Side wing support system of vehicle seat and control method

Abstract

The application relates to the field of automobile seat control, and particularly discloses a side wing supporting system of a vehicle seat and a control method, which comprises a main control unit, a vehicle data acquisition module electrically connected with the main control unit and used for acquiring a vehicle speed signal, a steering wheel angle signal, a steering wheel rotation speed signal and a lateral acceleration signal of the vehicle in real time, a pneumatic actuating mechanism electrically connected with the main control unit, wherein the pneumatic actuating mechanism comprises a high-pressure electric air pump, a high-pressure gas storage tank, a gas charging electromagnetic valve group, a gas discharging electromagnetic valve group, a left side wing air bag assembly and a right side wing air bag assembly; an air outlet of the high-pressure electric air pump is in communication with an air inlet of the high-pressure gas storage tank; and air outlets of the high-pressure gas storage tank are in communication with the left side wing air bag assembly and the right side wing air bag assembly through the gas charging electromagnetic valve group. The technical scheme can provide effective support, has low probability of false triggering and has sufficient supporting force at high speed.

Description

Technical Field

[0001] This invention relates to the field of automotive seat control, and particularly to a side wing support system and control method for vehicle seats. Background Technology

[0002] The seat side wing support system is an important component of the modern automotive occupant restraint system. Its core function is to enhance the body fixation and ride comfort of drivers and passengers under dynamic conditions through an adjustable lateral support structure. In situations with significant lateral acceleration, such as high-speed cornering, emergency lane changes, or vehicle skidding, the human body tends to shift outwards due to inertia. Without effective lateral restraint, this can lead to torso sliding and pelvic instability, affecting steering wheel precision and pedal response time. In severe cases, it can cause a "disengagement" phenomenon, reducing vehicle handling stability and active safety.

[0003] Early seat side bolsters used a fixed structure, providing lateral support through rigid foam or a plastic frame. This fixed support level could not accommodate the needs of occupants of different sizes or driving conditions. With advancements in automotive technology, manually and electrically adjustable side bolsters emerged, allowing occupants to pre-adjust the support level using mechanical knobs or electric buttons, thus improving adaptability to some extent.

[0004] However, while using a fixed foam or rigid plastic frame offers a simple structure, it lacks adaptability and is only suitable for standardized body types. In side impacts, excessive rigidity may exacerbate localized stress concentration in the chest cavity, posing a safety hazard. Adjusting the side wing position via a motor-driven lead screw or gear can accommodate different body types, but the adjustment process requires active driver intervention and cannot achieve dynamic response; furthermore, the adjustment speed is slow and cannot match transient conditions.

[0005] To address the aforementioned issues, Chinese Patent Publication No. CN 115366765 A discloses an active side wing structure for automotive seats, applied to the seat body. This structure includes a side wing support airbag, a detection airbag, and a solenoid valve assembly. The side wing support airbag is mounted on the seat body for supporting the side wing of the seat body. The detection airbag is also mounted on the seat body for detecting the air pressure value of the side wing of the seat body. The solenoid valve assembly is connected to an air source and is pneumatically connected to the side wing support airbag and the detection airbag. This document claims that by detecting the airbag, the pressure exerted on the detection airbag by the driver during vehicle steering is adjusted to regulate the air pressure of the side wing support airbag, providing timely support and protection, and improving the safety and comfort of the driver and passengers.

[0006] In actual use, it cannot provide timely and effective support in situations such as emergency lane changes, and is prone to false triggering in scenarios such as gentle curves and bumpy roads, affecting ride comfort. It also has the problem of being prone to over-triggering at low speeds and insufficient support at high speeds.

[0007] Therefore, there is an urgent need for a side wing support system and control method for vehicle seats that can provide effective support during emergency lane changes, have a low probability of false triggering, and provide sufficient support at high speeds. Summary of the Invention

[0008] This invention provides a side wing support system for vehicle seats, which can provide effective support, has a low probability of false triggering, and provides sufficient support at high speeds.

[0009] To solve the above-mentioned technical problems, this application provides the following technical solution: The side wing support system of the vehicle seat includes: Main control unit; The vehicle data acquisition module, which is electrically connected to the main control unit, is used to acquire vehicle speed signals, steering wheel angle signals, steering wheel angular velocity signals, and lateral acceleration signals in real time. The pneumatic actuator, electrically connected to the main control unit, includes a high-pressure electric air pump, a high-pressure air tank, an inflation solenoid valve group, a deflation solenoid valve group, a left wing airbag assembly, and a right wing airbag assembly. The outlet of the high-pressure electric air pump is connected to the inlet of the high-pressure air tank, and the outlet of the high-pressure air tank is connected to the left wing airbag assembly and the right wing airbag assembly respectively through the inflation solenoid valve group. The left wing airbag assembly and the right wing airbag assembly are also connected to the atmosphere through the deflation solenoid valve group.

[0010] The basic principles and beneficial effects of the scheme are as follows: The vehicle data acquisition module synchronously collects four core dynamic parameters: vehicle speed, steering wheel angle, steering wheel angular velocity, and lateral acceleration. This comprehensively characterizes the vehicle's real-time steering condition from four dimensions: driving speed, steering amplitude, steering rate, and force intensity. These four parameters mutually verify and complement each other, providing the main control unit with complete and redundant decision inputs, avoiding the limitations of sensing only a single parameter.

[0011] The high-pressure air-storage pneumatic actuator employs a two-stage air supply architecture consisting of a high-pressure electric air pump and a high-pressure air tank, unlike the traditional direct air pump inflation mode. The high-pressure electric air pump pre-fills the high-pressure air tank with high-pressure gas, creating a stable, instantaneous high-pressure air source. When support needs to be triggered, the high-pressure air tank rapidly supplies air to the corresponding side air bags via an independent inflation solenoid valve assembly, while the deflation solenoid valve assembly independently controls the depressurization process of the air bags. The left and right side air bag assemblies feature completely independent air circuit designs, allowing for separate inflation, pressure holding, and deflation actions.

[0012] The main control unit, as the core of the system, receives real-time data from the multi-parameter sensing module. After logical calculation, it outputs precise control signals to the pneumatic actuator, coordinating the start and stop of the high-pressure electric air pump and the on / off sequence of the inflation and deflation solenoid valve groups to achieve precise control of the triggering timing, support force, and recovery process of the wing support.

[0013] Featuring an independent airflow design for the left and right wings, it provides asymmetrical support based on the vehicle's turning direction: when turning left, the right wing airbag inflates while the left wing maintains pressure; when turning right, the left wing airbag inflates while the right wing maintains pressure. This precisely counteracts the centrifugal force generated during vehicle turning, stably fixing the occupant's torso and thighs in the center of the seat. The stable high-pressure air source provided by the high-pressure air tank ensures the support rigidity after the airbags are inflated, avoiding the weakness in support caused by insufficient air pressure in traditional direct air pump inflation modes. This effectively reduces the occupant's body slippage and improves the stability and precision of driving control.

[0014] Employing a four-parameter fusion judgment mechanism, compared to existing single-parameter triggering modes (steering wheel angle only or lateral acceleration only), this system can accurately distinguish between real steering conditions and disruptive conditions such as road bumps, slight steering wheel wobbling, and unintentional steering wheel touches by occupants. For example, when the vehicle is traveling on a bumpy road and experiences slight lateral acceleration but the steering wheel does not turn significantly, the system will not falsely trigger the side wing supports; similarly, when the steering wheel turns slightly but the vehicle speed is extremely low and there is no lateral acceleration, the system will not activate the support action, thus significantly reducing the probability of false triggering and avoiding unnecessary support actions that may disturb occupants.

[0015] The high-pressure air tank pre-stores a sufficient amount of high-pressure gas, enabling a continuous supply of high-flow, high-pressure gas during high-speed continuous cornering. This ensures that the inflation pressure and support strength of the side airbags do not decrease due to insufficient air pump capacity. Even when the vehicle is cornering at high speeds, it can quickly and stably inflate the corresponding side airbags, providing ample lateral support and effectively suppressing occupant body roll during high-speed cornering, thus improving safety and handling confidence at high speeds.

[0016] Because it adopts a direct air supply mode from a high-pressure air tank, there is no need to wait for the air pump to start and pressurize. The response time from receiving the trigger signal to the side air bags starting to inflate is shortened, which is an order of magnitude better than the traditional direct air pump inflation mode. It can provide lateral support in time at the beginning of the turn and suppress the tendency of the occupant's body to slide in advance.

[0017] Four types of parameters reflect the vehicle's dynamic characteristics from different dimensions: vehicle speed is used to distinguish different driving conditions such as low-speed maneuvering, urban roads, and highways; steering wheel angle reflects the steering amplitude; steering wheel angular velocity reflects the urgency of the steering; and lateral acceleration directly reflects the magnitude of the centrifugal force experienced by the occupants. Multi-parameter fusion analysis can accurately identify steering conditions of different intensities and urgency levels, providing the system with precise decision-making basis.

[0018] Independent inflation and deflation solenoid valve groups can precisely control the inflation and deflation speed of the airbag, avoiding the impact and discomfort caused by sudden inflation or deflation; the asymmetrical support method inflates only the side that needs support, without causing unnecessary compression to the other side of the body; the support action is synchronized with the vehicle's steering, and the occupants can hardly feel the initiation and recovery process of the support, obtaining stable lateral support without realizing it.

[0019] The air circuits on the left and right wings are completely independent. A malfunction in the air circuit or solenoid valve on one side will not affect the normal operation of the other side. When power is cut off, the deflation solenoid valve group can open automatically, allowing the side wing airbags to depressurize slowly, thus avoiding injury to the occupants due to the sudden hardening of the side wings.

[0020] In a side collision, the controlled deflation process can absorb some of the impact energy, reducing secondary injuries to the occupant's chest and pelvis. At the same time, the flexible support characteristics of the side airbags can better conform to the occupant's body, providing uniform support force in the early stages of a collision, and working together with the vehicle's safety system to improve the passive safety protection effect.

[0021] In summary, this invention achieves the goals of providing effective support, low probability of false triggering, and sufficient support strength at high speeds.

[0022] Furthermore, the main control unit is configured to execute the following control logic: S1: After the system is powered on and initialized, when the vehicle speed is detected to be greater than the first preset value for the first time, the high-pressure electric air pump is controlled to start, and the high-pressure air tank is pre-filled with air for a preset time before stopping; S2: Real-time acquisition of vehicle status data, and determination of whether active side wing support needs to be activated based on the current vehicle speed range and preset trigger conditions; S3: When the left turn trigger condition is met, the right inflation solenoid valve in the inflation solenoid valve group is opened to inflate the right wing airbag assembly, while the left wing airbag assembly is kept pressurized; when the right turn trigger condition is met, the left inflation solenoid valve in the inflation solenoid valve group is opened to inflate the left wing airbag assembly, while the right wing airbag assembly is kept pressurized; after inflation reaches the preset time, the corresponding inflation solenoid valve is closed to maintain the side wing support state; S4: Continuously monitor vehicle status data. When all triggering conditions are not met and the preset recovery time is maintained, control the deflation solenoid valve group to open, so that the left wing airbag assembly and the right wing airbag assembly slowly deflate and return to the initial pressure state before active triggering.

[0023] Furthermore, the main control unit is also configured to support two sensitivity adjustment modes: standard mode and sensitive mode. In standard mode, the action wings use a single-channel inflation method, and the inflation time is the first preset time. In sensitive mode, the action wings use a dual-channel inflation method, and the inflation time is positively correlated with the vehicle speed.

[0024] Furthermore, the inflation solenoid valve group and the deflation solenoid valve group are integrated in the same solenoid valve island, and the solenoid valve island adopts a normally closed solenoid valve; the left wing airbag assembly and the right wing airbag assembly are each composed of 4 independent air chambers, which correspond to the upper torso, lower torso, upper thigh and lower thigh support areas of the occupant, respectively.

[0025] Furthermore, it also includes a fault detection module, which is electrically connected to the main control unit and is used to detect the working status of the high-pressure electric air pump, the inflation solenoid valve group, the deflation solenoid valve group and the air circuit in real time. When a fault is detected, the main control unit immediately stops the active side wing function and controls all air bags to slowly deflate to a safe state, while storing the fault code.

[0026] Furthermore, the main control unit is also configured to execute feedforward prediction logic, specifically including: Real-time calculation of steering wheel angle acceleration The steering wheel angular acceleration Steering wheel angular velocity The first derivative with respect to time, i.e.: When the steering wheel angular acceleration Greater than the preset threshold And when the duration is greater than or equal to 10ms, the inflation action of the corresponding side wing airbag assembly is triggered in advance; The preset threshold The value of is determined according to the following formula: in, The speed coefficient is a value that can be taken as follows: ; The base threshold is set to a value of ; Current vehicle speed, in km / h; The and The values ​​were obtained through bench test calibration: with a step signal input to a fixed steering wheel, the lateral displacement of the occupant's torso was measured. With steering wheel angular acceleration The relationship is selected to cause lateral displacement of the occupant's torso. The smallest The value is used as a preset threshold at the corresponding vehicle speed. .

[0027] Furthermore, the system also includes wheel speed sensors, and the main control unit is used to acquire navigation map data and road surface friction coefficients to form multimodal fusion judgment logic. The main control unit is used to provide the radius of curvature of curves within a 500m range in front of the vehicle based on the navigation map data. ; The main control unit is also used to estimate the road friction coefficient based on data fusion of wheel speed sensors and vehicle lateral acceleration. The estimation formula is: in, Current vehicle speed; The radius of curvature of the curve; This refers to the vehicle's lateral acceleration. When the estimated road friction coefficient And the radius of curvature of the curve ahead When this happens, the main control unit automatically switches the sensitivity mode to the high sensitivity mode and shortens the inflation time corresponding to the current sensitivity mode.

[0028] Furthermore, the control logic for active flank recovery in step S4 specifically includes: Step S41: Detect steering wheel angle Is it less than the preset recovery threshold? And the duration is greater than or equal to 1.0s, the preset recovery threshold Values ; Step S42: If the conditions of step S41 are met, then the dual-channel coordinated deflation mode is activated: the corresponding inflation solenoid valve and deflation solenoid valve are controlled to open alternately, with each opening time being [not specified]. The interval is 50ms. It takes 100ms; Step S43: When a continuous curve condition is detected, the preset recovery time is extended to 3.0s.

[0029] Furthermore, both the inflation solenoid valve assembly and the deflation solenoid valve assembly are composed of high-speed linear solenoid valves, which operate under pressure differential... Maximum flow rate Response time ; The volume of the high-pressure gas storage tank After pre-inflation is completed, the pressure is maintained at . Attached Figure Description

[0030] Figure 1 This is a structural diagram of a vehicle seat in a side wing support system. Figure 2 This is a schematic diagram of the left wing airbag assembly in the side wing support system of a vehicle seat. Figure 3 A logic block diagram of the side wing support system for vehicle seats; Figure 4 A flowchart illustrating the triggering logic of the side wing support system for vehicle seats; The markings in the accompanying drawings include: 1. Upper side wing decorative cover; 2. Lower side wing decorative cover; 3. Inflation quick connector; 4. Left side wing inflation hose; 5. Right side wing inflation hose; 6. Deflator quick connector; 7. Air hose fixing clip; 8. Air bag mounting bolt; 9. Frame mounting positioning hole; 10. Seat frame connecting clip; 20. Integrated solenoid valve island; 21. High-pressure electric air pump; 22. System mounting backplate; 23. High-pressure air tank; 24. Left side wing air bag assembly; 25. Right side wing air bag assembly; 26. Side wing support frame; 27. Side wing decorative cover. Detailed Implementation

[0031] The following detailed description illustrates the specific implementation method: Example 1 The side wing support system of the vehicle seat includes: Main control unit; The vehicle data acquisition module, which is electrically connected to the main control unit, is used to acquire vehicle speed signals, steering wheel angle signals, steering wheel angular velocity signals, and lateral acceleration signals in real time. The pneumatic actuator electrically connected to the main control unit includes a high-pressure electric air pump 21, a high-pressure air tank 23, an inflation solenoid valve group, a deflation solenoid valve group, a left wing airbag assembly 24, and a right wing airbag assembly 25. The outlet of the high-pressure electric air pump 21 is connected to the inlet of the high-pressure air tank 23. The outlet of the high-pressure air tank 23 is connected to the left wing airbag assembly 24 and the right wing airbag assembly 26 respectively through the inflation solenoid valve group. The left wing airbag assembly 24 and the right wing airbag assembly 25 are also connected to the atmosphere through the deflation solenoid valve group.

[0032] To realize the above system, it also includes: an integrated solenoid valve island 20, a system mounting backplate 22, a side wing support frame 26, and a side wing decorative cover 27 (such as...). Figure 1 (As shown).

[0033] The integrated solenoid valve island 20 has a rectangular structure with a die-cast aluminum alloy shell and an anodized surface, providing excellent heat dissipation and electromagnetic shielding. Internally, it integrates eight normally closed high-speed linear solenoid valves, divided into three groups: two inflation solenoid valves, two deflation solenoid valves, and four massage solenoid valves; each solenoid valve independently controls one air path. It is fixed to the upper left corner of the system mounting backplate 22 using four M3×8 stainless steel bolts. The top has one main air inlet and eight independent air outlets. The main air inlet connects to the outlet of the high-pressure air tank 23 via an air pipe. The two inflation outlets connect to the left wing inflation pipe 4 and the right wing inflation pipe 5, respectively. The two deflation outlets connect to the left and right deflation pipes, respectively. The four massage outlets connect to the seat massage airbags. It connects to the main control unit via a 20-pin waterproof connector, receiving control signals from the main control unit and providing feedback on the solenoid valve's operating status.

[0034] As the core of the system's gas path control, it receives electrical signals from the main control unit, controls the opening and closing of the corresponding solenoid valves, realizes the switching of high-pressure gas between the gas storage tank, gas bag and atmosphere, and completes the inflation, pressure holding and deflation actions of the side wings.

[0035] The high-pressure electric air pump 21 is cylindrical in shape, with a die-cast aluminum alloy casing and heat dissipation fins on the surface to improve heat dissipation. It adopts a piston structure and incorporates a brushless DC motor and an eccentric wheel mechanism (other parameters can be selected according to actual needs).

[0036] The high-pressure electric air pump 21 is fixed to the lower left corner of the system mounting backplate 22 with two M4×10 bolts, arranged side by side with the integrated solenoid valve island 20. The air outlet is connected to the air inlet of the high-pressure air tank 23 through a φ6mm PU air pipe, and a one-way valve is provided at the air pipe connection to prevent gas backflow. In this embodiment, the high-pressure electric air pump 21 is connected to the main control unit through a high-side drive module, and the main control unit controls its start and stop.

[0037] Under the control of the main control unit, the motor drives the piston to reciprocate, compressing the outside air into high-pressure gas and filling it into the high-pressure gas storage tank 23, providing a stable gas source for the system.

[0038] The system mounting backplate 22 is made of 1.5mm thick cold-rolled steel sheet, stamped into an irregular flat shape, with an electrophoretic anti-rust treatment on the surface. Multiple reinforcing ribs are stamped on the backplate to enhance structural strength, and it also features multiple mounting holes and wiring holes. It is fixed to the central area of ​​the seat back frame using four M6×12 bolts. The integrated solenoid valve island 20, high-pressure electric air pump 21, and high-pressure air tank 23 are all bolted to this backplate.

[0039] As the mounting base for all pneumatic control components, it integrates the scattered components into a whole module, which facilitates production assembly and vehicle installation; at the same time, the reinforcing rib structure ensures sufficient rigidity to prevent vibration and abnormal noise during vehicle operation.

[0040] The high-pressure gas storage tank 23 is made of 6061-T6 aluminum alloy seamless tube by spinning. It is cylindrical in shape with elliptical end caps at both ends. The working pressure is 350±20kPa and the burst pressure is ≥1.2MPa.

[0041] The high-pressure gas storage tank 23 has a built-in overpressure safety valve and pressure sensor; the overpressure safety valve opens at a pressure of 0.45 MPa and automatically releases pressure when the pressure inside the tank exceeds this value; the pressure sensor measures from 0 to 0.6 MPa and monitors the pressure inside the tank in real time and feeds it back to the main control unit.

[0042] The high-pressure gas storage tank 23 is fixed to the right side of the system mounting back plate 22 by two metal clamps; the air inlet is connected to the air outlet of the high-pressure electric air pump 21 through an air pipe, and the air outlet is connected to the main air inlet of the integrated solenoid valve island 20 through an air pipe.

[0043] The high-pressure gas generated by the high-pressure electric air pump 21 is pre-stored to form a stable instantaneous high-pressure gas source; when the side wing support needs to be triggered, the high-pressure gas in the tank is directly filled into the air bag without waiting for the air pump to start pressurization, which greatly improves the system response speed.

[0044] The left wing airbag assembly 24 and the right wing airbag assembly 25 are curved in shape, perfectly conforming to the contours of the human torso and thigh. They employ a double-layer composite structure: the outer layer is a 0.2mm thick TPU-coated nylon fabric, offering excellent airtightness and tear resistance, while the inner layer is a gradient-density polyurethane foam. Internally, they are longitudinally divided into four independent air chambers, corresponding from top to bottom to the upper torso, lower torso, upper thigh, and lower thigh support areas. They are fixed to the inner surface of the side wing support frame 26 using airbag mounting bolts 8. Each independent air chamber has a separate air inlet and outlet, connected to the inflation and deflation solenoid valves of the integrated solenoid valve island 20 via air pipes.

[0045] When high-pressure gas is filled into the air chamber, the air chamber expands and pushes the side wing decorative cover 27 outward, generating lateral support force on the occupant's body; when the gas is discharged, the air chamber contracts under the action of foam elasticity and decorative cover, returning to its initial state; the four independent air chambers can achieve differentiated support in different areas, improving support comfort.

[0046] The side wing support frame 26 has an arc-shaped structure that matches the side profile of the seat back. It is injection molded from 30% glass fiber reinforced PP material. The frame has multiple crisscrossing reinforcing ribs to improve structural rigidity, and two 2mm deep crumple grooves are pre-set in the middle.

[0047] The side wing support frame 26 is fixed to the side of the seat back frame through the frame mounting positioning hole 9 and the seat frame connecting buckle 10; the inner surface is used to fix the air bag assembly, and the outer edge is used to snap on the side wing decorative cover.

[0048] The side support frame 26 provides rigid support for the airbag assembly and decorative cover, ensuring the support rigidity when the airbag is inflated; the pre-set crumple zone can undergo controllable deformation during a side collision, absorbing some of the impact energy and reducing secondary injuries to the occupants.

[0049] The side wing decorative cover 27 is curved, perfectly matching the side profile of the seat back. It uses the same soft PVC material as the seat back to wrap 5mm thick high-resilience polyurethane foam, with a surface texture consistent with the seat fabric. The side wing decorative cover 27 is secured to the outer edge of the side wing support frame 26 via a ring of elastic buckles, completely covering the internal airbag assembly and piping structure. As the outermost component of the side wing unit, the side wing decorative cover 27 integrates seamlessly with the overall seat design, enhancing the aesthetics of the vehicle interior. Simultaneously, it evenly distributes the airbag's support force to the occupant's body, preventing discomfort caused by excessive localized pressure.

[0050] The left wing airbag assembly 24 (which has the same structure as the right wing airbag assembly 25) includes an upper side wing decorative cover 1, a lower side wing decorative cover 2, an inflation quick connector 3, a left wing inflation hose 4, a right wing inflation hose 5, a deflation quick connector 6, hose fixing clips 7, airbag mounting bolts 8, frame mounting positioning holes 9, and seat frame connecting clips 10 (e.g., Figure 2 (As shown).

[0051] The side wing upper decorative cover 1 is an overall arc-shaped strip, with its upper edge smoothly transitioning to the upper contour of the seat back, and its lower edge connecting with the side wing lower decorative cover 2; it adopts a double-layer composite structure, with the outer layer being a 0.8mm thick soft PVC surface with a leather-like texture, and the inner layer being a 3mm thick high-resilience polyurethane foam.

[0052] The decorative cover 1 on the side wing covers the upper area of ​​the side wing support frame 26. There are three evenly distributed elastic plastic buckles on the inside, which are engaged and fixed with the corresponding slots on the upper part of the side wing support frame 26 without the need for additional fasteners.

[0053] The decorative cover 1 on the side wing serves as an external decorative component of the side wing unit, isolating the internal aerodynamic structure from the occupant's body and enhancing riding comfort and aesthetics. When the side wing airbags inflate, the cover pushes outwards synchronously with the airbags, evenly transmitting the support force to the occupant's torso.

[0054] The shape of the lower side wing decorative cover 2 is symmetrical to that of the upper side wing decorative cover 1, and the lower edge smoothly transitions to the side profile of the seat cushion; the material is completely consistent with that of the upper side wing decorative cover 1, ensuring uniformity in appearance.

[0055] The lower decorative cover 2 of the side wing covers the lower area of ​​the side wing support frame 26. There are two elastic plastic buckles on the inside, which are engaged and fixed with the corresponding slots on the lower part of the side wing support frame 26. The upper edge and the lower edge of the upper decorative cover 1 of the side wing adopt an overlapping structure with an overlap width of 5mm to prevent dust from entering the interior.

[0056] The lower decorative cover 2 and the upper decorative cover 1 together form the outer shell of the side wing unit, protecting the internal pneumatic pipelines and electrical components from external damage.

[0057] The air-inflating quick connector 3 adopts a plug-in male and female head structure. The male head is made of nickel-plated brass, and the female head is made of POM engineering plastic. It has a built-in nitrile rubber sealing ring. The connector has an outer diameter of 6mm, an inner diameter of 4mm, and a rated working pressure of 1.0MPa.

[0058] The male end of the quick-connect inflation connector 3 is crimped to the ends of the left wing inflation tube 4 and the right wing inflation tube 5, while the female end is integrated into the air inlet of the left wing air bag assembly 24 and the right wing air bag assembly 25. During assembly, the male end is inserted into the female end, and during disassembly, the female end can be pulled out by pressing the release ring at the end of the female end.

[0059] The quick-connector 3 enables a fast and sealed connection between the pneumatic pipeline and the air bag, facilitating production assembly and subsequent maintenance and replacement; the sealing ring structure ensures that the air circuit is leak-free under high pressure.

[0060] Both the left wing inflation tube 4 and the right wing inflation tube 5 are circular transparent PU tubes. One end is connected to the air inlet of the corresponding side air bag through the inflation quick connector 3, and the other end passes through the wiring hole on the system mounting back plate 22 and is connected to the inflation outlet of the integrated solenoid valve island 20. The tube runs along the inner side of the side wing support frame 26 and is fixed by the tube fixing buckle 7.

[0061] The left wing inflation pipe 4 and the right wing inflation pipe 5 serve as high-pressure gas transmission channels, delivering the high-pressure gas output from the integrated solenoid valve island 20 to the corresponding side wing air bags, thereby inflating the air bags.

[0062] The quick-release connector 6 is identical to the quick-release connector 3. The male end is crimped to the end of the release hose, and the female end is integrated into the vent of the air bag. The quick-release connector 6 achieves a quick-sealing connection between the release hose and the air bag, allowing the high-pressure gas inside the air bag to be released to the atmosphere through the release solenoid valve.

[0063] The trachea fixing buckle 7 has a C-shaped elastic structure and is injection molded from PA66 engineering plastic, which has good elasticity and fatigue resistance; the inner diameter of the trachea fixing buckle 7 is 6mm, which is interference fit with the outer diameter of the trachea.

[0064] The air pipe fixing clip 7 has a barbed structure at the bottom, which is inserted into the pre-set circular mounting hole on the side wing support frame 26 for fixation; one clip is installed every 100mm along the air pipe to firmly fix the air pipe to the inside of the frame. The air pipe fixing clip 7 fixes the pneumatic pipeline, preventing the pipeline from shaking and colliding with the frame during vehicle operation, thus preventing abnormal noise. It also prevents the pipeline from being squeezed or bent, which could cause air passage blockage.

[0065] The airbag mounting bolts 8 are M4×10 stainless steel hex bolts with a passivated surface treatment for good rust prevention; they are used in conjunction with stainless steel flat washers and spring washers. The airbag mounting bolts 8 pass through the mounting holes at the four corners of the left wing airbag assembly 24 and the right wing airbag assembly 25, and are screwed into the corresponding threaded holes on the side wing support frame 26. The airbag mounting bolts 8 securely fix the left and right airbag assemblies to the side wing support frame 26, preventing displacement or detachment of the airbags due to internal pressure during inflation, and ensuring accurate transmission of support force.

[0066] The frame mounting positioning hole 9 is an 8mm diameter circular through hole with a 1×45° chamfer at the opening for easy insertion of the positioning pin; two holes are provided, located at the upper and lower ends of the side wing support frame 26 respectively. The frame mounting positioning hole 9 is interference-fitted with the pre-installed 8mm diameter steel positioning pins on the seat back frame. The frame mounting positioning hole 9 achieves precise positioning between the side wing unit and the seat frame, ensuring symmetrical installation positions of the left and right side wings and avoiding uneven support force due to installation deviations.

[0067] The seat frame connecting clip 10 is made of 65Mn spring steel, stamped and electrophoretically treated, with a U-shaped structure and barbs at the ends. Two seat frame connecting clips 10 are provided, respectively engaging with the clip mounting slots at the upper and lower ends of the side wing support frame 26. During assembly, the barbed ends of the clips are inserted into the corresponding square slots on the seat frame. The seat frame connecting clip 10 enables quick, tool-free assembly between the side wing unit and the seat frame, while providing sufficient connection strength to ensure that the side wing unit will not loosen or detach during vehicle operation.

[0068] In practical use: The main control unit adopts Figure 3 The architecture shown features a 32-bit ARM Cortex-M0 microcontroller at its core, integrating power management, LIN communication, high-side driver functionality, and fault detection. The controller is bolted to the back of the seat frame.

[0069] The vehicle data acquisition module communicates with the vehicle body controller (BCM) via the LIN bus to acquire the following vehicle status data in real time: Vehicle speed signal: resolution 1 km / h, update frequency 10 Hz Steering wheel angle signal: resolution 1°, range -720° to +720°, update frequency 100Hz Steering wheel angular velocity signal: resolution 1° / s, range 0~500° / s, update frequency 100Hz Lateral acceleration signal: resolution 0.1 m / s², range -5 m / s² to +5 m / s², update frequency 100 Hz The pneumatic actuator employs an air supply architecture consisting of an air pump, an air tank, a solenoid valve, and air bags. The outlet of the high-pressure electric air pump 21 is connected to the inlet of the high-pressure air tank 23 via an air pipe. The air pump only activates to replenish pressure when the air tank pressure is below 300 kPa. The outlet of the high-pressure air tank 23 is connected to the main air inlet of the integrated solenoid valve island 20 via an air pipe. The two inflation outlets of the integrated solenoid valve island 20 are connected to the inlets of the left wing air bag assembly 24 and the right wing air bag assembly 25 via the left wing inflation pipe 4 and the right wing inflation pipe 5, respectively. The two deflation outlets of the integrated solenoid valve island 20 are connected to the exhaust ports of the left wing air bag assembly 24 and the right wing air bag assembly 25 via deflation pipes, respectively. The exhaust ports of the left wing air bag assembly 24 and the right wing air bag assembly 25 are also connected to the atmosphere via deflation solenoid valves. like Figure 2 As shown, the side wing unit is positioned by engaging with the positioning pin on the seat frame through the frame mounting positioning hole 9, and then secured to the seat frame by the seat frame connecting buckle 10. The pneumatic pipeline is fixed to the side wing support frame 26 by the air pipe fixing buckle 7 to prevent the pipeline from shaking and causing abnormal noise.

[0070] The main control unit executes the following logic (such as...) Figure 4 (as shown) S1: System initialization and pre-inflation. After the system is powered on, the main control unit first performs a hardware self-test to check whether the air pump, solenoid valve, and communication interface are normal. If the self-test passes, it enters standby mode; if a fault is detected, the fault code is stored and the active wing function is disabled.

[0071] When the vehicle speed is first detected to be greater than 10 km / h, the main control unit controls the high-pressure electric air pump 21 to start, pre-filling the high-pressure air tank 23 for 10 seconds. After pre-filling, the pressure inside the air tank reaches 350±20 kPa, and the air pump automatically stops. Subsequently, when the pressure in the air tank drops below 300 kPa, the air pump automatically starts to replenish the pressure to 350 kPa.

[0072] S2: Real-time vehicle status monitoring. The main control unit acquires vehicle status data via the LIN bus at a sampling rate of 10Hz and performs moving average filtering on the data. The filtering window size is 5 to eliminate high-frequency noise interference.

[0073] S3: Active side wing trigger condition judgment. The main control unit determines whether the active side wing trigger condition is met based on the sensitivity mode (standard mode or sensitive mode) selected by the user and the current vehicle speed range.

[0074] Standard mode trigger conditions: When the vehicle speed is between 15-20 km / h, the steering wheel angle is >360°, or the steering wheel angular velocity is >200° / s, or the lateral acceleration is >3.0 m / s²; when the vehicle speed is between 20-30 km / h, the steering wheel angle is >180°, or the steering wheel angular velocity is >180° / s, or the lateral acceleration is >3.0 m / s²; when the vehicle speed is between 30-40 km / h, the steering wheel angle is >60°, or the steering wheel angular velocity is >160° / s, or the lateral acceleration is >1.8 m / s². The trigger conditions for other speed ranges are shown in the table below: Table 1. Normal Triggering (Standard State) Table Table 2 High-speed state triggering (standard state) table Sensitive mode trigger conditions: When the vehicle speed is between 15-20 km / h, the steering wheel angle is greater than 220°, or the steering wheel angular velocity is greater than 200° / s, or the lateral acceleration is greater than 2.0 m / s². When the vehicle speed is between 20-30 km / h, the steering wheel angle is greater than 80°, or the steering wheel angular velocity is greater than 180° / s, or the lateral acceleration is greater than 2.0 m / s². Table 3. Regular Triggering (Sensitive State) Table Table 4 High-speed state triggering (sensitive state) table High-speed condition triggering conditions (prioritized when vehicle speed ≥ 80km / h): In standard mode, active side wing support is directly triggered when the lateral acceleration is greater than or equal to the high-speed threshold of the corresponding vehicle speed range. In sensitive mode, when the lateral acceleration is greater than or equal to the high-speed threshold of the corresponding vehicle speed range, active side wing support is directly triggered. S4: Side wing inflation and pressure control When the left turn trigger condition is met, the main control unit controls the right inflation solenoid valve in the integrated solenoid valve island 20 to open, and the high-pressure gas in the high-pressure gas tank 23 is quickly filled into the right wing air bag assembly 25. At the same time, the left inflation solenoid valve and the left and right deflation solenoid valves remain closed, and the left wing air bag assembly 24 maintains pressure.

[0075] When the right turn trigger condition is met, the main control unit controls the left inflation solenoid valve to open, and high-pressure gas is injected into the left wing airbag assembly 24. At the same time, the right inflation solenoid valve and the left and right deflation solenoid valves remain closed, and the right wing airbag assembly 25 maintains pressure.

[0076] Inflation time control: In standard mode, a single-channel inflation method is used, and the inflation time is fixed at 700ms.

[0077] In sensitive mode, a dual-channel inflation method is adopted (two inflation solenoid valves are opened simultaneously). The inflation time varies with vehicle speed: 400ms when vehicle speed < 30km / h, 700ms when vehicle speed ≤ 60km / h, and 1000ms when vehicle speed ≥ 60km / h.

[0078] After inflation reaches the preset time, the main control unit closes the corresponding inflation solenoid valve, and the side air bags maintain the current pressure to provide continuous lateral support.

[0079] S5: Flanking Recovery Control The main control unit continuously monitors vehicle status data. If all trigger conditions are not met and remain unmet for 1.0 second, the side wing recovery procedure is initiated. Check if the steering wheel angle θ is less than 10° and the duration is ≥1.0s. If the conditions are met, the dual-channel coordinated deflation mode is activated: the corresponding inflation and deflation solenoid valves are opened alternately, with each opening lasting 50ms and an interval of 100ms. Simultaneously monitor the pressure values ​​of the left and right wing airbags. When the pressure difference between the left and right wings is less than 2 kPa and both fall within the initial pressure zone [P0-1 kPa, P0+1 kPa], the recovery is considered complete, and all solenoid valves are closed. When continuous curves are detected (more than 3 steering actions triggered within 10 seconds), the preset recovery time will be extended to 3.0 seconds to avoid frequent inflation and deflation of the side wing tires. Example 2 Compared with Example 1, the only difference is that, in order to further improve the system response speed and operating condition adaptability, this example adds feedforward prediction logic and multimodal fusion judgment function on the basis of the above control method.

[0080] The main control unit calculates the steering wheel angular acceleration α in real time, using the following formula: Where ω is the angular velocity of the steering wheel, in ° / s; t is time, in s.

[0081] When α>α th And when the duration is ≥10ms, the corresponding side wing inflation action is triggered 50-100ms in advance. Preset threshold α th The value of is determined according to the following formula: Where k1 = 5.0° / s³·(km / h)⁻¹, k2 = 200° / s², and v is the current vehicle speed in km / h.

[0082] The values ​​of k1 and k2 were obtained through bench testing: with a fixed steering wheel input step signal, the relationship between the lateral displacement δ and α of the occupant's torso was measured at different vehicle speeds, and the minimum α value that makes δ≤15mm was selected as α at the corresponding vehicle speed. th .

[0083] The main control unit integrates navigation map data and a road surface friction coefficient estimation module to form a multimodal fusion judgment. The navigation map data provides the curvature radius R of the curve within a 500m range in front of the vehicle; the road surface friction coefficient μ is estimated based on data fusion from wheel speed sensors and yaw rate sensors, using the following formula: Where v is the current vehicle speed in m / s; R is the radius of curvature of the curve in m; and a_y is the lateral acceleration in m / s².

[0084] When μ < 0.6 and R < 50m, the main control unit automatically switches the sensitivity mode to the high sensitivity mode and shortens the current inflation time by 20% to provide stronger lateral support in advance.

[0085] Example 3 Compared to Example 1, the only difference is that the presence of an open circuit or short circuit fault is determined by detecting the current in the solenoid valve drive circuit. If a fault is detected, the active side wing function is immediately stopped, and all airbags are slowly deflated to a safe state. The system monitors the air pump's operating current and the air tank pressure. If the air tank pressure fails to reach 300 kPa within 15 seconds of pump startup, an air pump malfunction is identified. During pressure maintenance, the system monitors the air bag pressure change rate; if the pressure drops by more than 20 kPa within 10 seconds, an air circuit leak is identified. If no vehicle bus data is received for 500 ms, a communication fault is identified, and the active side wing function is disabled. All fault information is stored in the main control unit's non-volatile memory and can be read using a diagnostic tool for easy maintenance.

[0086] The above are merely embodiments of the present invention. The invention is not limited to the fields covered by these embodiments. Commonly known structures and characteristics in the solutions are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are able to access all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, under the guidance of this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. The side wing support system of the vehicle seat, including: The main control unit is characterized by further comprising: The vehicle data acquisition module, which is electrically connected to the main control unit, is used to acquire vehicle speed signals, steering wheel angle signals, steering wheel angular velocity signals, and lateral acceleration signals in real time. The pneumatic actuator, electrically connected to the main control unit, includes a high-pressure electric air pump, a high-pressure air tank, an inflation solenoid valve group, a deflation solenoid valve group, a left wing airbag assembly, and a right wing airbag assembly. The outlet of the high-pressure electric air pump is connected to the inlet of the high-pressure air tank, and the outlet of the high-pressure air tank is connected to the left wing airbag assembly and the right wing airbag assembly respectively through the inflation solenoid valve group. The left wing airbag assembly and the right wing airbag assembly are also connected to the atmosphere through the deflation solenoid valve group.

2. The side wing support system for a vehicle seat according to claim 1, characterized in that, The main control unit is configured to execute the following control logic: S1: After the system is powered on and initialized, when the vehicle speed is detected to be greater than the first preset value for the first time, the high-pressure electric air pump is controlled to start, and the high-pressure air tank is pre-filled with air for a preset time before stopping; S2: Real-time acquisition of vehicle status data, and determination of whether active side wing support needs to be activated based on the current vehicle speed range and preset trigger conditions; S3: When the left turn trigger condition is met, the right inflation solenoid valve in the inflation solenoid valve group is opened to inflate the right wing airbag assembly, while the left wing airbag assembly is kept pressurized; when the right turn trigger condition is met, the left inflation solenoid valve in the inflation solenoid valve group is opened to inflate the left wing airbag assembly, while the right wing airbag assembly is kept pressurized; after inflation reaches the preset time, the corresponding inflation solenoid valve is closed to maintain the side wing support state; S4: Continuously monitor vehicle status data. When all triggering conditions are not met and the preset recovery time is maintained, control the deflation solenoid valve group to open, so that the left wing airbag assembly and the right wing airbag assembly slowly deflate and return to the initial pressure state before active triggering.

3. The side wing support system for a vehicle seat according to claim 2, characterized in that, The main control unit is also configured to support two sensitivity adjustment modes: standard mode and sensitive mode. In standard mode, the action wings use a single-channel inflation method, and the inflation time is the first preset time. In sensitive mode, the action wings use a dual-channel inflation method, and the inflation time is positively correlated with the vehicle speed.

4. The side wing support system for a vehicle seat according to claim 3, characterized in that, The inflation solenoid valve group and the deflation solenoid valve group are integrated in the same solenoid valve island, and the solenoid valve island adopts a normally closed solenoid valve; the left wing airbag assembly and the right wing airbag assembly are each composed of 4 independent air chambers, which correspond to the upper torso, lower torso, upper thigh and lower thigh support areas of the occupant, respectively.

5. The side wing support system for a vehicle seat according to claim 4, characterized in that, It also includes a fault detection module, which is electrically connected to the main control unit, and is used to detect the working status of the high-pressure electric air pump, the inflation solenoid valve group, the deflation solenoid valve group and the air circuit in real time. When a fault is detected, the main control unit immediately stops the active side wing function and controls all air bags to slowly deflate to a safe state, while storing the fault code.

6. The side wing support system for a vehicle seat according to claim 5, characterized in that, The main control unit is also configured to execute feedforward prediction logic, specifically including: Real-time calculation of steering wheel angle acceleration The steering wheel angular acceleration Steering wheel angular velocity The first derivative with respect to time, i.e.: When the steering wheel angular acceleration Greater than the preset threshold And when the duration is greater than or equal to 10ms, the inflation action of the corresponding side wing airbag assembly is triggered in advance; The preset threshold The value of is determined according to the following formula: in, The speed coefficient is a value that can be taken as follows: ; The base threshold is set to a value of ; Current vehicle speed, in km / h; The and The values ​​were obtained through bench test calibration: with a step signal input to a fixed steering wheel, the lateral displacement of the occupant's torso was measured. With steering wheel angular acceleration The relationship is selected to cause lateral displacement of the occupant's torso. The smallest The value is used as a preset threshold at the corresponding vehicle speed. .

7. The side wing support system for a vehicle seat according to claim 6, characterized in that, The system also includes wheel speed sensors, and the main control unit is used to acquire navigation map data and road surface friction coefficient to form multimodal fusion judgment logic. The main control unit is used to provide the radius of curvature of curves within a 500m range in front of the vehicle based on the navigation map data. ; The main control unit is also used to estimate the road friction coefficient based on data fusion of wheel speed sensors and vehicle lateral acceleration. The estimation formula is: in, Current vehicle speed; The radius of curvature of the curve; This refers to the vehicle's lateral acceleration. When the estimated road friction coefficient And the radius of curvature of the curve ahead When this happens, the main control unit automatically switches the sensitivity mode to the high sensitivity mode and shortens the inflation time corresponding to the current sensitivity mode.

8. The side wing support system for a vehicle seat according to claim 7, characterized in that, The control logic for active flanking recovery in step S4 specifically includes: Step S41: Detect steering wheel angle Is it less than the preset recovery threshold? And the duration is greater than or equal to 1.0s, the preset recovery threshold Values ; Step S42: If the conditions of step S41 are met, then the dual-channel coordinated deflation mode is activated: the corresponding inflation solenoid valve and deflation solenoid valve are controlled to open alternately, with each opening time being [not specified]. The interval is 50ms. It takes 100ms; Step S43: When a continuous curve condition is detected, the preset recovery time is extended to 3.0s.

9. The side wing support system for a vehicle seat according to claim 8, characterized in that, Both the inflation solenoid valve assembly and the deflation solenoid valve assembly are composed of high-speed linear solenoid valves. These high-speed linear solenoid valves operate under pressure differential... Maximum flow rate Response time ; The volume of the high-pressure gas storage tank After pre-inflation is completed, the pressure is maintained at .

10. A method for controlling the side wing support system of a vehicle seat, characterized in that, The system described in any one of claims 1-9 is employed.

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