Seat suspension system with cooperative structure control, control method thereof and vehicle

Abstract

The invention discloses a structure cooperative control seat suspension system, a control method thereof and a vehicle, and belongs to the field of vehicle vibration control. The system comprises a suspension type main unit and a shear type auxiliary unit which are coupled through a mechanical connection structure. Cylinder bodies of a main shock absorber and an auxiliary shock absorber are directly and fixedly connected with piston rods to form mechanical coupling. The information sensing unit collects a state signal; the central cooperative controller analyzes signal frequency band energy distribution based on a modal energy method so as to identify working conditions, executes fuzzy PID and ceiling control algorithms in parallel, and dynamically fuses output of the two algorithms according to energy distribution to generate a cooperative control instruction; the damping execution unit responds to the instruction to output acting force. Through deep cooperation of unique mechanical coupling design and a self-adaptive control mode based on energy distribution, unification of low-frequency large-impact suppression and high-frequency small-amplitude vibration filtering is achieved, and the full-frequency-domain riding comfort and the seat posture stability are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle vibration control technology, specifically to a seat suspension system and its control method, and more particularly to an active / semi-active seat suspension system and a vehicle equipped with such system, which achieves efficient suppression of vibration over a wide frequency range by coordinating a specific mechanical coupling structure with an intelligent control strategy based on energy distribution recognition. Background Technology

[0002] As a key component for improving vehicle ride comfort, the seat suspension system has always faced a core challenge in performance optimization: how to effectively handle both low-frequency, large-displacement impacts and high-frequency, small-amplitude vibrations during driving. From a mechanical structural perspective, existing technologies mainly rely on two typical layouts: mounted and scissor-mounted, but each has its limitations. Mounted structures, with their large travel and strong load-bearing capacity, excel at absorbing low-frequency, large impacts from the road surface; however, their filtering effect on high-frequency, fine vibrations is often less than satisfactory. Conversely, scissor-mounted structures, while compact and sensitive to high-frequency vibrations, have weaker resistance to large impacts and are prone to interference under complex motion.

[0003] While some current solutions attempt to spatially combine the two structures, they often remain at a simple physical juxtaposition, failing to achieve deep coupling and interaction at the mechanical level. This prevents their respective performance advantages from synergistically leveraging, limiting overall efficiency. A similar divergence exists among mainstream control strategies. Canopy control strategies effectively attenuate mid-to-high frequency vibrations near the vehicle's resonant frequency, significantly improving comfort during normal driving; however, their suppression effect is insufficient when facing large-amplitude, low-frequency impacts. Algorithms based on state feedback, such as fuzzy PID control, while exhibiting good robustness and stability in dealing with nonlinearity and large disturbances, may have limitations in accuracy when finely suppressing high-frequency vibrations.

[0004] A more common problem is that existing control schemes often use a single algorithm or a fixed combination, and their strategy switching usually relies on relatively simple frequency or amplitude threshold judgments. They fail to fully explore and utilize the frequency domain energy distribution information contained in the vibration signal, making the control decision appear crude, and the system's adaptability and intelligence level need to be improved.

[0005] Furthermore, the coupling methods between the actuator type, mechanical structure, and control algorithm in existing technologies are often relatively fixed. There is a lack of a collaborative control system that can flexibly configure the actuator type according to different performance indicators, cost constraints, and packaging requirements, and can be closely matched with innovative mechanical coupling structures.

[0006] Therefore, the industry urgently needs a comprehensive solution that can achieve deep structural coupling at the mechanical level, make intelligent decisions based on vibration energy at the control level, and support flexible hardware and software configuration at the system level, in order to break through the performance bottleneck encountered by current seat suspensions in multi-frequency vibration suppression. Summary of the Invention

[0007] To address the problem in existing technologies where seat suspensions, due to their simple mechanical structure or combination and the failure of control strategies to make adaptive decisions based on the nature of vibration energy, cannot simultaneously optimize low-frequency shock resistance and high-frequency vibration filtering comfort, this invention provides the following technical solution:

[0008] In a first aspect, the present invention provides a seat suspension system with structural cooperative control, comprising:

[0009] The composite mechanical unit is formed by coupling a suspended main unit and a scissor-type sub-unit through a mechanical connection structure. The suspended main unit is equipped with a main shock absorber, and the scissor-type sub-unit is equipped with a sub-shock absorber. The cylinder of the main shock absorber and the piston rod of the sub-shock absorber are directly or indirectly mechanically fixed to each other so that the two units form a kinematic coupling.

[0010] The information sensing unit is used to collect signals of the seat's motion status;

[0011] The central coordination controller, connected to the information sensing unit, is configured to: identify the current vibration condition based on the seat motion state signal, execute the fuzzy PID control algorithm and the ceiling control algorithm in parallel to generate the first target force and the second target force respectively, and fuse the first target force and the second target force through a dynamic weight allocator to output a coordinated control command;

[0012] The damping actuator includes a first actuator disposed in the suspended main unit and a second actuator disposed in the scissor sub-unit, for responding to the coordinated control command and outputting a corresponding force.

[0013] As an optional implementation, the suspended main unit is located at the rear of the seat and includes a swing arm guide mechanism and a main shock absorber;

[0014] The scissor-type sub-unit is integrated in the middle of the seat base and includes a pair of cross links, an elastic element, and a secondary shock absorber;

[0015] The elastic element is an air spring, which serves as a shared elastic element between the suspended main unit and the scissor sub-unit after being coupled by a mechanical connection structure.

[0016] As an optional implementation, the mechanical connection structure includes a rigid connector, a connecting plate, or an integrated structure, and the cylinder of the main shock absorber is connected to the piston rod end of the auxiliary shock absorber through the mechanical connection structure.

[0017] As an optional implementation, the information sensing unit includes:

[0018] A first displacement sensor is disposed on the suspended main unit;

[0019] A second displacement sensor is disposed in the scissor-type subunit;

[0020] Seat acceleration sensor, used to measure the acceleration of the seat platform;

[0021] The central coordinating controller is connected to the first displacement sensor, the second displacement sensor, and the seat acceleration sensor, respectively.

[0022] As an optional implementation, the central collaborative controller includes a signal conditioning and fusion module, a working condition identifier, a dynamic weight allocator, and an instruction synthesis and output module; wherein, the dynamic weight allocator is configured as follows:

[0023] The energy of the seat motion state signal is estimated in the preset low frequency band and preset high frequency band respectively to obtain the energy ratio of the low frequency band and the energy ratio of the high frequency band. The main weight and secondary weight are determined by combining the comparison results of the seat acceleration amplitude and the preset threshold.

[0024] Based on the sovereign weight and the secondary weight, the forces acting on the first target and the forces acting on the second target are fused to obtain the command quantity corresponding to the coordinated control command.

[0025] As an optional implementation, the first actuator and the second actuator are one of the following three or a combination thereof:

[0026] ① Continuously adjustable damping valve assembly, which is a proportional solenoid valve structure, can receive pulse width modulation signals to achieve damping adjustment;

[0027] ② A switching solenoid valve assembly, which can receive switching signals and switch between at least two preset discrete damping levels;

[0028] ③ Active actuator, which is a linear actuator driven by a motor, can output thrust or pull force according to control commands.

[0029] As an optional implementation, when the first actuator and the second actuator are the switching solenoid valve group, the coordinated control command output by the central coordinating controller is a discrete gear selection signal;

[0030] When the first actuator and the second actuator are the active actuators, the coordinated control command is an analog or digital signal containing information about the magnitude and direction of the force.

[0031] As an optional implementation, the central coordinating controller is also configured to perform self-learning updates: recording the identification results of different vibration conditions, control commands, and evaluation data or feedback data related to the control process, and updating the weight mapping relationship of the dynamic weight allocator based on the recorded data.

[0032] Secondly, the present invention provides a control method for a seat suspension system for the above-mentioned structural cooperative control, comprising the following steps:

[0033] S1. Multi-source sensor signals are simultaneously acquired through the information sensing unit;

[0034] S2. The central coordinating controller performs signal fusion and feature extraction on the multi-source sensor signals, and identifies the current vibration condition based on the energy estimation results;

[0035] S3. Based on the sensor data at the same moment, the fuzzy PID control algorithm and the ceiling control algorithm are run in parallel to generate the first target force and the second target force;

[0036] S4. Based on the working conditions identified in step S2, determine the sovereign weight and secondary weight through a dynamic weight allocator, and synthesize the first target force and the second target force into the final control command based on the sovereign weight and the secondary weight;

[0037] S5. The damping actuator responds to the final control command, drives the first actuator and the second actuator to output corresponding forces, and returns to step S1 for repeated execution.

[0038] Thirdly, the present invention also provides a vehicle equipped with the aforementioned structurally coordinated control seat suspension system.

[0039] This invention achieves wide-frequency coverage and efficient suppression of everything from low-frequency large impacts to high-frequency fine vibrations by combining a suspended main unit that dominates low frequencies and a scissor-type secondary unit that dominates high frequencies with intelligent control scheduling based on energy recognition. This comprehensively improves ride comfort while ensuring seat posture stability.

[0040] The rigid connection between the cylinder and piston rod of the main and auxiliary dampers forms a direct mechanical coupling path, enabling the output forces of the two units to be transmitted and superimposed. At the same time, the central coordinating controller dynamically schedules the control algorithm based on real-time analysis of the frequency band energy distribution of the vibration signal. This decision-making logic based on physical essence ensures that the issued control commands can accurately match the current vibration conditions.

[0041] By employing modal analysis based on the energy dimension for operating condition identification, the system's control decisions are more scientific and precise, avoiding the abruptness caused by strategy switching based on simple thresholds, making the transition between different modes smooth and natural, and significantly enhancing the system's adaptability.

[0042] In addition, the system is designed with good flexibility and evolution potential. Its actuators can be flexibly selected from various types according to actual needs, reducing the cost of adapting to different vehicle models. At the same time, the controller's self-learning function can accumulate operating data and optimize control parameters, so that the system performance can continuously evolve over time, taking into account both technological advancement and practical economy. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0044] Figure 1 This is a schematic diagram of the overall architecture principle of the seat suspension system with structural cooperative control provided in an embodiment of the present invention;

[0045] Figure 2 This is a side view of the physical structure of the composite mechanical unit in an embodiment of the present invention;

[0046] Figure 3 This is a block diagram of the internal functional logic of the central collaborative controller in an embodiment of the present invention;

[0047] Figure 4 This is a schematic diagram of the functional relationship curve of the main weight and the secondary weight determined by the dynamic weight allocator based on the proportion of low-frequency energy in an embodiment of the present invention.

[0048] Figure 5 A flowchart of a control method for a seat suspension system with structural cooperative control provided in an embodiment of the present invention;

[0049] Figure 6 This is a schematic diagram of the time-domain response test curve under typical road conditions according to an embodiment of the present invention;

[0050] Figure 7 This is a three-dimensional assembly structure diagram of the seat suspension composite mechanical unit provided in an embodiment of the present invention;

[0051] Figure 8 This is an enlarged schematic diagram of a partial connection structure of the seat suspension composite mechanical unit provided in an embodiment of the present invention;

[0052] In the diagram: 1. Suspended main unit; 2. Scissor-type sub-unit; 3. Mechanical connection structure; 3-1. Sub-unit side connecting frame; 3-2. Coupling assembly plate; 3-3. Main unit side connecting frame; 4. Information sensing unit; 4-1. First displacement sensor; 4-2. Second displacement sensor; 4-3. Seat acceleration sensor; 5. Central collaborative controller; 5-1. Signal conditioning and fusion module; 5-2. Working condition identifier; 5-3. Dynamic weight allocator; 5-4. Command synthesis and output module; 6. Damping execution unit; 6-1a. First continuously adjustable damping valve group; 6-1b. First switching solenoid valve group; 6-1c. First active actuator; 6-2a. Second continuously adjustable damping valve group; 6-2b. Second switching solenoid valve group; 6-2c. Second active actuator; Cab quality; Frame quality; Front axle quality; Rear axle quality; , Stiffness of the main suspension unit; Stiffness of scissor sub-units; Front suspension stiffness; Rear suspension stiffness; Front tire stiffness; Rear tire stiffness; Suspended main unit damping; 1. Scissor-type sub-unit damping; Front suspension damping; Rear suspension damping; Vertical displacement of the driver's cab; Vertical displacement of the chassis; Vertical displacement of the front axle; Vertical displacement of the rear axle; , cab pitch angle; Frame pitch angle; Front wheel road surface excitation; Rear wheel road surface excitation; The horizontal distance from the center of gravity of the cab to the center of the scissor sub-unit; The horizontal distance from the center of gravity of the cab to the center of the suspended main unit; The horizontal distance from the center of gravity of the chassis to the center of the front axle; The horizontal distance from the center of gravity of the chassis to the center of the rear axle; The horizontal distance from the center of gravity of the frame to the point of action of the scissor subunit; The horizontal distance from the frame's center of gravity to the point of action of the suspended main unit; , the pitch inertia of the driver's cab; , Moment of inertia of the vehicle frame pitch. Detailed Implementation

[0053] This invention aims to completely solve the technical bottleneck of existing commercial vehicle and high-end engineering machinery seat suspensions in achieving a balance between low-frequency large-displacement impact suppression and high-frequency micro-amplitude vibration filtering through innovative mechanical structure coupling design and energy distribution-based intelligent control. The following will combine the attached... Figure 1 To be continued Figure 8 The technical solution of the present invention will be clearly and completely described through specific embodiments so that those skilled in the art can fully understand and implement it accordingly. The various parameter ranges, selections and materials mentioned in the following description are only preferred examples and do not constitute a limitation on the scope of protection of the present invention.

[0054] Example 1:

[0055] like Figure 1 As shown, this embodiment provides a seat suspension system with structural collaborative control. It is generally composed of a composite mechanical unit, an information sensing unit 4, a central collaborative controller 5, and a damping execution unit 6. The main suspension unit 1 and the scissor sub-unit 2 are mechanically coupled through a mechanical connection structure 3, thereby establishing a basis for the division of labor and collaboration between low-frequency shock resistance and high-frequency vibration filtering at the structural level. At the same time, a closed-loop control link with energy identification, parallel algorithm, and weight fusion is established at the control level, enabling the system to cover a wide frequency range of working conditions from low-frequency large displacement impact to high-frequency fine vibration.

[0056] like Figure 2 As shown, the composite mechanical unit is preferably installed between the vehicle seat platform and the seat base. The suspended main unit 1 is preferably arranged in the rear area of ​​the seat and may include a swing arm guide mechanism, a main elastic element, and a main shock absorber. The swing arm guide mechanism is used to limit the motion trajectory of the seat platform and maintain posture stability during large-stroke up-and-down movements. The main elastic element is used to provide static load-bearing capacity and, together with the main shock absorber, forms the stiffness and damping characteristics of the main channel. The main shock absorber is used to provide controllable damping to suppress low-frequency large-displacement vibration energy. In conjunction with this, the scissor-type secondary unit 2 is preferably integrated in the middle or lower space of the seat base. It may include a pair of cross links, an elastic element, and a secondary shock absorber. The cross links form a scissor mechanism to provide a compact arrangement, high lateral stiffness, and rapid response capability to high-frequency micro-amplitude vibrations. The elastic element and the secondary shock absorber together constitute the stiffness and damping characteristics of the secondary channel. The secondary shock absorber is used to finely attenuate high-frequency fine vibrations.

[0057] It should be noted that the swing arm guide mechanism, the cross linkage mechanism in the scissor sub-unit 2, the main shock absorber and the secondary shock absorber, and the structure with an air spring as the elastic element are all common components that have been used for a long time in the field of seat suspension. In this embodiment, the above-mentioned common components are integrated according to the coupling relationship of the composite mechanical unit and cooperated with the working condition recognition, algorithm parallelism and dynamic weight fusion of the central collaborative controller 5. Therefore, the internal detailed structure of the above-mentioned common components is not limited. As an example for easy understanding, the swing arm guide mechanism may include a swing arm that is hinged to the seat platform and a support that is fixedly connected to the seat base. The two ends of the swing arm form a rotating pair through pins or bearings to limit the motion trajectory of the seat platform relative to the seat base. The main shock absorber and the secondary shock absorber may be a cylindrical hydraulic shock absorber structure, which includes a cylinder, piston rod, piston and throttle valve system. When the seat platform and the seat base have relative displacement, the piston reciprocates in the cylinder, causing the working medium to flow through the throttle orifice or valve system to generate damping. The air spring may include an air bladder and an air chamber. The air bladder changes the internal gas pressure during compression and rebound to provide elastic force.

[0058] In a preferred embodiment, the elastic element can be an air spring, which serves as a shared elastic element between the suspended main unit 1 and the scissor sub-unit 2 after being coupled by a mechanical connection structure 3. This allows the aerodynamic stiffness variation of the air spring to act simultaneously on both the main and sub-units, forming a stiffness correlation at the structural level. This shared design can also reduce the number of independent springs in the seat base and improve space utilization. Meanwhile, the air spring can be optionally positioned near the center of the scissor sub-unit 2 and establish a force transmission path with the force-bearing point of the suspended main unit 1 through a connector, so that the scissor sub-unit 2 can dominate micro-amplitude vibration filtering under high-frequency operating conditions, while the suspended main unit 1 can dominate large-stroke buffering under low-frequency impact operating conditions.

[0059] Furthermore, such as Figure 2As shown, the mechanical connection structure 3 can be a rigid connector, a connecting plate, or an integrated structure. It preferably has sufficient bending and torsional stiffness and fatigue strength to withstand the alternating loads of the main and auxiliary channels. The mechanical connection structure 3 directly or indirectly connects the cylinder of the main damper to the piston rod end of the auxiliary damper, forming a mechanical coupling link of cylinder-connection structure-piston rod. This allows the suspended main unit 1 and the scissor-type auxiliary unit 2 to be kinematically constrained and to achieve instantaneous transmission and superposition of forces in dynamics. In other words, when the suspended main unit 1 undergoes significant compression or rebound due to low-frequency large impact, the displacement of the main damper cylinder will drive the piston rod of the auxiliary damper to move accordingly through the mechanical connection structure 3, thereby forming oil flow in the auxiliary damper and generating additional damping force. Similarly, when the scissor-type auxiliary unit 2 performs rapid micro-motion on high-frequency vibration, this micro-motion will also act in the opposite direction on the relative movement of the piston of the main damper, thereby realizing the coordinated participation of the main channel in high-frequency fine vibration. Through the above coupling, the composite mechanical unit forms a series-parallel hybrid energy dissipation path in the structure, avoiding the response delay or energy bypass problem caused by the two sets of vibration dampers being unrelated in the traditional split structure.

[0060] Combination Figure 1 The simplified vehicle dynamics model shown on the left is designed to facilitate controller identification of operating conditions and parameter calibration. In this embodiment, the vehicle and seat system can be equated to include the cab mass. With frame quality The body system, including the front axle mass With rear axle quality The unsprung system, and the introduction of a suspended main unit stiffness With suspension main unit damping Stiffness of scissor sub-unit Damping with scissor sub-unit Front suspension stiffness With front suspension damping Rear suspension stiffness With rear suspension damping Front tire stiffness and rear tire stiffness This describes the transmission link from road surface excitation to cab response; where the cab vertical displacement... Vertical displacement of the frame Vertical displacement of the front axle Rear axle vertical displacement Used to characterize the vertical motion of each mass block in the system, and the pitch angle of the driver's cab. With frame pitch angle Used to depict changes in vehicle body posture, front wheel road surface excitation. Rear wheel road surface excitation Used to characterize the cab pitch moment of inertia at different wheel position inputs. With respect to the pitch moment of inertia of the frame Used to characterize pitch dynamics, and to These are used to describe the horizontal distances from the cab center of gravity and the frame center of gravity to the action points of the main and auxiliary units and the bridge center, respectively, so that the controller can take into account the lever arm effect when estimating the low-frequency pitch and vertical coupling response and improve the physical consistency of the operating condition identification.

[0061] Regarding the information sensing unit 4, the system synchronously collects the seat's motion state through multi-source sensor signals. For example... Figure 2 As shown, the first displacement sensor 4-1 can be set at the suspended main unit 1 to measure the relative displacement or travel of the main channel, the second displacement sensor 4-2 can be set at the scissor sub-unit 2 to measure the relative displacement or scissor travel of the sub-channel, and the seat acceleration sensor 4-3 can be set at a key position of the seat platform or seat frame to measure the vertical acceleration of the seat platform. In an optional implementation, the first displacement sensor 4-1 and the second displacement sensor 4-2 can respectively adopt a linear displacement sensor, a magnetostrictive displacement sensor, a drawstring displacement sensor, or an encoder-based displacement measurement scheme. The seat acceleration sensor 4-3 can adopt a MEMS accelerometer, and the sensing output can be filtered and calibrated through signal conditioning to meet the sampling requirements of the central coordinating controller 5.

[0062] like Figure 3 As shown, the central coordinating controller 5 may include a signal conditioning and fusion module 5-1, a working condition identifier 5-2, a dynamic weight allocator 5-3, and an instruction synthesis and output module 5-4. The signal conditioning and fusion module 5-1 synchronizes, denoises, unifies, and fuses the raw signals from the first displacement sensor 4-1, the second displacement sensor 4-2, and the seat acceleration sensor 4-3, forming a unified state vector for control algorithms and energy estimation. The working condition identifier 5-2 performs energy distribution analysis on the state vector based on modal energy analysis or frequency band energy estimation methods, thereby identifying whether the current vibration working condition belongs to a low-frequency dominant, high-frequency dominant, or collaborative optimization transition zone. The dynamic weight allocator 5-3 maps the identification results to the main weights. With secondary weight And in combination with the impact amplitude as needed With safety threshold The mode enhancement is performed; the instruction synthesis and output module 5-4 is used to convert the fused control instructions into control quantities that match the damping execution unit 6 and output them to the first actuator and the second actuator.

[0063] Regarding the damping actuator 6, the first actuator can be located at the suspended main unit 1 to adjust the damping of the main damper or the output force of the main channel, and the second actuator can be located at the scissor-type secondary unit 2 to adjust the damping of the secondary damper or the output force of the secondary channel. The first actuator and the second actuator can be one of the following three or a combination thereof:

[0064] One is a continuously adjustable damping valve assembly 6-1a and 6-2a, preferably a proportional solenoid valve structure, which can receive pulse width modulation signals to achieve continuous damping adjustment;

[0065] The second is the switching solenoid valve assembly 6-1b and 6-2b, which can receive switching signals and switch between at least two preset discrete damping levels;

[0066] Thirdly, the main actuators 6-1c and 6-2c can be linear actuators driven by motors, which output thrust or pull force according to control commands;

[0067] Accordingly, the instruction synthesis and output module 5-4 can output discrete gear selection signals or analog or digital signals containing information on the magnitude and direction of the force, depending on the actuator type, and can be matched with the actuator through current drive, PWM drive or bus communication.

[0068] To facilitate understanding of the control logic, combined with Figure 3 The energy estimation calculation relationship shown in this embodiment allows the state signal to be projected onto a preset mode or preset frequency band and the energy of each mode to be calculated. For the first... Mode, its kinetic energy With potential energy They can be represented as follows: as well as ,in For modal mass, For modal stiffness, For modal displacement, Modal velocity; total system energy It can be represented as , No. Modal energy ratio It can be represented as In practical implementation, the operating condition identifier 5-2 can accumulate the energy proportions in the low-frequency band and high-frequency band respectively to obtain the low-frequency energy proportion. With high frequency energy ratio This forms the key criterion for weight allocation.

[0069] like Figure 4 and Figure 6 As shown, the proportion of low-frequency energy In percentage form When represented by %, the dynamic weight allocator 5-3 can use a monotonic mapping function. Will Mapping to primary weights and make the deputy weight =1- This ensures weight normalization; thresholds F1 and F2 are used to define different control intervals. A lower percentage corresponds to a high-frequency dominant region. Larger and The smaller size allows the scissor sub-unit 2 to dominate vibration filtering; in When % is located between threshold F1 and threshold F2, it corresponds to the collaborative optimization transition region. and Follow The percentage change is smooth, thus achieving a smooth switching between the primary and secondary channels; in A higher percentage corresponds to the low-frequency dominance region. Larger and The smaller size allows the suspended main unit 1 to dominate the impact resistance. Combined with... Figure 4 As shown in the example, the threshold F1 can be approximately 30% and the threshold F2 can be approximately 70%, and can be calibrated as needed for different vehicle models or different seat load ranges.

[0070] Furthermore, Figure 5 The process shown also introduces the impact amplitude. With safety threshold The judgment is made when low-frequency energy dominates or the impact amplitude is high. Exceeding the safety threshold At this time, you can directly enter the powerful posture stabilization mode and set it. Approaching 1.0 and Approaching 0.0; when high-frequency energy When in control, you can directly enter the fine vibration filtering mode and set the parameters. Approaching 0.0 and Approaching 1.0; when neither of these conditions is met, the system can enter the collaborative optimization transition zone and proceed according to... Smooth allocation is performed so that the weights change continuously with the energy distribution and the abruptness of mode switching is reduced.

[0071] In terms of instruction fusion, the central coordinating controller 5 can run fuzzy PID control algorithm and ceiling control algorithm in parallel to generate the first target force. Force acting on the second target The fuzzy PID control algorithm can perform fuzzy inference and adaptive PID parameter tuning based on seat displacement, velocity, or acceleration errors and their rates of change to improve robustness to low-frequency large disturbances. The ceiling control algorithm can construct equivalent ceiling damping based on seat platform velocity and reference velocity to reduce mid-to-high frequency vibrations near resonance. The dynamic weight allocator 5-3 will... and The output is sent to the instruction synthesis and output module 5-4, which can be configured to... Figure 5 The relationship shown is calculated. as well as The two are sent to the damping execution unit 6 as two channels of coordinated control commands, so that the first actuator and the second actuator output corresponding forces respectively, and the weights change smoothly in the coordinated optimization transition zone to avoid abrupt mode switching.

[0072] In an optional implementation, the central coordinating controller 5 can also perform self-learning updates, that is, record the identification results of different vibration conditions, control commands, and evaluation data or feedback data related to the control process, and update the weight mapping relationship of the dynamic weight allocator 5-3 based on the recorded data, for example, by statistically analyzing the comfort index and attitude stability index under specific road conditions, and gradually correcting them. The slope or threshold F1, F2, ensures that the system maintains control performance that matches the vehicle condition and seat aging condition during long-term use.

[0073] Through the coordinated design of the above structure and control, the composite mechanical unit provides a dual-channel coupling path at the physical level for low-frequency large-impact energy dissipation and high-frequency micro-vibration filtering. The central coordinating controller 5, at the control level, achieves condition identification and weight fusion based on energy distribution. The damping execution unit 6, at the execution level, translates the fused commands into controllable damping or controllable force, thus forming a closed-loop control system. The system can be used in several ways: after vehicle startup, the central coordinating controller 5 completes sensor zero-point calibration and enters a real-time control loop; during operation, it automatically switches or fuses control modes based on signal changes, without requiring additional driver intervention. Objectively, it prioritizes improving seat posture stability and suppressing large displacements under low-frequency impact conditions, and prioritizes improving vibration filtering comfort and reducing peak seat acceleration under high-frequency micro-vibration conditions, while maintaining smooth control output and consistent perceived comfort during transitions between the two conditions.

[0074] Example 2:

[0075] like Figure 5 and Figure 6 As shown, this embodiment provides a control method for a seat suspension system with structural collaborative control as described in Embodiment 1. The method is executed by a central collaborative controller 5 and drives a damping execution unit 6 to form a closed loop. Its basic process includes S1 to S5, and in each cycle, it completes multi-source signal acquisition, energy estimation condition identification, parallel algorithm solution, weight fusion, and actuator driving, thereby achieving adaptive suppression of seat vibration under different road conditions.

[0076] In step S1, the information sensing unit 4 synchronously collects multi-source sensor signals, specifically including the travel signal of the suspended main unit 1 collected by the first displacement sensor 4-1, the travel signal of the scissor sub-unit 2 collected by the second displacement sensor 4-2, and the seat platform acceleration signal collected by the seat acceleration sensor 4-3. To ensure the timing consistency of subsequent energy estimation and control algorithms, the signal conditioning and fusion module 5-1 can synchronously sample each channel and configure consistent timestamps for different sensors. At the same time, it performs noise reduction processing on the sampled signals, such as bandpass or lowpass filtering on the displacement signals to suppress high-frequency measurement noise, anti-aliasing filtering on the acceleration signals, and integral or complementary filtering to estimate the seat speed, so as to provide speed data for the ceiling control algorithm.

[0077] In step S2, the central coordinating controller 5 performs signal fusion and feature extraction on the multi-source sensor signals, and identifies the current vibration condition based on the energy estimation results. The signal fusion may include combining the main channel travel and the secondary channel travel to form the relative displacement feature of the seat, combining the acceleration signal and the displacement signal to form a state vector with consistent velocity, displacement, and acceleration, and may further extract the impact amplitude. Features such as root mean square acceleration, peak-to-peak travel, and frequency band energy are obtained. Subsequently, the working condition identifier 5-2 can estimate the energy of the state vector based on the modal energy method or the frequency band energy method. Specifically, the signal can be decomposed into low-frequency band and high-frequency band and the energy can be calculated separately to obtain the proportion of low-frequency energy. With high frequency energy ratio The low-frequency band can be selected to cover the main frequency range of the seat system's posture changes or large-stroke response, while the high-frequency band can be selected to cover the vibration frequency range caused by engine excitation and fine road texture. The boundary frequency between the two can be determined according to the vehicle type and the seat's natural frequency calibration. To enhance the physical interpretability of the energy estimation, this step can also adopt... Figure 3 The modal energy expression shown is for the th Modal calculation and And accumulate to obtain , then calculate And construct accordingly and Especially when considering the weight of the cab Frame quality Front axle quality Rear axle quality and stiffness to Damping to When considering the effects of vibration transmission, modal energy representation can better explain low-frequency pitch. , With vertical displacement to The coupling contribution.

[0078] Regarding the operating condition determination logic, the output of step S2 includes not only... and It may also include With safety threshold The comparison results and a status flag indicating whether it is at the mode switching boundary. Combined with... Figure 5 The determination process shown is as follows: when low-frequency energy... Dominant or impact amplitude Exceeding the safety threshold When the current operating condition is identified as a low-frequency strong impact or low-frequency large disturbance, the controller can enter a strong posture stabilization mode; when high-frequency energy... When in control, the controller can identify the current operating condition as a high-frequency, fine vibration condition and enter a fine vibration filtering mode. When neither of the above two conditions is met, the controller can identify the current operating condition as a collaborative optimization transition zone condition, so as to continuously adjust the weights of the main and secondary channels. To avoid misjudgment due to transient noise, the operating condition identifier 5-2 can... and Sliding window averaging or exponential smoothing can be used, and can be applied to... The peak hold and fallback criteria are adopted to give the mode switching a certain hysteresis characteristic.

[0079] In step S3, based on the sensor data at the same time, the fuzzy PID control algorithm and the ceiling control algorithm are run in parallel to generate the first target force. Force acting on the second target Specifically, the fuzzy PID control algorithm can take the seat's vertical displacement error, velocity error, or acceleration error as input, and introduce the error change rate as a second input. Through a fuzzy rule base, it can achieve online adjustment of PID parameters or control gain, providing stronger suppression capabilities and maintaining system stability under low-frequency large disturbances. In implementation, the fuzzy inference output can form an equivalent control quantity, and the target force can be calculated through the PID structure. The ideal model of the ceiling control algorithm involves applying damping between the seat mass and an imaginary inertial reference frame. Control force Absolute speed of the seat Proportional, typical form can be according to Calculation, where To determine the equivalent ceiling damping coefficient and ensure the feasibility of semi-active damping, the ceiling control output can be mapped to the actuator's damping setpoint or force command after sign discrimination and saturation limiting. Since the two algorithms are complementary in frequency domain response characteristics, parallel operation can provide two candidate control forces with differentiated advantages for subsequent weight fusion.

[0080] In step S4, based on the working conditions identified in step S2, the main weight is determined by the dynamic weight allocator 5-3. With secondary weight and based on and Will and Combined into final control commands. Figure 4 The weight function relationship shown in Figure 5-3 indicates that the dynamic weight allocator can assign a proportion of low-frequency energy. In percentage form % as an independent variable input mapping function Thus obtain And order =1- ;when When % is in the high-frequency dominant region, Approaching 1.0 and Approaching 0.0, thus forming a fine vibration filtering mode dominated by scissor sub-unit 2; when When % is in the low-frequency dominant region, Approaching 1.0 and Approaching 0.0, thus forming a powerful attitude stabilization mode dominated by the suspended main unit 1; when When % is between threshold F1 and threshold F2, and Follow Smooth changes create a collaborative optimization transition zone, thus avoiding abrupt mode switching. Furthermore, such as... Figure 5 As shown, if step S2 determines Exceed Then it can directly overwrite the above continuous mapping and Forced to be set to 1.0 and Forced to be set to 0.0, or The value is set to near the upper limit of 1.0 to retain a small amount of secondary channel involvement, prioritizing seat posture stability and limiting main channel travel under strong impact conditions. For ease of understanding, Figure 4 The example positions given are threshold F1 of approximately 30%, threshold F2 of approximately 70%, and the midpoint of approximately 50%. The controller can select the threshold combination according to the vehicle type. For example, F1 and F2 can be set to 30% and 70% to obtain a wider cooperative transition zone, or one of the thresholds can be adjusted to 50% to change the width of the transition zone and adapt to a calibration target that is more inclined towards comfort.

[0081] In terms of final instruction synthesis, the dynamic weight allocator 5-3 can output... and To the instruction synthesis and output module 5-4, the instruction synthesis and output module 5-4 can be configured as follows: Figure 5The relationships shown are used to calculate the main channel command quantity. and secondary channel command quantity and will and The coordinated control command is sent to the damping actuator 6. This coordinated control command can be output in either a dual-channel analog mode or a digital mode, carrying information about the magnitude and direction of the force. When the actuators are continuously adjustable damping valve groups 6-1a and 6-2a, and It can be further converted into valve core current or PWM duty cycle, and the target damping force can be mapped to the target valve control parameters through table lookup or model inversion; when the actuator is a switching solenoid valve group 6-1b and 6-2b, the coordinated control command can be converted into a discrete gear selection signal and select the up or down gear according to the current damping gear and the target damping requirement; when the actuator is a main actuator 6-1c and 6-2c, the coordinated control command can be converted into drive current or position and speed command to output thrust or pull force, and the force output accuracy can be guaranteed through closed-loop current control.

[0082] In step S5, the damping execution unit 6 responds to the final control command, drives the first actuator and the second actuator to output the corresponding force, and returns to step S1 for repeated execution. Specifically, the force output by the first actuator can act on the main damper of the suspended main unit 1 to adjust the main channel damping or directly output the main channel force. The force output by the second actuator can act on the secondary damper of the scissor-type secondary unit 2 to adjust the secondary channel damping or directly output the secondary channel force. Since the main damper cylinder and the secondary damper piston rod are fixedly connected by the mechanical connection structure 3, the forces of the first and second actuators will be transmitted and superimposed on the structural coupling path, thereby forming a comprehensive control effect on the seat platform. At the same time, the central coordinating controller 5 continuously monitors the stroke of the first displacement sensor 4-1 and the second displacement sensor 4-2 and protects against situations approaching mechanical limits. For example, when the stroke approaches the upper limit, it increases the damping or limiting force command to avoid mechanical interference or overshoot. During the cyclic execution process, the controller can also store the recognition results, weights, commands and feedback indicators for self-learning updates, thereby gradually optimizing the mapping function f and thresholds F1 and F2 and improving long-term consistency.

[0083] Combination Figure 6 The time-domain response test results shown are for the flat road surface stage. lower and Lower, weight Keep high and Maintaining a low level, the system tends towards a fine vibration filtering mode; in the gravel road stage rise and Still low, Maintaining high values ​​further enhances high-frequency vibration filtering; during the single bump impact stage A spike appears and is accompanied by an impact amplitude. As it rises, the controller triggers a low-frequency impact mode switch. Rapidly ascends and drives a powerful attitude stabilization mode to suppress large displacements, then... The weights then smoothly return to the collaborative or high-frequency dominant region, thereby achieving adaptive switching and smooth transition across all operating conditions.

[0084] In summary, the system's control method can be summarized as follows: within each control cycle, S1 is data acquisition, S2 is identification, S3 is parallel calculation, S4 is weighted fusion, and S5 is execution output, and the system runs in a loop. The controller can automatically enter a strong posture stabilization mode, a fine vibration filtering mode, or a collaborative optimization transition zone based on energy distribution and amplitude threshold. In terms of objective effect, it can prioritize limiting seat displacement and stabilizing posture under low-frequency high-impact conditions, prioritize reducing seat acceleration and improving comfort under high-frequency fine vibration conditions, and avoid abruptness and maintain the continuity of control output when switching between multiple conditions.

[0085] Example 3:

[0086] This embodiment provides a vehicle equipped with the seat suspension system with structural collaborative control described in Embodiment 1, which can be applied to commercial vehicles, construction machinery vehicles, or special vehicles requiring improved ride comfort and handling stability. The vehicle may include components such as a cab, frame, front and rear axles, and tires. The seat suspension system is installed between the seat platform and seat base within the cab and is powered by the vehicle's power supply to the central collaborative controller 5, information sensing unit 4, and damping actuator 6, enabling it to operate in real time during vehicle operation.

[0087] like Figure 7 and Figure 8 As shown, to achieve effective coupling between the suspended main unit 1 and the scissor-type sub-unit 2, the mechanical connection structure 3 can be composed of a sub-unit side connecting frame 3-1, a coupling assembly plate 3-2, and a main unit side connecting frame 3-3. The specific connection method is as follows:

[0088] The coupling assembly plate 3-2 serves as an intermediate transition piece, with a sub-unit side connecting frame 3-1 and a main unit side connecting frame 3-3 fixedly connected to its left and right sides, respectively. Figure 8As shown, the sub-unit side connecting frame 3-1, the coupling assembly plate 3-2, and the main unit side connecting frame 3-3 form a whole, with an overall layout that is approximately vertical. The free end of the sub-unit side connecting frame 3-1 is hinged to the piston rod of the sub-damper, and the free end of the main unit side connecting frame 3-3 is hinged to the main damper (or its cylinder part) of the suspended main unit 1. Thus, through this rigid transmission path of the sub-unit side connecting frame 3-1, the coupling assembly plate 3-2, and the main unit side connecting frame 3-3, the cylinder movement of the main damper and the piston rod (or scissor mechanism) movement of the sub-damper are forcibly locked or proportionally coupled, thereby ensuring that the main unit can drive the sub-unit to move during low-frequency large displacement, and that the movement of the sub-unit can be transmitted back to the main unit during high-frequency small-amplitude vibration, realizing a direct series-parallel hybrid mechanical effect between the two channels.

[0089] It should be noted that, Figure 7 and Figure 8 The structure shown, assembled from the sub-unit side connecting frame 3-1, the coupling assembly plate 3-2, and the main unit side connecting frame 3-3, is only a preferred embodiment of the mechanical connection structure 3. Functionally and structurally, it belongs to the combined application of a connecting plate and a rigid connecting component. The scope of protection of this invention is not limited to the illustrated split assembly form. In practical applications or future improved designs, the mechanical connection structure 3 can also be an integrally cast or welded part (i.e., an integrated structure) designed according to manufacturing process requirements, or a simplified single rigid connecting rod, irregularly shaped connecting arm, or other forms of rigid connecting component. As long as the structure can directly or indirectly mechanically connect the main shock absorber cylinder of the suspended main unit 1 to the piston rod (or moving part) of the scissor-type sub-unit 2, forming a rigid motion constraint to achieve mechanical coupling, it should be considered to fall within the scope of the mechanical connection structure 3 of this invention.

[0090] Combination Figure 1 In the dynamic model shown, the vehicle's cab can be equivalent to the cab mass. It also has a cab pitch inertia. The frame can be equivalent to the frame mass. It also has the pitch inertia of the chassis. The front axle and the rear axle can be respectively equivalent to the front axle mass. With rear axle quality The vehicle suspension can be composed of the front suspension stiffness. With front suspension damping Rear suspension stiffness With rear suspension damping Characterization, tires can be represented by the stiffness of the front tire. and rear tire stiffness Characterization: The road surface input can be generated by the road surface excitation of the front wheels. Rear wheel road surface excitation Characterized by the vehicle's movement during operation and Input causes vertical displacement of the front axle Vertical displacement of the rear axle The vertical displacement is then transmitted to the chassis via the suspension. With frame pitch angle This is further transmitted to the vertical displacement of the cab. relative to the cab pitch angle Because the seat suspension system is located inside the driver's cab, it primarily bears the load from the driver's cab. and The resulting movement of the seat base, through the coupling control of the suspended main unit 1 and the scissor sub-unit 2, creates a vibration isolation effect for the occupant at the seat platform; simultaneously, to This describes the horizontal distance relationship between the point of action of the seat system and the center of gravity of the cab and the center of gravity of the frame, enabling the controller to consider the differences in local acceleration of the seat caused by different lever arms when identifying low-frequency pitch coupling response, thereby improving the pertinence of working condition identification and control allocation.

Claims

1. A seat suspension system with structural cooperative control, characterized in that, include: The composite mechanical unit is formed by coupling a suspended main unit (1) and a scissor sub-unit (2) through a mechanical connection structure (3). The suspended main unit (1) is provided with a main damper, and the scissor sub-unit (2) is provided with a secondary damper. The cylinder of the main damper and the piston rod of the secondary damper are directly or indirectly mechanically fixed together so that the two units form a motion coupling. The information sensing unit (4) is used to collect seat motion state signals; The central coordination controller (5), connected to the information sensing unit (4), is configured to: identify the current vibration condition based on the seat motion state signal, execute the fuzzy PID control algorithm and the ceiling control algorithm in parallel to generate the first target force and the second target force respectively, and fuse the first target force and the second target force through the dynamic weight allocator (5-3) to output the coordinated control command; The damping actuator (6) includes a first actuator disposed in the suspended main unit (1) and a second actuator disposed in the scissor sub-unit (2), for responding to the coordinated control command and outputting the corresponding force.

2. The seat suspension system with structural cooperative control according to claim 1, characterized in that: The suspended main unit (1) is located at the rear of the seat and includes a swing arm guide mechanism and a main shock absorber; The scissor sub-unit (2) is integrated in the middle of the seat base and includes a pair of cross links, elastic elements and a secondary damper; The elastic element is an air spring, which is used as a shared elastic element between the suspended main unit (1) and the scissor sub-unit (2) after being coupled by a mechanical connection structure (3).

3. The seat suspension system with structural cooperative control according to claim 1, characterized in that: The mechanical connection structure (3) includes a rigid connector, a connecting plate or an integrated structure, and the cylinder of the main shock absorber is connected to the piston rod end of the auxiliary shock absorber through the mechanical connection structure (3).

4. The seat suspension system with structural cooperative control according to claim 1, characterized in that, The information sensing unit (4) includes: The first displacement sensor (4-1) is disposed on the suspended main unit (1). The second displacement sensor (4-2) is disposed in the scissor sub-unit (2); Seat acceleration sensor (4-3) is used to measure the acceleration of the seat platform; The central coordinating controller (5) is connected to the first displacement sensor (4-1), the second displacement sensor (4-2), and the seat acceleration sensor (4-3), respectively.

5. The seat suspension system with structural cooperative control according to claim 1, characterized in that: The central coordinating controller (5) includes a signal conditioning and fusion module (5-1), a working condition identifier (5-2), a dynamic weight allocator (5-3), and an instruction synthesis and output module (5-4); wherein, the dynamic weight allocator (5-3) is configured as follows: The energy of the seat motion state signal is estimated in the preset low frequency band and preset high frequency band respectively to obtain the energy ratio of the low frequency band and the energy ratio of the high frequency band. The main weight and secondary weight are determined by combining the comparison results of the seat acceleration amplitude and the preset threshold. Based on the sovereign weight and the secondary weight, the forces acting on the first target and the forces acting on the second target are fused to obtain the command quantity corresponding to the coordinated control command.

6. The seat suspension system with structural cooperative control according to claim 1, characterized in that, The first actuator and the second actuator are one of the following three or a combination thereof: ① Continuously adjustable damping valve assembly (6-1a, 6-2a), which is a proportional solenoid valve structure and can receive pulse width modulation signals to achieve damping adjustment; ② The switching solenoid valve assembly (6-1b, 6-2b) is capable of receiving switching signals and switching between at least two preset discrete damping levels; ③ Active actuator (6-1c, 6-2c), which is a linear actuator driven by a motor, capable of outputting thrust or tension according to control commands.

7. The seat suspension system with structural cooperative control according to claim 6, characterized in that: When the first actuator and the second actuator are the switching solenoid valve group (6-1b, 6-2b), the coordinated control command output by the central coordinating controller (5) is a discrete gear selection signal; When the first actuator and the second actuator are the active actuators (6-1c, 6-2c), the coordinated control command is an analog or digital signal containing information on the magnitude and direction of the force.

8. The seat suspension system with structural cooperative control according to claim 1, characterized in that, The central coordinating controller (5) is also configured to perform self-learning updates: record the identification results of different vibration conditions, control commands, and evaluation data or feedback data related to the control process, and update the weight mapping relationship of the dynamic weight allocator (5-3) based on the recorded data.

9. A control method for a seat suspension system with structural cooperative control as described in any one of claims 1 to 8, characterized in that, Includes the following steps: S1. Multi-source sensor signals are collected synchronously through the information sensing unit (4); S2. The central coordinating controller (5) performs signal fusion and feature extraction on the multi-source sensing signals and identifies the current vibration condition based on the energy estimation results; S3. Based on the sensor data at the same moment, the fuzzy PID control algorithm and the ceiling control algorithm are run in parallel to generate the first target force and the second target force; S4. Based on the working conditions identified in step S2, determine the sovereign weight and secondary weight through the dynamic weight allocator (5-3), and synthesize the first target force and the second target force into the final control command based on the sovereign weight and the secondary weight; S5. The damping actuator (6) responds to the final control command and drives the first actuator and the second actuator to output corresponding forces; Then return to step S1 and repeat.

10. A vehicle, characterized in that, A seat suspension system equipped with the structural cooperative control of any one of claims 1 to 8.

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