Seat side wing system based on air suspension air source and control method

Abstract

The invention discloses a seat side wing system based on an air suspension air source and a control method, and belongs to the technical field of automobile body control. The system comprises a shared gas source module, an execution module and a control unit. The shared air source module reuses an air pump, an air storage tank and other components of the vehicle air suspension system; the execution module comprises air bag assemblies which are arranged on the left side and the right side of the seat respectively and provided with switching valves, pressure limiting valves, throttling valves and pressure sensors. The control method comprises the steps that the control unit obtains a vehicle speed signal, a steering wheel angular speed signal and a transverse acceleration signal and sequentially conducts threshold value judgment; when supporting is needed, a target side air bag is determined according to the transverse acceleration direction, and the grading target pressure range is set according to the size of the target side air bag; and the shared gas source is controlled to preferentially use the high-pressure gas of the gas storage tank to inflate the target gas bag to the set pressure. According to the invention, deep integration of a chassis air source and a seat function is realized, the cost and space occupation are effectively reduced, and the intelligent level of supporting response speed and driving dynamic linkage is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile body control systems, in particular to an intelligent seat wing system sharing an air source of an air suspension system of a vehicle and a control method thereof. BACKGROUND

[0002] With the rapid development of the automobile industry, especially in the field of new energy vehicles, the comfort and intelligent configuration of vehicles have become key elements in market competition. Among them, the air suspension system, which can dynamically adjust the posture of the vehicle body to improve the driving quality, and the seat wing function, which can provide body lateral support for the driver in the curve, are two popular high-end comfort configurations. Currently, in vehicles equipped with both functions, they usually exist as two completely independent systems. The seat wing support system is often self-contained, including its own small air pump, independent air tank and dedicated control unit. Although this architecture design has achieved basic air inflation and deflation in terms of function, it also brings a series of obvious drawbacks.

[0003] Firstly, in terms of cost and space, independent pneumatic components directly increase material and manufacturing costs, and at the same time, the additional arrangement of air pumps, air tanks and their pipelines in the already densely laid automobile body also poses challenges to vehicle space utilization and wiring design.

[0004] Secondly, in terms of performance, the power of the air pump equipped for the seat is usually limited due to volume and cost, resulting in insufficient speed of air bag inflation, making it difficult to provide "instant" support when the vehicle quickly changes lanes or turns, affecting the actual experience value of the function. More importantly, in terms of system coordination, this independent system is usually in a "information island" state, relying only on simple mode switches or seat sensors for operation, and cannot obtain and respond to real-time dynamic driving parameters of the vehicle (such as vehicle speed, steering angular velocity, lateral acceleration), so it cannot predict the support needs of the driver and cannot form a linkage with the dynamic performance of the chassis, and the potential of intelligence and active safety has not been explored.

[0005] On the other side of the vehicle, the air suspension system itself has formed a mature and high-performance centralized air source system. It usually includes a high-power air pump, a large-capacity air tank, air drying and filtering devices, and a complex control unit, and its design goal is to adjust the air spring pressure at the four wheels to control the vehicle body height and stiffness. The strong air supply and storage capacity of this system, in the current technical solution, is only limited to serving the suspension function domain, and its resources have not been fully utilized. On one side, the seat wing system faces limitations in cost, space and performance due to independent configuration, and on the other side, the air suspension air source system has excess capacity and single function. This situation of scattered resources and fragmented functions constitutes an obvious technical improvement space.

[0006] Therefore, how to deeply integrate and functionally fuse the system resources on the existing vehicle platform, and design a seat side wing system which can greatly reduce the cost, save space, significantly improve the response speed, and be dynamically linked with the vehicle, becomes a technical problem to be solved in the field. SUMMARY

[0007] The technical problem to be solved by the present application is how to overcome the defects of the existing independent seat side wing system, such as high cost, slow response, and inability to dynamically link with the vehicle.

[0008] To solve the above problems, the present application provides a seat side wing system based on an air suspension gas source, comprising a shared gas source module, an execution module, and a control unit. The shared gas source module reuses the gas source of the vehicle air suspension system, comprising an air filter, a gas pump, an air dryer, and a gas storage tank connected in sequence, wherein the gas storage tank is connected with a system gas circuit through a gas storage tank on-off electromagnetic valve, and the system gas circuit is also provided with an exhaust on-off electromagnetic valve. The execution module comprises a left wing air bag assembly and a right wing air bag assembly arranged on the left side and the right side of the seat respectively, wherein the left wing air bag assembly and the right wing air bag assembly are connected with the system gas circuit of the shared gas source module through corresponding gas circuit branch pipes. The control unit is used for acquiring a vehicle state signal, and controlling the shared gas source module and the execution module according to the vehicle state signal, so as to adjust the pressure in the corresponding side seat side wing air bag.

[0009] As an optional implementation, the left wing air bag assembly comprises: a left wing air bag on-off electromagnetic valve, a left wing air bag pressure limiting valve, a left wing air bag throttle valve, a left wing air bag, and a left wing air bag pressure sensor for monitoring the internal pressure of the left wing air bag, which are connected in sequence. The right wing air bag assembly comprises: a right wing air bag on-off electromagnetic valve, a right wing air bag pressure limiting valve, a right wing air bag throttle valve, a right wing air bag, and a right wing air bag pressure sensor for monitoring the internal pressure of the right wing air bag, which are connected in sequence.

[0010] As an optional implementation, the control unit is configured to perform the following logic: acquire a vehicle speed signal, a steering wheel angular velocity signal, and a lateral acceleration signal; when the vehicle speed signal is higher than a first vehicle speed threshold value, and the absolute value of the steering wheel angular velocity signal is greater than a first angular velocity threshold value, determine the target side wing air bag to be inflated according to the direction of the lateral acceleration signal; The target side airbag is set with a corresponding target pressure range according to different threshold intervals in which the absolute value of the lateral acceleration signal is located.

[0011] As an optional implementation, the control unit is further configured to perform the following when controlling inflation: determining whether the pressure in the gas tank is higher than a preset tank pressure threshold value; If yes, controlling the opening of the gas tank solenoid valve and the corresponding solenoid valve of the target side airbag, and using the gas in the gas tank to inflate; If no, controlling the start of the air pump and the opening of the corresponding solenoid valve of the target side airbag to inflate.

[0012] As an optional implementation, the target pressure range includes at least two different pressure levels, and the greater the absolute value of the lateral acceleration signal, the higher the corresponding target pressure level.

[0013] As an optional implementation, the target pressure range includes a first pressure range; a second pressure range higher than the first pressure range; and a third pressure range higher than the second pressure range.

[0014] In another aspect, the present application also provides a seat side airbag control method based on an air suspension gas source, which is applied to the aforementioned seat side airbag system based on an air suspension gas source, and the method comprises: S1. Obtain a vehicle state signal, which at least includes vehicle speed, steering wheel angular velocity, and lateral acceleration; S2. Determine whether the seat side airbag needs to be inflated based on the vehicle state signal; S3. When it is determined that inflation is needed, determine the target side airbag and its target pressure range, and control the shared gas source module to inflate the target side airbag until the target pressure range is reached.

[0015] As an optional implementation, step S2 comprises: S21. Determine whether the vehicle speed is higher than a first vehicle speed threshold value; S22. If yes, determine whether the absolute value of the steering wheel angular velocity is greater than a first angular velocity threshold value; S23. If yes, determine that the seat side airbag needs to be inflated.

[0016] As an optional implementation, step S3 of determining the target side airbag and its target pressure range specifically comprises: S31. Determine the target side airbag according to the direction of the lateral acceleration; when the lateral acceleration is positive, the target side airbag is a right side airbag; when the lateral acceleration is negative, the target side airbag is a left side airbag; S32. According to the threshold interval where the absolute value of the lateral acceleration is located, a corresponding target pressure range is matched for the target side airbag.

[0017] As an optional implementation, the step of controlling inflation in step S3 comprises: S33. The current pressure of the gas tank is obtained; S34. If the current pressure is higher than a preset tank pressure threshold, the gas tank switch electromagnetic valve and the target side airbag switch electromagnetic valve are controlled to be opened, and the gas in the gas tank is used for inflation; S35. If the current pressure is lower than or equal to the tank pressure threshold, the gas pump is controlled to be started and the target side airbag switch electromagnetic valve is controlled to be opened for inflation.

[0018] The present application completely saves a set of independent air source and controller required by the seat side airbag by sharing the high-performance gas pump and the gas tank of the existing air suspension system, which not only directly reduces the hardware material and manufacturing cost, but also simplifies the originally complex pipeline layout in the vehicle and solves the problem of additional space occupation. On this basis, thanks to the high-power gas pump of the air suspension and the gas tank pre-charged with high-pressure gas, the speed and pressure of the air supply for the seat airbag are much higher than those of the traditional independent small gas pump, so that a millisecond-level fast response is realized, and timely and powerful dynamic lateral support can be provided for the driver. Further, the present application breaks the barrier between the functional domains through an intelligent control algorithm, and the control unit obtains the chassis dynamic signals such as vehicle speed, steering wheel angle and lateral acceleration in real time through the vehicle-mounted network, so that the seat side support function is deeply linked with the actual driving state of the vehicle, the support action is no longer an isolated passive response, but an active prediction and intervention based on the vehicle motion state, and fine graded pressure adjustment can be performed according to the size of the lateral force, thereby greatly improving the comfort and safety. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced below.

[0020] Figure 1 A gas circuit schematic diagram of the seat side inflation system provided by the embodiment of the present application; Figure 2 A control flow chart of the intelligent inflation module in the embodiment of the present application; Figure 3 A control flow chart of the intelligent exhaust module in the embodiment of the present application; Figure 4 The system total control flow chart in the embodiment of the present application; In the figure: 1, exhaust switch electromagnetic valve; 2, air pump; 3, air cleaner; 4, air dryer; 5, air tank switch electromagnetic valve; 6, air tank; 15, left wing air bag switch electromagnetic valve; 16, left wing air bag pressure limiting valve; 17, left wing air bag throttle valve; 18, right wing air bag switch electromagnetic valve; 19, right wing air bag pressure limiting valve; 20, right wing air bag throttle valve; 21, left wing air bag; 22, right wing air bag; 23, left wing air bag pressure sensor; 24, right wing air bag pressure sensor. DETAILED DESCRIPTION

[0021] Embodiment one: The embodiment provides a seat side wing system based on an air suspension air source, which aims to solve the technical problems of high cost, large space occupation and slow response speed caused by independent setting of air pumps and air tanks in the existing vehicle seat side wing support system. By integrating and reusing the air circuit of the seat side wing system with the original air suspension system of the vehicle, efficient use of vehicle resources and improvement of system performance are realized.

[0022] As shown in Figure 1 The system mainly consists of a shared air source module, an execution module and a control unit. The three parts work together to complete the active support function of the driver's body posture.

[0023] Firstly, as the power heart of the whole system, the core design concept of the shared air source module lies in reusing the air source architecture of the vehicle's existing air suspension system. Specifically, the shared air source module includes a series of pneumatic components connected in sequence through high-pressure pipelines. Along the direction of gas flow, an air filter 3, an air pump 2, an air dryer 4, and a gas storage tank 6 are distributed in sequence. Among them, the air filter 3 serves as the entrance portal of the system, with one end directly communicating with the outside atmosphere and the other end connected to the air inlet of the air pump 2 through a pipeline. The main function of the air filter 3 is to preliminarily filter the air sucked from the outside, filtering out dust, sand, and other solid particulate impurities that may cause wear or blockage to the air path system, thereby ensuring the cleanliness of the air entering the system and prolonging the service life of the subsequent pneumatic components. The air pump 2 serves as the compression power source of the gas, with its air inlet connected to the air filter 3 and its air outlet connected to the air dryer 4. The start and stop of the air pump 2 are directly controlled by the control unit. When the control unit sends a start signal, the air pump 2 operates to compress the filtered normal-pressure air into high-pressure gas. Subsequently, the high-pressure gas enters the air dryer 4. The air dryer 4 plays a crucial role in adsorbing and removing moisture from compressed air, preventing water vapor from condensing into liquid water in the subsequent high-pressure pipeline or precision valve body, thereby avoiding rust or freezing blockage in low-temperature environments and ensuring reliable operation of the system in all-weather environments.

[0024] In the shared air source module, the gas storage tank 6 is a key energy storage unit. The gas storage tank 6 is not directly connected in series on the main charging circuit, but is connected in parallel or as a branch to the system's main gas path through a gas storage tank switch electromagnetic valve 5. The specific connection relationship is that one end of the gas storage tank switch electromagnetic valve 5 communicates with the high-pressure main pipeline inside the system, and the other end communicates with the interface of the gas storage tank 6. The gas storage tank switch electromagnetic valve 5 is a normally closed electromagnetic control valve, whose on-off state is precisely controlled by the electrical signal output by the control unit. When the control unit sends an opening instruction (power on) to the gas storage tank switch electromagnetic valve 5, the valve opens, and the system main pipeline communicates with the gas storage tank 6. At this time, either high-pressure gas generated by the air pump 2 can enter the gas storage tank 6 for storage (charging mode), or the high-pressure gas stored in the gas storage tank 6 can be released back to the main pipeline to supply downstream equipment (gas supply mode); when not powered, the gas storage tank switch electromagnetic valve 5 is closed, and the gas in the gas storage tank 6 is sealed and pressurized. This design enables the gas storage tank 6 to serve as a high-pressure buffer pool, providing instantaneous high pressure when the system needs rapid and large-flow charging, making up for the insufficient immediate discharge of the air pump 2, and significantly improving the response speed of the system.

[0025] In addition, an exhaust switch solenoid valve 1 is specifically installed in the system air circuit of the shared air source module. One end of the exhaust switch solenoid valve 1 is internally connected to the connection node between the air dryer 4 and the main system circuit, while the other end is directly connected to the atmospheric environment, either directly or via the muffler. The exhaust switch solenoid valve 1 is also controlled by the control unit, and its main function is to release internal system pressure. When the system needs to depressurize or drain moisture, the control unit controls the exhaust switch solenoid valve 1 to open, allowing the high-pressure gas inside the system to be quickly released into the atmosphere. It is worth noting that this shared air source module, in the original vehicle architecture, primarily serves the air suspension system. (See attached image) Figure 1 As shown within the dashed box, this air path also connects to the left front air spring switch solenoid valve 7, the right front air spring switch solenoid valve 8, the left rear air spring switch solenoid valve 9, and the right rear air spring switch solenoid valve 10. These valves control the inflation and deflation of the left front air spring 11, the right front air spring 12, the left rear air spring 13, and the right rear air spring 14, respectively. This embodiment cleverly draws a branch path from this main air path to construct the actuation module for the seat side wing, thereby achieving the sharing of core and expensive components such as the air pump 2, the air dryer 4, the air tank 6, and the exhaust switch solenoid valve 1.

[0026] The execution module is a physical component that acts directly on the driver's seat, providing lateral support. This module includes a left-wing airbag assembly located inside the left wing of the driver's seat and a right-wing airbag assembly located inside the right wing. These two components are symmetrical in structure and have identical functions, both connected to the system's main air circuit of the aforementioned shared air source module via corresponding air passage branches.

[0027] Specifically, the left wing airbag assembly is composed of a series of precise pneumatic control elements in series. First, the left wing airbag switch electromagnetic valve 15 is connected to the main pipeline of the shared air source module as the "total gate" of the left wing air path. When the left side seat wing needs to be adjusted, the control unit controls the left wing airbag switch electromagnetic valve 15 to open, allowing high-pressure gas to pass. After the left wing airbag switch electromagnetic valve 15, the air path is connected to the left wing airbag pressure limiting valve 16. The left wing airbag pressure limiting valve 16 is a passive safety protection element, one end of which is connected to the internal air path of the system, and the other end is connected to the atmosphere. The valve is set with a safety pressure threshold, when the internal pressure of the pipeline where the left wing airbag 21 is located exceeds the safety threshold during inflation or due to temperature rise, the left wing airbag pressure limiting valve 16 will be opened by the internal pressure, and the excess gas will be discharged to the atmosphere, thereby preventing the airbag from bursting due to overcharging, and ensuring the safety of the user. Followed by the left wing airbag pressure limiting valve 16 is the left wing airbag throttle valve 17. The left wing airbag throttle valve 17 is a fluid damping element, which functions to throttle and reduce the pressure of the passing high-pressure gas, limiting the flow rate of the gas. This design is very critical, because if the flow rate of the directly introduced high-pressure gas is too fast, it will cause the airbag to expand instantaneously at a very high speed, causing the driver to feel a sudden impact or even discomfort; through the buffering of the left wing airbag throttle valve 17, the airbag can be inflated and deployed in a smooth and linear manner, greatly improving the control accuracy of the system and the body comfort of the user. After throttling, the gas finally enters the left wing airbag 21. The left wing airbag 21 is installed in the left side wing of the seat backrest, and as the gas is injected, the airbag volume expands, pushing the seat wing inward to clamp the left side of the driver's torso; as the gas is discharged, the airbag contracts and the side wing returns. In order to realize closed-loop control, the left wing airbag pressure sensor 23 is also integrated or connected to the left wing airbag 21. The left wing airbag pressure sensor 23 can monitor the pressure value inside the airbag in real time and feed back the analog or digital signal to the control unit in real time as a decision basis for the control algorithm.

[0028] Corresponding to the left side structure, the right wing airbag assembly includes a right wing airbag switch electromagnetic valve 18, a right wing airbag pressure limiting valve 19, a right wing airbag throttle valve 20, and a right wing airbag 22 in sequence. Similarly, the right wing airbag switch electromagnetic valve 18 controls the opening and closing of the right side path; the right wing airbag pressure limiting valve 19 is responsible for the overpressure safety protection of the right side air path, and automatically releases pressure when the pressure exceeds the threshold; the right wing airbag throttle valve 20 is used to smooth the right side airflow to prevent rapid inflation; the right wing airbag 22 is installed in the right side wing of the seat backrest and is responsible for providing support force on the right side; the right wing airbag pressure sensor 24 monitors the pressure change in the right wing airbag 22 in real time and sends data to the control unit.

[0029] The control unit is the "brain" of the whole system, which can be a vehicle independent electronic control unit (ECU), or integrated in the body controller (BCM) or chassis controller. The control unit interacts with other systems of the vehicle through the vehicle communication network (such as CAN bus). In this system, the control unit is electrically connected with the motor of the air pump 2, the coil of the exhaust valve solenoid 1, the coil of the air tank solenoid 5, the coil of the left wing airbag solenoid 15, and the coil of the right wing airbag solenoid 18, respectively, and can independently control the opening and closing of each actuator. At the same time, the control unit also receives pressure signals from the left wing airbag pressure sensor 23 and the right wing airbag pressure sensor 24, and vehicle state signals such as vehicle speed, steering wheel angle, lateral acceleration, etc. from the vehicle CAN network.

[0030] The seat side wing system based on air suspension air source described in this embodiment is designed very compact and ingenious in installation position and connection relationship. All the air path connections are made of high-pressure resistant engineering plastic pipes or metal pipes, which are sealed and connected through standard quick connectors or threaded connectors to ensure air tightness. The solenoid valves and sensors are connected to the interface of the control unit through the wire harness. Through this hardware architecture, the system successfully cancels the independent micro air pump and independent air tank required by the traditional seat side wing system, directly reuses the powerful air source capability of the chassis suspension, not only greatly reduces the hardware cost, but also greatly improves the inflation response speed of the side wing airbag due to the much larger power of the suspension air pump than the dedicated micro pump of the seat, realizing the cross-domain integration of chassis and cabin functions.

[0031] Embodiment two: Based on the hardware system described in embodiment one, this embodiment further proposes a seat side wing control method based on air suspension air source. This method mainly runs in the above-mentioned control unit, and adjusts the support degree of the seat side wing according to the real-time dynamics of the vehicle through intelligent algorithm logic. The following will be explained in detail in conjunction with the schematic diagram of the control method shown in Figure 2 , the schematic diagram of the control method shown in Figure 3 and the schematic diagram of the control method shown in Figure 4 .

[0032] The control method of this embodiment can be summarized as a closed-loop control process as a whole, as shown in the total control flowchart of Figure 4 . This method mainly includes three core steps: obtaining vehicle state signals, determining whether inflation support is needed, and executing inflation or exhaust control.

[0033] Firstly, a vehicle state signal is acquired in step S1. The control unit reads the vehicle driving data through the vehicle CAN bus network at a high frequency. In this embodiment, the vehicle state signal to be acquired must include at least three key parameters: a vehicle speed signal A, a steering wheel angular velocity signal B, and a lateral acceleration signal C.

[0034] The vehicle speed signal A represents the current driving speed of the vehicle, usually in units of "km / h"; The steering wheel angular velocity signal B represents the degree of the driver's steering wheel rotation, usually in units of "° / s", and the positive and negative values represent the left or right rotation (for example, a positive value represents counterclockwise rotation, and a negative value represents clockwise rotation); The lateral acceleration signal C represents the centrifugal force generated by the vehicle during turning, usually in units of "g" (i.e., gravitational acceleration), and the positive and negative values represent the direction of acceleration (for example, positive for the right side of the driver and negative for the left side).

[0035] Next, step S2 is entered, and based on the vehicle state signal, it is determined whether the seat side airbag needs to be inflated and supported. This step uses a multi-stage progressive judgment logic to filter out invalid conditions and accurately identify aggressive driving or large roll conditions. The specific logic is as follows: Sub-step S21: Vehicle speed detection. The control unit determines whether the current acquired vehicle speed A is higher than the preset first vehicle speed threshold. In this embodiment, the first vehicle speed threshold can be optionally set to 20 km / h. If the current vehicle speed A is less than or equal to 20 km / h, it means that the vehicle is in a low-speed crawling or stationary state, and even if the steering wheel is turned, it will not generate a large centrifugal force, so there is no need for side wing support. In this case, the system determines that no inflation is needed, and automatically enters the intelligent deflation module to deflate the airbag pressure to a low pressure comfort state (e.g., below 1 bar) to avoid the feeling of being pinched affecting the driver's rest. If the current vehicle speed A is greater than 20 km / h, the logic proceeds to the next level of judgment.

[0036] Sub-step S22: Steering wheel angular velocity detection. On the premise that the vehicle speed meets the condition, the control unit further judges whether the absolute value of the obtained steering wheel angular velocity B is greater than a preset first angular velocity threshold. In this embodiment, the threshold is optionally set to 100° / s. That is, whether B is outside the range of -100° / s to 100° / s is judged. If the absolute value of the steering wheel angular velocity B is less than or equal to 100° / s, it indicates that the driver is slowly changing lanes or straightening the steering wheel, and the vehicle posture is stable, without the need for additional lateral support. At this time, the system also determines that the air is not needed, and turns to the intelligent air exhaust module. Only when the absolute value of the steering wheel angular velocity B is greater than 100° / s, it indicates that the driver is making a sharp turn or emergency avoidance operation, indicating that the vehicle body will soon experience a large roll, and it is determined that the seat side airbag needs to be inflated for support.

[0037] When the determination result of step S2 is "need to inflate", step S3 is performed: determine the target side airbag and its target pressure range, and control the shared air source module to inflate the target side airbag. This step embodies the core of the fine control of the present application, which is not simply to fill the airbag, but to "distribute" support force according to the degree of roll.

[0038] Sub-step S31: Determine the target side airbag. The control unit reads the positive and negative directions of the lateral acceleration signal C. According to the physical principle, when the vehicle turns left, the human body will experience a centrifugal force to the right, and at this time the support of the right side of the seat needs to be strengthened; vice versa. For example, when the lateral acceleration C is positive (indicating that the force points to the right), the target side airbag is determined to be the right airbag 22; when the lateral acceleration C is negative (indicating that the force points to the left), the target side airbag is determined to be the left airbag 21.

[0039] Sub-step S32: Determine the target pressure range. The system divides the absolute value of the lateral acceleration C into different intervals according to its size, and each interval corresponds to a target pressure level, realizing step-by-step adjustment. In this embodiment, three pressure levels are set: First pressure range (low-intensity support): when the absolute value of the lateral acceleration is between 0.3g and 0.6g (i.e., |C|∈[0.3,0.6]), the target pressure range D1 is set to 1.7bar to 2.3bar.

[0040] Second pressure range (medium-intensity support): when the absolute value of the lateral acceleration is between 0.6g and 0.9g (i.e., |C|∈(0.6,0.9]), the target pressure range D2 is set to 2.7bar to 3.3bar.

[0041] Third pressure range (high-strength support): When the absolute value of the lateral acceleration is greater than 0.9g (i.e., |C|>0.9), the target pressure range D3 is set to 3.7bar to 4.3bar.

[0042] In addition, if the absolute value of the lateral acceleration is small (e.g., less than 0.3g) although the direction is clear, the system considers the tilt force to be insufficient and requires additional support. In this case, inflation is not performed, but the system enters the intelligent deflation module.

[0043] like Figure 2 As shown, after determining the target airbag (e.g., right wing airbag 22) and the target pressure range (e.g., second level 2.7-3.3 bar), the process proceeds to sub-steps S33 to S35, which are the specific inflation execution logic. This part of the logic cleverly utilizes the characteristics of a shared air source and adopts a "storage tank priority" strategy to save energy and increase speed.

[0044] Sub-step S33: The control unit first checks whether the current internal pressure of the air tank 6 is sufficient using the air tank sensor. It then determines whether the air tank pressure is higher than a preset tank pressure threshold F (e.g., F=6 bar).

[0045] Sub-step S34: If the gas tank pressure is sufficient (>6 bar), the system prioritizes inflating the gas tank. The control unit issues a command to open the gas tank switch solenoid valve 5 and simultaneously open the switch solenoid valve corresponding to the target side wing airbag (e.g., right wing airbag switch solenoid valve 18). At this time, the high-pressure gas in the gas tank 6 rapidly flows into the right wing airbag 22. During the inflation process, the control unit continuously monitors the airbag pressure through the right wing airbag pressure sensor 24. Once the pressure reaches the target range (e.g., around 3 bar), it immediately closes the gas tank switch solenoid valve 5 and the right wing airbag switch solenoid valve 18, completing the inflation.

[0046] Sub-step S35: If the gas tank pressure is insufficient (≤6 bar), the air pump must be used. The control unit issues a command to start air pump 2 and simultaneously opens the solenoid valve 18 corresponding to the target side airbag (at this time, the gas tank solenoid valve 5 remains closed to prevent the air pump from inflating the tank first, causing a delay). The compressed gas generated by air pump 2 is filtered, dried, and then directly injected into the right wing airbag 22. Similarly, when the sensor detects that the pressure has reached the target range, the control unit closes air pump 2 and the right wing airbag solenoid valve 18, completing the inflation.

[0047] During the above control process, if the vehicle's state changes and the inflation conditions are no longer met (e.g., the vehicle speed decreases, or the steering wheel returns to center after a curve), the system will enter the intelligent exhaust module. Figure 3As shown, the logic of the intelligent exhaust module is that the control unit monitors the pressure value of the left airbag 21 or the right airbag 22, and if the pressure value is higher than a basic comfort pressure E (for example, E = 1 bar), the control unit opens the corresponding airbag switch electromagnetic valve (15 or 18) and the exhaust switch electromagnetic valve 1. At this time, the gas in the airbag flows out reversely and is discharged into the atmosphere through the exhaust switch electromagnetic valve 1 until the airbag pressure drops to below 1 bar, and the valve is closed. This process ensures that the seat side wings return to a soft and comfortable state under non-aggressive driving conditions.

[0048] In summary, the control method of the embodiment has the following significant technical effects: First, the degree of intelligence is high. By integrating signals in three dimensions of vehicle speed, angular velocity and acceleration, a rigorous logical closed loop is constructed, which can accurately identify driving intention and vehicle attitude, and avoid false triggering and missed triggering.

[0049] Second, comfort and support are considered. A grading pressure regulation strategy (step regulation) based on acceleration size is adopted, which provides gentle wrapping at small side inclination and strong fixation at large side inclination, achieving "follow-up support" and greatly improving driving experience.

[0050] Third, fast response and energy saving. The unique "gas tank priority" inflation strategy fully utilizes the advantages of high-pressure gas storage tank in the shared gas source system, realizes millisecond-level inflation response, and solves the pain point of slow inflation of traditional small gas pumps; at the same time, the gas pump does not need to be started when the tank pressure is sufficient, reducing energy consumption and noise.

[0051] Fourth, safe and reliable. With the design of pressure limiting valve on the hardware, the control logic always contains pressure monitoring feedback, ensuring that the airbag pressure is always within a safe range and preventing the risk of airbag explosion.

[0052] It should be noted that the "intelligent inflation module" and "intelligent exhaust module" mentioned in this specification do not refer to any physically independent hardware device or module from the control unit. Both terms refer to computer program control logic or algorithmic processes for achieving specific inflation or exhaust functions invoked and executed by the control unit. The specific steps are embodied in the control method provided in Embodiment 2 and are implemented through the driving of hardware components such as the gas pump 2, the gas tank switch electromagnetic valve 5, the exhaust switch electromagnetic valve 1, and each airbag switch electromagnetic valve (15 or 18) by the control unit. This terminology is defined to clearly distinguish between the two different control functions and processes in the description.

Claims

1. A seat wing system based on air suspension gas source, characterized in that, The method comprises the following steps: A shared air source module, an execution module, and a control unit are provided; The shared air source module reuses the air source of the air suspension system of the vehicle, and comprises an air filter (3), an air pump (2), an air dryer (4), and an air tank (6) connected in sequence. The air tank (6) is connected to the system air circuit through an air tank switch electromagnetic valve (5). The system air circuit is also provided with an exhaust switch electromagnetic valve (1); The execution module comprises a left wing air bag assembly and a right wing air bag assembly arranged on the left side and the right side of the seat respectively. The left wing air bag assembly and the right wing air bag assembly are connected to the system air circuit of the shared air source module through corresponding air circuit branch pipes; The control unit is used to obtain a vehicle state signal, and control the shared air source module and the execution module according to the vehicle state signal, so as to adjust the pressure in the side air bag of the corresponding side seat.

2. The seat side wing system based on the air suspension air source according to claim 1, wherein: The left wing air bag assembly comprises: a left wing air bag switch electromagnetic valve (15), a left wing air bag pressure limiting valve (16), a left wing air bag throttle valve (17), a left wing air bag (21), and a left wing air bag pressure sensor (23) for monitoring the internal pressure of the left wing air bag, which are connected in sequence; The right wing air bag assembly comprises: a right wing air bag switch electromagnetic valve (18), a right wing air bag pressure limiting valve (19), a right wing air bag throttle valve (20), a right wing air bag (22), and a right wing air bag pressure sensor (24) for monitoring the internal pressure of the right wing air bag, which are connected in sequence.

3. The air suspension gas source based seat wing system of claim 2, wherein, The control unit is configured to perform the following logic: obtain a vehicle speed signal, a steering wheel angular velocity signal, and a lateral acceleration signal; when the vehicle speed signal is higher than a first vehicle speed threshold value, and the absolute value of the steering wheel angular velocity signal is greater than a first angular velocity threshold value, determine the target side air bag that needs to be inflated according to the direction of the lateral acceleration signal; set a corresponding target pressure range for the target side air bag according to different threshold intervals of the absolute value of the lateral acceleration signal.

4. The air suspension gas source based seat wing system of claim 3, wherein, The control unit is further configured to perform the following when controlling inflation: preferentially determine whether the pressure in the air tank (6) is higher than a preset tank pressure threshold value; if yes, control the opening of the air tank switch electromagnetic valve (5) and the target side air bag corresponding switch electromagnetic valve (15, 18), and use the gas in the air tank (6) to inflate; if no, control the start of the air pump (2) and the opening of the target side air bag corresponding switch electromagnetic valve (15, 18) to inflate.

5. The air suspension gas source based seat wing system of claim 3, wherein: The target pressure range comprises at least two different pressure levels. The greater the absolute value of the lateral acceleration signal, the higher the corresponding target pressure level.

6. The seat side wing system based on the air suspension air source according to claim 5, wherein: the target pressure range comprises a first pressure range; a second pressure range higher than the first pressure range; and a third pressure range higher than the second pressure range.

7. A method of seat wing control based on air suspension gas supply, characterized by, The method is applied to the seat side wing system based on the air suspension air source according to any one of claims 1 to 6, and the method comprises: S1. Obtain vehicle state signals, which at least include vehicle speed, steering wheel angular velocity and lateral acceleration; S2. Determine whether the seat side airbag needs to be inflated based on the vehicle state signals; S3. When it is determined that the side airbag needs to be inflated, determine the target side airbag and its target pressure range, and control the shared gas source module to inflate the target side airbag until the target pressure range is reached.

8. The air suspension gas source based seat wing control method of claim 7, wherein, Step S2 includes: S21. Determine whether the vehicle speed is higher than the first vehicle speed threshold; S22. If it is higher, determine whether the absolute value of the steering wheel angular velocity is greater than the first angular velocity threshold; S23. If it is greater, determine that the seat side airbag needs to be inflated.

9. The air suspension gas source based seat wing control method of claim 7, wherein, The determination of the target side airbag and its target pressure range in step S3 specifically includes: S31. Determine the target side airbag according to the direction of the lateral acceleration: When the lateral acceleration is positive, the target side airbag is the right airbag (22); When the lateral acceleration is negative, the target side airbag is the left airbag (21); S32. According to the threshold interval where the absolute value of the lateral acceleration is located, match the corresponding target pressure range for the target side airbag.

10. The air suspension gas source based seat wing control method of claim 9, wherein, The step of controlling inflation in step S3 includes: S33. Obtain the current pressure of the gas storage tank (6); S34. If the current pressure is higher than the preset tank pressure threshold, control the opening of the gas storage tank switch electromagnetic valve (5) and the target side airbag switch electromagnetic valve (15, 18), and use the gas in the gas storage tank (6) to inflate; S35. If the current pressure is lower than or equal to the tank pressure threshold, control the start of the gas pump (2) and the opening of the target side airbag switch electromagnetic valve (15, 18) to inflate.

Images