variability, respiratory regularity index, and skin conductance response, and assesses passenger comfort using fuzzy logic or machine learning models. The comfort assessment results are expressed as physiological indicators. When physiological indicators exceed physiological thresholds, such as an abnormal decrease in HRV, rapid breathing, or continuous body movement, the passenger is determined to be in a state of potential discomfort. The physiological thresholds are preset within the control unit.

[0055] Finally, the seat adjustment is linked. The control unit dynamically adjusts the compensation amplitude of the branch 30 based on physiological indicators. For example, when a passenger's heart rate fluctuates drastically, the compensation response amplitude is reduced or the damping coefficient is increased to make the seat movement smoother.

[0056] The control unit employs a dual-loop control strategy, including outer-loop attitude control and inner-loop actuator position control, with a compensation delay of less than 50ms. Outer-loop attitude control is implemented through the outer-loop controller 50, while inner-loop control is achieved through the inner-loop actuator connected to the outer-loop controller 50. The outer-loop controller 50 uses a fuzzy adaptive PID algorithm, capable of dynamically adjusting PD parameters based on bump intensity. The inner loop employs servo motor position closed-loop control to ensure high-precision actuator following. In this embodiment, the controller 50 is installed below the fixed platform 20, responsible for motion calculation and actuator drive. The inner-loop actuator is installed on the branch 30, capable of real-time detection of branch 30 wear, and the temperature and current information of the drive component 304. The PID algorithm (Proportional Integral Derivative) is a linear feedback control algorithm that generates a control quantity by real-time calculation of a weighted combination of three error values, enabling the controlled object to quickly, accurately, and stably track the setpoint. Error value: e(t) = setpoint - actual value. PD parameters refer to the proportional gain Kp and derivative gain Kd, a pair of real-time adjustable quantities. Specifically, during real-time compensation:

[0057] The first sensor, mounted on the fixed platform 20, collects the aircraft's six-dimensional acceleration and angular velocity in real time, providing aircraft motion information. The second sensor 60 provides seat motion information. The control unit performs time alignment and low-pass filtering (denoted as F{.}) on the information collected by the first and second sensors 60. Relative acceleration and angular velocity are calculated, and inverse compensation is applied. After differential processing, the above data can be obtained as follows:

[0058] Δa(t)=F{a b (t)}-F{a s (t)};

[0059] Δω(t)=F{ω b (t)}-F{ω s (t)};

[0060] Among them, (a b ,ω b (a) represents the aircraft's acceleration and angular velocity. s ,ω s ) represents the acceleration and angular velocity of the seat.

[0061] The goal is to enable the seat to perform reverse pose compensation for these disturbances; therefore, the desired acceleration and angular acceleration of the moving platform are defined as follows:

[0062] a des (t)=-α a Δa(t);

[0063]

[0064] Where, α a ,α ω ∈(0,1] is the feedforward scaling factor, used to filter out high frequencies and limit amplitude.

[0065] The angular acceleration is mapped to the angular displacement increment using the small-angle approximation. Linearizing this using the small-angle approximation, we obtain:

[0066]

[0067]

[0068] The desired pose increment Δp can be obtained through numerical integration. des ,ΔΦ des Let the current pose of the mobile platform 40 be X(t) = [p(t); Φ(t)], then the target pose can be expressed as: X des (t)=X(t)+[Δp des ;ΔΦ des ]

[0069] The pose error of the seat's moving platform 40 is defined as:

[0070] e(t) = X des (txt);

[0071]

[0072] The outer loop generates the desired platform speed command, and the closed-loop controller 50 uses PD control.

[0073]

[0074] Among them, K p ,K d It is a 6×6 gain matrix, u ff (t) represents the feedforward term.

[0075] The relationship between platform speed and branch 30 elongation speed is given by the Jacobian matrix:

[0076]

[0077] Where J is the speed Jacobian matrix of the 6-UPS parallel platform.

[0078] To implement the outer loop command u X (t) (i.e., the expected platform speed), can be obtained using the Jacobian matrix to obtain the expected speed increment of branch 30:

[0079] ΔQ=J -1 ·u X

[0080] The target length requiring 30 branches can be expressed as:

[0081] L des =Q(t)+ΔQ

[0082] The length of each branch 30 is solved using inverse kinematics formulas:

[0083]

[0084] Where, m i =-b k +P+Ra k (k = 1, 2, ..., 6).

[0085] Each branch 30 is driven by a servo motor, with the inner loop primarily controlled by position. For the k-th branch 30, the length error e is defined. Lk (t)=L k,des (t)-L k (t):

[0086] The inner loop control can use PID closed-loop control, which yields:

[0087]

[0088] Motor τ k The corresponding current command driver.

[0089] In this embodiment, each drive component 304 is equipped with an encoder. The encoder is used to monitor the extension and retraction information of the branch 30 in real time. The encoder resolution is 0.001°, and the encoder signal is connected to the control unit. The seat body 10 is also equipped with a locking device. The locking device signal is connected to the drive component 304. When the drive component 304 fails, the locking device rigidly fixes each branch 30 to prevent loss of control. The fixed platform 20 is also equipped with a damper and an elastic element to achieve compensation under extreme bumps. Each lead screw 302 has a limit switch at its end. When the extension and retraction approaches the limit stroke, the limit switch will automatically cut off the motor power. The control unit is also equipped with a software virtual boundary. When the control unit monitors the seat posture in real time and it exceeds the safety threshold, it immediately restricts the movement of the branch 30.

[0090] In this embodiment, the control unit includes a data acquisition module, a kinematics calculation module, a control strategy module, and a drive module that are interconnected. The data acquisition module is used to acquire data from the first sensor, the second sensor 60, and the third sensor; the kinematics calculation module calculates the change in the length of the branch 30 based on the kinematic model of the parallel mechanism; the control strategy module adopts a dual-loop control strategy of feedforward and feedback, which includes a turbulence prediction and compensation module, a real-time compensation module, and a physiological detection module; the drive module drives the servo motor through CAN bus control signals. In this embodiment, the actuator signal is connected to the drive component 304 to execute the drive module, and the controller 50 is used to execute the remaining modules. In some embodiments, the physiological monitoring module can work in conjunction with the turbulence prediction and compensation module to optimize the feedforward compensation strategy and achieve a balance between physiological comfort and turbulence compensation efficiency.

[0091] In the feedforward compensation process, the bump prediction compensation module sends the calculated data to the drive module, which then controls the lead screw 302 to extend and retract rapidly via a high-response servo motor. This feedforward action pre-adjusts the length of the support chain 30, ensuring that the moving platform 40 has already displaced in the opposite direction before the actual bump arrives, thus actively offsetting the passenger's six-dimensional motion. During this compensation process, closed-loop feedback control works in conjunction; when a prediction error exists, the inner-loop actuator control further corrects the compensation amount, ensuring that the seat movement matches the actual bump height. Through this mechanism, the bump prediction compensation module effectively shortens the response time, reduces the passenger's bump sensation, and forms a dual control guarantee with the feedback control.

[0092] This design, in addition to its application in single-seat installation on civil airliners to enhance comfort in first and business class, is also suitable for multi-seat parallel control in military transport aircraft to reduce the impact of extreme turbulence on soldier operations. Furthermore, it is applicable to medical transport aircraft, working in conjunction with vital sign monitoring modules to provide flexible compensation based on patient vital signs, preventing secondary injury. The seat in this embodiment includes the aforementioned turbulence compensation mode and attitude adjustment mode. When the aircraft experiences turbulence, the seat can adaptively compensate. When the aircraft is in stable flight, the seat functions as a regular electrically adjustable seat, and passengers can freely adjust it using the control actuator 304.

[0093] This embodiment provides an adaptive stabilization seat designed for aircraft turbulence, and its operation process is as follows:

[0094] When the aircraft enters an unstable airflow, the control unit receives the aircraft motion information and the turbulence information predicted by the aircraft aerodynamic model, calculates the first target length based on the parallel mechanism model, and controls each branch to perform feedforward compensation.

[0095] After entering the bumpy area, as Figure 9As shown, the control unit receives aircraft motion information and seat motion information, predicts the compensation target, and then calculates the length of the second target based on the parallel mechanism model. After receiving the compensation signal from the actuator, the motor controls each branch to perform real-time compensation. After the branch completes compensation, the second sensor 60 provides closed-loop feedback on the seat posture to further reduce the human body's perception of turbulence. When encountering large turbulence, the damper and elastic element absorb the remaining vibration.

[0096] The above embodiments are only for illustrating the technical concept and features of the present invention, and are intended to enable those skilled in the art to understand and implement the present invention. They should not be construed as limiting the scope of protection of the present invention. All equivalent changes or modifications made in accordance with the spirit and essence of the present invention should be covered within the scope of protection of the present invention.

Claims

1. An adaptive stabilization seat for aircraft turbulence, comprising a seat body, characterized in that, The system also includes a parallel mechanism comprising a fixed platform fixed to the aircraft cabin, a movable platform for supporting the seat body, and at least three branches connected at both ends to the fixed platform and the movable platform, respectively. Each branch is equipped with a drive unit for adjusting the length of the branch. The fixed platform is equipped with a first sensor for monitoring aircraft motion information. The system also includes a control unit connected to the first sensor, electrically connected to the aircraft avionics system to obtain an aircraft aerodynamic model. The control unit predicts turbulence motion information based on the aircraft aerodynamic model and aircraft motion information, and calculates a first target change value for each branch in conjunction with the parallel mechanism model, and issues a compensation signal. Each drive unit is connected to the control unit, receives the compensation signal, and controls the corresponding branch to achieve feedforward compensation.

2. The adaptive stabilization seat for aircraft turbulence as described in claim 1, characterized in that, The aircraft aerodynamic model includes information on local wind speed, turbulence intensity, airflow direction, and altitude changes; the first target change value is ΔL. k ΔL k =f k (a pred ,ω pred ), where a pred and ω pred These are the predicted translational acceleration and angular velocity, f, respectively. k Let be the length mapping function of the k-th branch, which is obtained based on the geometric model of the parallel mechanism.

3. The adaptive stabilization seat for aircraft turbulence as described in claim 2, characterized in that, It also includes a second sensor installed on the mobile platform, which is used to monitor seat motion information. The control unit is connected to the second sensor and calculates the second target change value of each branch based on the aircraft motion information and seat motion information, combined with the parallel mechanism model, and sends out the compensation signal. Each drive unit receives the compensation signal and controls the corresponding branch to achieve real-time compensation.

4. The adaptive stabilization seat for aircraft turbulence as described in claim 2, characterized in that, It also includes a third sensor for collecting physiological data of passengers at the seat body. The control unit is signal-connected to the third sensor, receives the physiological information and calculates physiological indicators based on a learning model. When the physiological indicators exceed the physiological threshold, the control unit controls the drive to dynamically adjust the compensation amplitude of the branch.

5. An adaptive stabilization seat for aircraft turbulence as described in claim 3 or 4, characterized in that, The control unit adopts a dual-loop control strategy, which includes outer-loop attitude control and inner-loop actuator position control.

6. The adaptive stabilization seat for aircraft turbulence as described in claim 5, characterized in that, The inner ring actuator is installed on the branch chain and can detect the wear of the branch chain, the temperature and current information of the drive component in real time.

7. The adaptive stabilization seat for aircraft turbulence as described in claim 6, characterized in that, Each of the drive components is equipped with an encoder, which is used to monitor the extension and retraction information of the branch in real time.

8. The adaptive stabilization seat for aircraft turbulence as described in claim 7, characterized in that, The control unit is set with a safety threshold. When the seat position exceeds the safety threshold, the control unit restricts the compensation of the drive component to the branch.

9. The adaptive stabilization seat for aircraft turbulence as described in claim 8, characterized in that, The seat body is also provided with a locking device, which is signal-connected to the drive component. When the drive component fails, the locking device will fix each of the branches.

10. The adaptive stabilization seat for aircraft turbulence as described in claim 9, characterized in that, The fixed platform is also equipped with dampers and elastic elements to achieve post-event compensation under extreme turbulence.

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