An energy feeding seat suspension control system and method

Abstract

The application relates to a kind of energy feedback type seat suspension control systems and methods, belong to vehicle seat suspension technical field.System includes mechanical rectifier mechanism, permanent magnet synchronous motor executor, three-phase bidirectional inverter, DC bus, energy storage management unit and controller.Mechanical rectifier mechanism converts seat reciprocating vibration into motor shaft unidirectional rotation.Motor shaft angular velocity, angular acceleration and the last sampling period actual execution recovery current are used to estimate the maximum recovery braking torque of mechanical side, combined with the effective recovery condition of electrical side, the minimum value in the maximum recovery current boundary of mechanical side, the effective recovery current boundary of electrical side and the maximum allowable current of inverter is obtained, the mechanical and electrical coupling recovery current boundary and the maximum energy recovery braking force are obtained, and according to the power relationship between ideal control force and seat suspension relative speed, it is divided into pure semi-active recovery damping mode, semi-active recovery plus active compensation mode and active force output mode.

Description

Technical Field

[0001] This invention belongs to the field of vehicle seat suspension control technology, specifically relating to a semi-active recovery priority active compensation energy-rechargeable seat suspension control system and method, which performs recovery damping force distribution and active compensation control based on the mechanical and electrical coupling recovery boundary. Background Technology

[0002] Vehicle seat suspension is a crucial device for isolating vertical road vibrations and improving passenger comfort, especially in commercial vehicles, engineering vehicles, agricultural vehicles, and vehicles operating for extended periods. Vertical seat vibrations directly affect driver or passenger fatigue, handling stability, and ride comfort. Traditional passive seat suspensions typically consist of springs and dampers. While simple in structure and highly reliable, their relatively fixed stiffness and damping parameters make it difficult to adapt to different road surface excitations, passenger masses, and vehicle operating conditions simultaneously. Consequently, it struggles to balance vibration isolation performance with suspension travel constraints under both low-frequency large-amplitude vibrations and high-frequency random excitations.

[0003] Active seat suspensions can output active control forces in real time based on the motion of the vehicle and seat, thereby improving seat vertical acceleration, suspension dynamic deflection, and system dynamic response. However, traditional active seat suspensions typically require continuous energy from the vehicle's power supply, resulting in high system energy consumption. Furthermore, the frequent active output of motors, hydraulic or electromagnetic actuators increases the overall vehicle's energy burden. For new energy vehicles or vehicle systems with high energy efficiency requirements, the energy consumption issue of active suspensions limits their further widespread application.

[0004] To reduce the energy consumption of active suspensions, energy-regenerating suspension technology has been proposed. Energy-regenerating seat suspensions can convert some of the mechanical energy of vibration into electrical energy through a motor or other energy conversion device when there is relative motion between the seat and the base, and store it in an energy storage element. This improves the suspension vibration control performance while reducing the external energy supply requirement. For example, Chinese patent application CN105857003A discloses an improved roof control method for an energy-regenerating suspension system. It determines the suspension operating mode based on the directional relationship between the absolute velocity of the sprung mass and the relative velocity between the sprung and unsprung masses: when the two directions are opposite, the linear motor is controlled to operate in active mode; when the two directions are the same, the relationship between the ideal roof damping force and the maximum damping force that the linear motor can output is further compared. If the ideal roof damping force does not exceed the maximum damping force, the linear motor is controlled to operate in semi-active mode and recover vibration energy; if the ideal roof damping force exceeds the maximum damping force, the linear motor is controlled to operate in passive damping mode, outputting the maximum equivalent damping force and recovering vibration energy.

[0005] However, existing regenerative seat suspensions, including the aforementioned improved canopy control method, typically rely primarily on the electrical side status of the motor or the actuator's own capabilities to determine regenerative braking capacity during the regenerative damping control process. These factors include motor back EMF, winding resistance, DC bus voltage, energy storage unit voltage, inverter current limits, or the maximum output damping force of the motor. Insufficient consideration is given to whether the mechanical side has sufficient input torque to support the applied regenerative braking force. When the mechanical side vibration input is weak or the mechanical input torque available on the motor shaft side is insufficient, applying a large electromagnetic braking torque based on the allowable regenerative current on the electrical side may lead to a mismatch between the actuator force and the actual mechanical input, causing abrupt changes in the seat suspension force response, increased control force tracking error, and even deterioration of vibration isolation performance. Conversely, when the motor is in a braking state but the effective regenerative conditions on the electrical side are insufficient, the system may exhibit mechanical braking rather than effective electrical energy feedback, resulting in decreased regenerative efficiency and even increased pressure on the DC bus energy management system.

[0006] Furthermore, existing regenerative active seat suspensions typically lack a unified force distribution mechanism between semi-active regenerative damping and active control. For example, in the aforementioned improved ceiling control method, when the ideal ceiling damping force exceeds the maximum damping force output by the linear motor, the system can only enter passive damping mode and output the maximum equivalent damping force. The portion of the ideal control force exceeding the regenerative capacity cannot be compensated, leading to clipping during ideal control force tracking and affecting the damping effect. Conversely, when the ideal control force is in the direction of damping energy absorption, the system should prioritize energy recovery using regenerative braking force; when the regenerative damping capacity is insufficient to meet the ideal control requirements, the system needs to compensate for the remaining control force through active compensation force; and when the ideal control force needs to input mechanical energy into the suspension system, the system should enter active force output mode. If the above mode switching and force distribution logic are unclear, it can easily cause an uneven transition between regenerative damping and active output, affecting the seat suspension control effect and system energy utilization efficiency.

[0007] Therefore, it is necessary to propose an energy-regenerative seat suspension control system and method that can simultaneously consider the mechanical input capacity and the effective recovery conditions of the electrical side. This system can prioritize the use of energy recovery braking force within the mechanical-electric coupling boundary under damped energy absorption conditions, actively compensate when the recovery capacity is insufficient, and stably output active force under active energy supply conditions, thereby taking into account the seat vibration control performance, vibration energy recovery efficiency, and electrical system operation safety. Summary of the Invention

[0008] To address the problems of existing energy-regenerative seat suspensions that primarily rely on electrical-side conditions to determine regenerative braking capacity during regenerative damping control, failing to adequately consider whether the mechanical-side input torque can actually support the regenerative braking force, and lacking a unified force distribution mechanism between semi-active regenerative damping and active control, this invention provides an energy-regenerative seat suspension control system and method. This system aims to determine the maximum regenerative braking force allowed under current operating conditions in real time, simultaneously matching regenerative damping control with both the actual mechanical-side input capacity and the effective electrical-side regenerative conditions. Furthermore, it ensures the tracking of the ideal control force even when regenerative capacity is insufficient, thereby balancing seat vibration control performance, vibration energy recovery efficiency, and electrical system operational safety.

[0009] To solve the above-mentioned technical problems, the present invention adopts the following technical solution.

[0010] In a first aspect, the present invention provides an energy-rechargeable seat suspension control system, characterized in that it includes: A seat suspension system is used to create vertical relative motion between the upper mass of the seat and the vehicle floor or seat base; A mechanical rectifier mechanism, connected to the seat suspension system, is used to convert the bidirectional relative motion of the seat suspension system into the unidirectional rotational motion of the permanent magnet synchronous motor actuator; A permanent magnet synchronous motor actuator, connected to the mechanical rectifier mechanism, is used to convert mechanical vibration energy into electrical energy under energy recovery conditions and to provide active control force to the seat suspension system under active control conditions. A three-phase bidirectional inverter is connected between the permanent magnet synchronous motor actuator and the DC bus for bidirectional power conversion. The DC bus is connected to the three-phase bidirectional inverter and is used to transmit electrical energy; An energy storage management unit, connected to the DC bus, is used to store recovered energy and provide active control power to the DC bus; The energy dissipation branch is connected to the DC bus and is used to dissipate excess electrical energy when the DC bus voltage exceeds the preset upper limit or the energy storage management unit can no longer absorb and recover energy. The controller is signal-connected to the seat suspension system, the permanent magnet synchronous motor actuator, the three-phase bidirectional inverter, and the energy storage management unit; The controller includes: The status acquisition module is used to collect the status parameters of the seat suspension, motor, and energy storage. The target control force generation module is used to generate ideal control forces based on the dynamic state of the seat suspension. The mechanical side recovery boundary estimation module is used to estimate the maximum recovery braking torque that the current mechanical side can support based on the equivalent rotational dynamics of the motor shaft side, using the motor shaft angular velocity, motor shaft angular acceleration and the recovery current actually executed in the previous sampling period, and convert the maximum recovery braking torque that the mechanical side can support into the maximum recovery current boundary of the mechanical side. The electrical side effective recovery boundary estimation module is used to calculate the electrical side effective recovery current boundary that satisfies the effective energy feedback condition at the current motor speed based on the electrical model of the permanent magnet synchronous motor. The mechanical-electric coupling boundary calculation module is used to couple the maximum reclaimed current boundary on the mechanical side, the effective reclaimed current boundary on the electrical side, and the maximum allowable current of the inverter to obtain the mechanical-electric coupling reclaimed current boundary that can be applied in the current sampling period, and further obtain the maximum energy recovery braking force. The semi-active recovery priority active compensation mode judgment module is used to classify the system working state into pure semi-active recovery damping mode, semi-active recovery plus active compensation mode and active force output mode according to the power relationship between the ideal control force and the relative speed of the seat suspension, and the maximum energy recovery braking force, and generate the target execution force. The force-current mapping module is used to convert the target force into a q-axis current command; The FOC-SVPWM motor drive module is used to control the three-phase bidirectional inverter through current closed-loop control and space vector pulse width modulation according to the q-axis current command and d-axis current command. The energy storage management module is used to control the energy storage and power supply of the energy storage management unit based on the DC bus voltage, supercapacitor status, main battery status, and system power requirements.

[0011] In one alternative embodiment, the mechanical rectification mechanism is configured to keep the motor shaft of the permanent magnet synchronous motor actuator rotating in the same direction during both the compression and rebound strokes of the seat suspension, with the motor shaft angular velocity satisfying... ,in, The angular velocity of the motor shaft. This is the equivalent speed conversion coefficient from the relative velocity of the seat suspension to the angular velocity of the motor shaft. The relative speed of the seat suspension; the mechanical rectification mechanism is any one of the following: planetary gear motion rectification mechanism, one-way clutch rectification mechanism, gear and rack one-way transmission mechanism, ball screw one-way transmission mechanism, and connecting rod planetary transmission mechanism.

[0012] In one optional implementation, the mechanical-side recovery boundary estimation module estimates the mechanical-side input torque based on the equivalent rotational dynamics of the motor shaft side, which includes an equivalent rotational inertia term, an electromagnetic braking torque term, and a mechanical loss term; the electrical-side effective recovery boundary estimation module calculates the electrical-side effective recovery current boundary based on the permanent magnet synchronous motor's electric angular velocity, permanent magnet flux linkage, and stator phase resistance; the motor shaft angular acceleration is obtained by filtering and differentiating the motor shaft angular velocity, or directly obtained by an angular acceleration sensor.

[0013] In one optional implementation, the coupling is minimized, and the mechanical-electric coupling recovery current boundary is the minimum of the mechanical-side maximum recovery current boundary, the electrical-side effective recovery current boundary, and the inverter's maximum allowable current.

[0014] In one alternative implementation, the ideal control force is generated using any one of ceiling control law, LQR control, H∞ control, sliding mode control, model predictive control, or adaptive control.

[0015] In one optional embodiment, the energy storage management unit includes a supercapacitor branch and a main battery branch. The supercapacitor branch is connected to the DC bus via a first bidirectional DC / DC converter, and the main battery branch is connected to the DC bus via a second bidirectional DC / DC converter. Both the first and second bidirectional DC / DC converters are four-switch Buck-Boost bidirectional converters, used to realize bidirectional buck-boost power transfer between the DC bus and the supercapacitor branch and the main battery branch. It also includes an energy dissipation branch connected to the DC bus, used to dissipate excess energy when the DC bus voltage exceeds a preset upper limit or the energy storage management unit can no longer absorb and recover energy. The energy dissipation branch includes a braking resistor and a power switching device. When the DC bus voltage exceeds the preset upper limit and the supercapacitor branch and the main battery branch can no longer absorb and recover energy, the controller controls the power switching device to conduct, so as to dissipate excess energy through the braking resistor.

[0016] In one optional implementation, the supercapacitor state includes at least one of supercapacitor voltage, state of charge, and allowable charge / discharge power; the main battery state includes at least one of main battery voltage, state of charge, and allowable charge / discharge power. Under energy recovery conditions, the energy storage management module prioritizes controlling the supercapacitor branch to absorb recovered energy. When the supercapacitor branch reaches a preset upper limit for voltage, upper limit for state of charge, or upper limit for absorbed power, the module controls the main battery branch to absorb the remaining recovered energy. Under active control conditions, the energy storage management module prioritizes controlling the supercapacitor branch to supply energy to the DC bus. When the supercapacitor branch voltage is lower than a preset lower limit, the state of charge is lower than a preset lower limit, or the output power is insufficient, the module controls the main battery branch to supplement the DC bus with energy.

[0017] Secondly, the present invention provides a method for controlling a rechargeable seat suspension, characterized in that it is used in a rechargeable seat suspension system, the rechargeable seat suspension system comprising a seat suspension system, a mechanical rectifier mechanism, a permanent magnet synchronous motor actuator, a three-phase bidirectional inverter, a DC bus, an energy storage management unit, an energy discharge branch, and a controller, the method comprising the following steps: Step 1: Collect seat suspension state parameters, motor state parameters, and energy storage state parameters. The seat suspension state parameters include the vertical velocity of the upper mass of the seat, the input velocity of the seat base or vehicle floor, and the relative velocity of the seat suspension. The motor state parameters include the motor shaft angular velocity, motor shaft angular acceleration, three-phase current, and DC bus voltage. The energy storage state parameters include the supercapacitor state and the main battery state. Step two: Generate ideal control force based on the dynamic state of the seat suspension; Step 3: Determine the energy flow direction corresponding to the ideal control force based on the product of the ideal control force and the relative velocity of the seat suspension. Step 4: Based on the equivalent rotational dynamics of the motor shaft side, estimate the mechanical side input torque using the actual regenerative current, motor shaft angular velocity, and motor shaft angular acceleration executed in the previous sampling period, and calculate the maximum regenerative braking torque that the mechanical side can support in the current sampling period based on the mechanical side input torque. Step 5: Convert the maximum regenerative braking torque that the mechanical side can support into the maximum regenerative current boundary on the mechanical side; Step 6: Based on the electrical model of the permanent magnet synchronous motor, calculate the effective recovery current boundary on the electrical side that satisfies the effective energy feedback condition at the current motor speed; Step 7: Couple the maximum mechanical recovery current boundary, the effective electrical recovery current boundary, and the maximum allowable inverter current to obtain the mechanical-electrical coupling recovery current boundary that can be applied in the current sampling period; Step 8: Calculate the maximum energy recovery braking force based on the mechanical-electric coupling recovery current boundary; Step 9: Determine the current operating mode based on the power relationship between the ideal control force and the relative speed of the seat suspension, as well as the maximum energy recovery braking force; When the ideal control force is opposite to the direction of relative motion of the seat suspension, and the amplitude of the ideal control force does not exceed the maximum energy recovery braking force, the system enters a pure semi-active recovery damping mode, and the target execution force is achieved by the recovery damping force. When the ideal control force is opposite to the direction of relative motion of the seat suspension, and the amplitude of the ideal control force exceeds the maximum energy recovery braking force, the system enters a semi-active recovery plus active compensation mode, first outputting the maximum energy recovery braking force, and then making up for the remaining control force through active compensation force. When the ideal control force is in the same direction as the relative motion of the seat suspension, the system enters the active force output mode, and the active control force is output by the permanent magnet synchronous motor actuator. Step 10: Convert the target execution force into a permanent magnet synchronous motor q-axis current command and set the d-axis current command to zero; Step 11: Generate the switching drive signal of the three-phase bidirectional inverter through FOC-SVPWM motor drive control to control the permanent magnet synchronous motor actuator to output the target electromagnetic torque; Step 12: Based on the DC bus voltage, supercapacitor status, main battery status, and system power requirements, control the operating status of the supercapacitor branch, main battery branch, and energy leakage branch. Under energy recovery conditions, realize energy recovery and storage; under active control conditions, realize active power supply; and activate energy leakage protection when the DC bus is overvoltaged.

[0018] In one optional implementation, during the estimation of mechanical input torque, the mechanical input torque estimated in the previous sampling period is used as a one-step prediction value of the mechanical input torque in the current sampling period, and the maximum regenerative braking torque that the mechanical side can support is calculated by combining the motor shaft angular velocity and motor shaft angular acceleration in the current sampling period.

[0019] In one optional implementation, in the pure semi-active recovery damping mode, the permanent magnet synchronous motor actuator is in an electromagnetic braking state, and the system converts the mechanical energy of the seat suspension vibration into electrical energy and feeds it back to the DC bus while outputting the target damping force; in the semi-active recovery plus active compensation mode, the target actuation force is composed of the maximum energy recovery braking force and the active compensation force, and the relationship between the energy recovery priority and vibration control performance is adjusted by the active compensation weighting coefficient; in the active force output mode, the energy storage management unit supplies power to the permanent magnet synchronous motor actuator through the DC bus and the three-phase bidirectional inverter, and the permanent magnet synchronous motor actuator outputs active control force to the seat suspension system; the FOC-SVPWM motor drive control generates the switching drive signal of the three-phase bidirectional inverter through Clarke / Park conversion, PI current control, inverse Park conversion and SVPWM.

[0020] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention establishes a mechanical-electric coupling recovery boundary, which not only considers the back EMF, stator resistance, and effective recovery conditions on the electrical side of the permanent magnet synchronous motor, but also whether the mechanical input torque on the motor shaft side can actually support the recovery braking force. This ensures that the allowed recovery current is simultaneously constrained by both the mechanical input capability and the electrical recovery conditions, thereby improving the physical rationality of the recovery damping boundary.

[0021] This invention estimates the mechanical input torque based on the actual regenerative braking current executed in the previous sampling cycle using equivalent rotational dynamics on the motor shaft side, thus avoiding the application of excessive regenerative current when mechanical input is insufficient. When the relative motion of the seat suspension is weak or the mechanical input torque available on the motor shaft side is insufficient, the system automatically limits the regenerative braking current through the mechanical boundary, reducing the risk of sudden changes in execution force, increased control force tracking error, and worsening seat vibration caused by excessive regenerative braking.

[0022] This invention avoids situations where the motor is in a braking state but cannot effectively recover electrical energy. By introducing an effective recovery boundary on the electrical side, the system can determine whether the current motor speed and electrical conditions meet the requirements for effective recovery, avoiding ineffective recovery and thus improving the effectiveness of energy recovery.

[0023] This invention proposes a semi-active recovery-priority active compensation control strategy to achieve unified force distribution between recovery damping and active control. When the ideal control force is in the direction of damping energy absorption, the system prioritizes the use of energy recovery braking force to recover vibration energy; when the recovery capacity is insufficient, the remaining control requirements are supplemented by active compensation force to ensure complete tracking of the ideal control force; when the ideal control force is in the direction of active energy supply, the system directly outputs active force, thereby balancing energy recovery efficiency and seat vibration damping performance.

[0024] This invention achieves energy management through a supercapacitor branch, a main battery branch, and an energy dissipation branch. The supercapacitor is suitable for absorbing high-frequency transient energy recovery and providing short-term active power, the main battery is suitable for providing continuous power or absorbing residual recovered energy, and the energy dissipation branch can dissipate excess energy when the DC bus is overvoltaged, thereby improving the operational stability and safety of the electrical system.

[0025] This invention employs a permanent magnet synchronous motor actuator, a three-phase bidirectional inverter, and FOC-SVPWM motor drive control to achieve closed-loop tracking of the target execution force, enabling rapid switching between regenerative braking and active drive, thereby improving the response speed and control accuracy of the regenerative seat suspension system.

[0026] Other advantages, objectives, and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0027] To make the objectives, technical solutions, and advantages of the present invention clearer, the preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein: Figure 1 This is an equivalent schematic diagram of the motion relationship of the planetary gear mechanism to which this invention applies; Figure 2 This is a topology diagram of the working state of the mechanically rectified seat suspension to which this invention applies; Figure 3 This is a schematic diagram of the vertical suspension mounting position for a vehicle seat to which this invention applies; Figure 4 This is a schematic diagram of the electromechanical actuator structure of the seat suspension to which this invention applies; Figure 5 This is an electrical architecture diagram of the energy-rechargeable seat suspension control system of the present invention; Figure 6 This is a topology diagram of the three-phase electrical interface circuit of the permanent magnet synchronous motor actuator of the present invention; Figure 7 This is a schematic diagram of the bidirectional energy flow of the four switches in the bidirectional DC / DC converter of the present invention; The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0028] Figure 8 This is a block diagram of the FOC-SVPWM motor drive control of the present invention. Detailed Implementation

[0029] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0030] Example 1 This embodiment provides a rechargeable seat suspension control system, including a seat suspension system, a mechanical rectifier mechanism, a permanent magnet synchronous motor actuator, a three-phase bidirectional inverter, a DC bus, an energy storage management unit, an energy discharge branch, and a controller.

[0031] (I) Overall System Structure and Mechanical Rectification Section Please see Figures 1 to 4 The energy-rechargeable seat suspension in this embodiment is suitable for electromechanical actuators with mechanical rectification functions. The seat suspension system is positioned between the upper mass of the seat and the vehicle floor or seat base, generating vertical relative motion under road excitation or vehicle floor vibration.

[0032] The relative motion is converted into rotational motion via a scissor mechanism, linkage mechanism, rack and pinion mechanism, lead screw mechanism, or planetary gear mechanism; the mechanical rectifier mechanism further converts the bidirectional rotational motion during compression and springback into unidirectional rotational motion of the permanent magnet synchronous motor actuator, so that the permanent magnet synchronous motor maintains the same rotational direction throughout the compression and springback process, thereby simplifying the determination of motor power direction and electrical control logic.

[0033] Please see Figure 1 The planetary gear mechanism includes a sun gear, a planet carrier, planet gears, and a ring gear. The relative motion of the seat suspension is converted into rotational motion through the planetary gear mechanism. Figure 1 The right side shows the lever equivalent relationship of the planetary gear mechanism, where , , These are the angular velocities of the sun gear, planet carrier, and ring gear, respectively. , , Here, S and R represent the torques at the sun gear, planet carrier, and ring gear, respectively, and S and R are the equivalent radii of the sun gear and ring gear, respectively. Please refer to [link / reference]. Figure 2Taking a planetary gear rectifier mechanism as an example, during the suspension compression phase, magnetorheological torque coupler 1 is closed, clutch 1 is disengaged, clutch 2 is closed, and magnetorheological torque coupler 2 is disengaged. With the planetary carrier as input, the sun gear as output, and the ring gear locked, the system can operate in a semi-active regenerative braking mode. With the sun gear as input, the planetary carrier as output, and the ring gear locked, the system can operate in an active energy consumption mode. During the suspension rebound phase, magnetorheological torque coupler 1 is disengaged, clutch 1 is closed, clutch 2 is disengaged, and magnetorheological torque coupler 2 is closed. With the ring gear as input, the planetary carrier as locked, and the sun gear as output, the system can operate in a semi-active regenerative braking mode. With the sun gear as input, the planetary carrier as locked, and the ring gear as output, the system can operate in an active energy consumption mode. The motor shaft rotates in the same direction during both the compression and rebound phases. Please refer to [link to relevant documentation]. Figure 3 The seat's vertical suspension uses a scissor structure mounted between the upper mass of the seat and the seat base. The seat's vertical vibration is amplified by the relative rotation of the scissor structure, creating a rotation angle θ. The seat suspension's electromechanical actuator is connected to this rotation angle, monitoring the vibration velocity and outputting an actuating force to suppress vibration and reduce seat vibration acceleration. Please refer to [link / reference]. Figure 4 The seat suspension electromechanical actuator includes a motor, a magnetorheological torque coupler, and a differential planetary structure.

[0034] Let the vertical velocity of the upper mass of the seat be... The vertical velocity of the seat base or vehicle floor input end is Then the relative speed of the seat suspension is: (1) Since the mechanical rectifier converts the bidirectional relative motion into the unidirectional rotational motion of the motor shaft, the angular velocity of the motor shaft is expressed as: (2) In the formula, This is the equivalent speed conversion coefficient from the relative velocity of the seat suspension to the angular velocity of the motor shaft. Due to mechanical rectification, the angular velocity of the motor shaft always satisfies... .

[0035] In terms of structural form, the mechanical rectification mechanism can be any one of the following: planetary gear motion rectification mechanism, one-way clutch rectification mechanism, gear and rack one-way transmission mechanism, ball screw one-way transmission mechanism, connecting rod planetary transmission mechanism, or other mechanism that can convert the relative motion of the seat suspension into the rotational motion of the motor shaft. The specific structural form of the mechanical rectification mechanism does not constitute a limitation on the scope of protection of this invention.

[0036] (ii) Electrical architecture and energy management Please see Figure 5The control system in this embodiment includes an upper-level controller, a middle-level mode judgment and force distribution module, a lower-level execution and power conversion module, and an energy storage and energy management unit.

[0037] The upper-level controller generates ideal control force based on the dynamic state of the seat suspension; the middle-level mode judgment and force distribution module determines the system working mode based on the mechanical and electrical coupling recovery boundary and power direction criteria, and outputs the target execution force; the lower-level execution and power conversion module realizes the target execution force through FOC current control, a three-phase bidirectional inverter and a permanent magnet synchronous motor actuator; and the energy storage and energy management unit realizes energy absorption, active power supply and system protection through supercapacitor branches, main battery branches and energy leakage branches.

[0038] Please see Figure 6 The permanent magnet synchronous motor actuator is connected to the three-phase bidirectional inverter via the U, V, and W three-phase winding interfaces. The DC side of the three-phase bidirectional inverter is connected to the DC bus, and a bus capacitor is installed on the DC bus to suppress voltage fluctuations. The DC bus connects to the supercapacitor branch, the main battery branch, and the energy dissipation branch, respectively. Both the supercapacitor branch and the main battery branch are connected to the DC bus via a four-switch bidirectional Buck-Boost DC / DC converter, enabling boost, buck, and bidirectional power flow between the DC bus and the energy storage unit at different voltage levels.

[0039] During energy recovery, the relative motion of the seat suspension drives the permanent magnet synchronous motor to rotate via a mechanical rectifier. The three-phase AC power generated by the permanent magnet synchronous motor is rectified by a three-phase bidirectional inverter and fed back to the DC bus. The recovered energy is preferentially stored in the supercapacitor via the supercapacitor branch. When the supercapacitor voltage or state of charge reaches the preset upper limit, or when the supercapacitor's absorption capacity is insufficient, the recovered energy is stored in the main battery via the main battery branch. When neither the supercapacitor nor the main battery can continue to absorb energy and the DC bus voltage exceeds the preset upper limit, the controller activates the energy discharge branch to dissipate the excess energy through the braking resistor.

[0040] Under active control conditions, the controller calculates the q-axis current command of the permanent magnet synchronous motor based on the target execution force, and prioritizes controlling the supercapacitor to supply power to the DC bus through its bidirectional DC / DC converter; when the voltage or state of charge of the supercapacitor is lower than the preset lower limit, or when the active control power demand exceeds the power that the supercapacitor can provide, the controller controls the main battery branch to supplement the power supply to the DC bus; the DC bus power is converted into three-phase AC power by the three-phase bidirectional inverter, driving the permanent magnet synchronous motor actuator to output active control force.

[0041] The supercapacitor state includes at least one of supercapacitor voltage, state of charge, and permissible charge / discharge power, and the main battery state includes at least one of main battery voltage, state of charge, and permissible charge / discharge power.

[0042] Please see Figure 7 The four-switch bidirectional Buck-Boost DC / DC converter includes a first bridge arm, a second bridge arm, and an inductor connecting the midpoints of the two bridge arms. By adjusting the conduction state and duty cycle of each switch, the DC / DC converter can achieve four energy flow states: supercapacitor charging, supercapacitor discharging, main battery charging, and main battery discharging; by controlling the direction and magnitude of the inductor current, a smooth switch between regenerative charging and active discharging can be achieved.

[0043] (III) FOC-SVPWM Motor Drive Control Please see Figure 8 The FOC-SVPWM motor drive control includes current sampling, Clarke / Park coordinate transformation, d-axis current PI control, q-axis current PI control, inverse Park transformation, SVPWM generation, and PWM drive. The controller generates a q-axis current command based on the target force. And set the d-axis current command. =0.

[0044] Three-phase current , , Feedback current obtained through Clarke / Park transformation , , respectively with , The input to the PI controller after comparison yields the d-axis and q-axis voltage commands. , The voltage command is obtained in the stationary coordinate system through inverse Park transformation. , The duty cycle signal is then generated by the SVPWM generator and controlled by the PWM driver to control the switching state of the three-phase bidirectional inverter.

[0045] It should be noted that the q-axis feedback current during regenerative braking is... If the value is less than 0, its amplitude is the actual recovered current. Due to the tracking effect of the current closed loop, the actual recovery current executed in the previous sampling period is approximately equal to the actual current corresponding to the q-axis current command in the previous sampling period. The "actual recovery current executed in the previous sampling period" used for the mechanical input torque estimation described later is the q-axis feedback current amplitude obtained by sampling the three-phase current in the previous sampling period and performing the above coordinate transformation, thereby realizing the closed loop of the source of this estimate.

[0046] (iv) Calculation of mechanical and electrical coupling recovery boundary In this embodiment, the mechanical-side recovery boundary estimation module, the electrical-side effective recovery boundary estimation module, and the mechanical-electrical coupling boundary calculation module of the controller are implemented as follows.

[0047] For surface-mounted permanent magnet synchronous motors, when not entering the field weakening control region, the following applies: =0 control, the stator current is mainly distributed to the q-axis to generate electromagnetic torque. The electromagnetic torque of the permanent magnet synchronous motor is: (3) In the formula, For the signed electromagnetic torque, Let be the motor torque constant. The electromagnetic power at the motor's mechanical terminals is... Due to mechanical rectification ,when When the electromagnetic torque and rotational speed are in the same direction, the system is in an active driving state; when When the electromagnetic torque is opposite to the rotational speed, the motor absorbs power from the mechanical side, and the system is in regenerative braking mode. The regenerative braking current amplitude is defined under regenerative braking conditions. ( The corresponding electromagnetic braking torque amplitude is: (4) The rotational inertia and losses of the mechanical rectifier, transmission components, and motor rotor are uniformly converted to the motor shaft side, and the equivalent rotational dynamic equation of the motor shaft side is established, including the equivalent rotational inertia term, the electromagnetic braking torque term, and the mechanical loss term: (5) In the formula, To calculate the equivalent moment of inertia referred to the motor shaft, The angular acceleration of the motor shaft. To calculate the mechanical input torque referred to the motor shaft, This is the equivalent viscous damping coefficient referred to the motor shaft side. The motor shaft angular acceleration can be obtained from the motor shaft angular velocity through filtering differential, or directly from an angular acceleration sensor.

[0048] From equation (5), the estimated value of the mechanical side input torque can be obtained: (6) In formula (6) This refers to the actual recovered current obtained by coordinate transformation from the three-phase current sampling mentioned above. In a discrete control system, let the sampling period be... Since the main vibration frequency of the seat suspension is significantly lower than the control sampling frequency, and the mechanical input torque changes continuously between adjacent sampling periods, in the k-th sampling period, the mechanical input torque estimated in the previous sampling period is used as the one-step prediction value of the mechanical input torque in the current sampling period. (7) in The motor shaft angular velocity, motor shaft angular acceleration and actual recovery current of the previous sampling period are estimated according to equation (6).

[0049] During the current sampling period, the mechanical input torque must first overcome the motor shaft inertia and mechanical loss terms before the remaining portion can be used to support the electromagnetic regenerative braking. Therefore, the maximum braking torque currently available for regeneration on the mechanical side is: (8) In the formula, This is the mechanical safety factor, used to compensate for uncertainties caused by one-step prediction errors, angular acceleration estimation errors, and sudden changes in mechanical input torque. Based on the relationship between electromagnetic braking torque and q-axis regenerative current, the boundary of the maximum regenerative current on the mechanical side is: (9) On the other hand, the electric angular velocity of the permanent magnet synchronous motor is (p is the extreme logarithm). In And neglecting the current dynamic term, the q-axis voltage is approximately expressed as: (10) In the formula, Stator phase resistance, For permanent magnet flux linkage. To ensure the motor is in an effective energy recovery state capable of feeding back electrical energy to the DC bus, based on the electrical model of the permanent magnet synchronous motor, the effective recovery current boundary on the electrical side is calculated using the electrical angular velocity, permanent magnet flux linkage, and stator phase resistance: (11) Will and Substituting into the above formula, we can obtain This indicates that the effective recovery capability on the electrical side is positively correlated with the relative speed amplitude of the seat suspension; when the relative speed is low, the back electromotive force of the motor is low, and the boundary of the effective recovery current on the electrical side is also small.

[0050] To simultaneously satisfy both the mechanical-side support conditions and the electrical-side effective recycling conditions, the maximum recyclable current boundary on the mechanical side, the effective recyclable current boundary on the electrical side, and the maximum allowable current of the inverter are coupled, and the minimum value among the three is taken as the mechanical-electrical coupling recyclable current boundary: (12) In the formula, This is the maximum allowable current for the inverter.

[0051] In another implementation, the DC bus current boundary can be adjusted to take into account factors such as DC bus voltage, energy storage unit absorption capacity, or power device limitations. Introducing coupling constraints, i.e. .

[0052] Converting the motor shaft current to the linear direction of the seat suspension, the maximum allowable energy recovery braking force is: (13) In the formula, It is the conversion coefficient between q-axis current and equivalent actuation force of seat suspension.

[0053] Therefore, when the mechanical input torque is insufficient, the mechanical boundary becomes the main limiting factor, and the system automatically reduces the allowable recovery current; when the mechanical input capacity is sufficient but the effective recovery conditions on the electrical side are insufficient, the electrical boundary becomes the main limiting factor, to prevent the motor from being in a braking state but unable to effectively feed back electrical energy.

[0054] Example 2 This embodiment provides a method for controlling a rechargeable seat suspension system. The rechargeable seat suspension system includes a seat suspension system, a mechanical rectifier mechanism, a permanent magnet synchronous motor actuator, a three-phase bidirectional inverter, a DC bus, an energy storage management unit, an energy discharge branch, and a controller. The specific structure is described in Embodiment 1. The control method of this embodiment can be executed by the various functional modules of the controller described in Embodiment 1.

[0055] (I) Ideal control force generation and power orientation The controller generates an ideal control force based on the seat suspension dynamics. This seat suspension dynamics is determined by the seat suspension state variables acquired by the state acquisition module, including at least the vertical velocity of the upper mass of the seat, and may further include the relative velocity of the seat suspension.

[0056] The upper seat suspension controller uses a ceiling control law to generate ideal control force: (14) In the formula, The ceiling damping coefficient is used. In other implementations, the ideal control force can also be generated using any of the following methods: LQR control, H∞ control, sliding mode control, model predictive control, or adaptive control.

[0057] Define the instantaneous power of the ideal control force at the relative motion port of the seat suspension: (15) when When the ideal control force is opposite to the direction of relative motion, it exhibits a damping energy absorption effect; when At this time, the ideal control force is in the same direction as the relative motion, which manifests as an active energy supply effect. This serves as the criterion for switching between semi-active recovery damping and active output modes.

[0058] (II) Three-mode control strategy Pure semi-active recovery damping mode: when and At that time, ideal control can be fully achieved by recovering damping force, and target execution force. Recovery current amplitude Corresponding to q-axis current command The permanent magnet synchronous motor is in electromagnetic braking state. While outputting the target damping force, the system converts the mechanical energy of the seat suspension vibration into electrical energy and feeds it back to the DC bus.

[0059] Semi-active recovery plus active compensation mode: when and At that time, the recovery damping force is taken as the maximum allowable value of the mechanical-electrical coupling boundary. The remaining control is provided by active compensation force. Introducing the active compensation weight coefficient α ( The overall target execution capability is: (16) when At that time, the system only outputs the maximum energy recovery braking force; when At that time, the system fully compensates for the difference between the ideal control force and the maximum energy recovery braking force; when At this time, the system makes a trade-off between energy recovery and active control performance, thereby adjusting the relationship between energy recovery priority and vibration control performance through active compensation weighting coefficients.

[0060] In this mode, the controller generates a q-axis current command based on the synthesized target execution force, the current operating quadrant of the permanent magnet synchronous motor, the current transmission path of the mechanical rectifier mechanism, and the DC bus power status, so that the recovery damping force is utilized first, and the remaining control requirements are made up by the active compensation force.

[0061] Active power output mode: When At that time, the ability to execute goals Active output current amplitude The energy storage management unit supplies power to the permanent magnet synchronous motor actuator via the DC bus and a three-phase bidirectional inverter. The permanent magnet synchronous motor actuator outputs active control force to the seat suspension system to actively suppress the vertical vibration of the seat.

[0062] Through the above control strategy, when the ideal control requirement is a damping energy absorption condition, the system prioritizes the execution of recovery damping within the mechanical and electrical coupling boundary; when the recovery damping capacity is insufficient, the system outputs compensation force according to the active compensation weight; when it is an active energy supply condition, the system directly outputs active force, thereby achieving a unified force distribution between recovery damping and active control, which improves the utilization rate of suspension vibration energy while ensuring the seat's vibration reduction performance.

[0063] (III) Overall process of control methods The control method in this embodiment is executed cyclically according to the following steps: Step 1: Collect seat suspension state parameters, motor state parameters, and energy storage state parameters. The seat suspension state parameters include the vertical velocity of the seat's upper mass, the input velocity of the seat base or vehicle floor, and the relative velocity of the seat suspension. The motor state parameters include the motor shaft angular velocity, motor shaft angular acceleration, three-phase current, and DC bus voltage. The energy storage state parameters include the supercapacitor state and the main battery state. The state acquisition module distributes these state parameters to the target control force generation module, the mechanical-side recovery boundary estimation module, the electrical-side effective recovery boundary estimation module, and the energy storage management module. Step two: Generate ideal control force based on the dynamic state of the seat suspension; Step 3: Determine the direction of energy flow corresponding to the ideal control force based on the product of the ideal control force and the relative velocity of the seat suspension; Step 4: Based on the equivalent rotational dynamics of the motor shaft side, estimate the mechanical side input torque using the actual regenerative current, motor shaft angular velocity, and motor shaft angular acceleration from the previous sampling period. Then, calculate the maximum regenerative braking torque that the mechanical side can support in the current sampling period based on the mechanical side input torque. Specifically, the mechanical side input torque estimated from the previous sampling period is used as a one-step prediction value of the mechanical side input torque in the current sampling period, and the maximum regenerative braking torque that the mechanical side can support is calculated by combining the motor shaft angular velocity and motor shaft angular acceleration from the current sampling period. Step 5: Convert the maximum regenerative braking torque that the mechanical side can support into the maximum regenerative current boundary on the mechanical side; Step 6: Based on the electrical model of the permanent magnet synchronous motor, calculate the effective recovery current boundary on the electrical side that satisfies the effective energy feedback condition at the current motor speed; Step 7: Couple the maximum mechanical recovery current boundary, the effective electrical recovery current boundary, and the maximum allowable inverter current, and take the minimum value to obtain the mechanical and electrical coupling recovery current boundary that can be applied in the current sampling period; Step 8: Calculate the maximum energy recovery braking force based on the mechanical-electric coupling recovery current boundary; Step nine: Determine the current working mode based on the power relationship between the ideal control force and the relative speed of the seat suspension and the maximum energy recovery braking force, and generate the target execution force according to Part (II) of this embodiment; Step 10: Convert the target execution force into a permanent magnet synchronous motor q-axis current command and set the d-axis current command to zero; Step 11: Generate the switching drive signal of the three-phase bidirectional inverter through FOC-SVPWM motor drive control to control the permanent magnet synchronous motor actuator to output the target electromagnetic torque; wherein, FOC-SVPWM motor drive control generates the switching drive signal of the three-phase bidirectional inverter through Clarke / Park transformation, PI current control, inverse Park transformation and SVPWM. Step 12: Based on the DC bus voltage, supercapacitor status, main battery status, and system power requirements, control the operating status of the supercapacitor branch, main battery branch, and energy leakage branch. Under energy recovery conditions, realize energy recovery and storage; under active control conditions, realize active power supply; and activate energy leakage protection when the DC bus is overvoltaged.

[0064] (iv) Other implementation methods and applicable scope In terms of applicability, the control method of this embodiment and the control system of Embodiment 1 are applicable not only to vehicle seat vertical suspension, but also to vehicle suspension, cab suspension system or other electromechanical suspension systems with reciprocating vibration energy recovery and active control requirements.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A regenerative seat suspension control system, characterized in that, include: A seat suspension system is used to create vertical relative motion between the upper mass of the seat and the vehicle floor or seat base; A mechanical rectifier mechanism, connected to the seat suspension system, is used to convert the bidirectional relative motion of the seat suspension system into the unidirectional rotational motion of the permanent magnet synchronous motor actuator; A permanent magnet synchronous motor actuator, connected to the mechanical rectifier mechanism, is used to convert mechanical vibration energy into electrical energy under energy recovery conditions and to provide active control force to the seat suspension system under active control conditions. A three-phase bidirectional inverter is connected between the permanent magnet synchronous motor actuator and the DC bus for bidirectional power conversion. The DC bus is connected to the three-phase bidirectional inverter and is used to transmit electrical energy; An energy storage management unit, connected to the DC bus, is used to store recovered energy and provide active control power to the DC bus; The energy dissipation branch is connected to the DC bus and is used to dissipate excess electrical energy when the DC bus voltage exceeds the preset upper limit or the energy storage management unit can no longer absorb and recover energy. The controller is signal-connected to the seat suspension system, the permanent magnet synchronous motor actuator, the three-phase bidirectional inverter, and the energy storage management unit; The controller includes: The status acquisition module is used to collect the status parameters of the seat suspension, motor, and energy storage. The target control force generation module is used to generate ideal control forces based on the dynamic state of the seat suspension. The mechanical side recovery boundary estimation module is used to estimate the maximum recovery braking torque that the current mechanical side can support based on the equivalent rotational dynamics of the motor shaft side, using the motor shaft angular velocity, motor shaft angular acceleration and the recovery current actually executed in the previous sampling period, and convert the maximum recovery braking torque that the mechanical side can support into the maximum recovery current boundary of the mechanical side. The electrical side effective recovery boundary estimation module is used to calculate the electrical side effective recovery current boundary that satisfies the effective energy feedback condition at the current motor speed based on the electrical model of the permanent magnet synchronous motor. The mechanical-electric coupling boundary calculation module is used to couple the maximum reclaimed current boundary on the mechanical side, the effective reclaimed current boundary on the electrical side, and the maximum allowable current of the inverter to obtain the mechanical-electric coupling reclaimed current boundary that can be applied in the current sampling period, and further obtain the maximum energy recovery braking force. The semi-active recovery priority active compensation mode judgment module is used to classify the system working state into pure semi-active recovery damping mode, semi-active recovery plus active compensation mode and active force output mode according to the power relationship between the ideal control force and the relative speed of the seat suspension, and the maximum energy recovery braking force, and generate the target execution force. The force-current mapping module is used to convert the target force into a q-axis current command; The FOC-SVPWM motor drive module is used to control the three-phase bidirectional inverter through current closed-loop control and space vector pulse width modulation according to the q-axis current command and d-axis current command. The energy storage management module is used to control the energy storage and power supply of the energy storage management unit based on the DC bus voltage, supercapacitor status, main battery status, and system power requirements.

2. A method for controlling an energy-rechargeable seat suspension, characterized in that, For a rechargeable seat suspension system, the rechargeable seat suspension system includes a seat suspension system, a mechanical rectifier mechanism, a permanent magnet synchronous motor actuator, a three-phase bidirectional inverter, a DC bus, an energy storage management unit, an energy discharge branch, and a controller. The method includes the following steps: Step 1: Collect seat suspension state parameters, motor state parameters, and energy storage state parameters. The seat suspension state parameters include the vertical velocity of the upper mass of the seat, the input velocity of the seat base or vehicle floor, and the relative velocity of the seat suspension. The motor state parameters include the motor shaft angular velocity, motor shaft angular acceleration, three-phase current, and DC bus voltage. The energy storage state parameters include the supercapacitor state and the main battery state. Step two: Generate ideal control force based on the dynamic state of the seat suspension; Step 3: Determine the energy flow direction corresponding to the ideal control force based on the product of the ideal control force and the relative velocity of the seat suspension. Step 4: Based on the equivalent rotational dynamics of the motor shaft side, estimate the mechanical side input torque using the actual regenerative current, motor shaft angular velocity, and motor shaft angular acceleration executed in the previous sampling period, and calculate the maximum regenerative braking torque that the mechanical side can support in the current sampling period based on the mechanical side input torque. Step 5: Convert the maximum regenerative braking torque that the mechanical side can support into the maximum regenerative current boundary on the mechanical side; Step 6: Based on the electrical model of the permanent magnet synchronous motor, calculate the effective recovery current boundary on the electrical side that satisfies the effective energy feedback condition at the current motor speed; Step 7: Couple the maximum mechanical recovery current boundary, the effective electrical recovery current boundary, and the maximum allowable inverter current to obtain the mechanical-electrical coupling recovery current boundary that can be applied in the current sampling period; Step 8: Calculate the maximum energy recovery braking force based on the mechanical-electric coupling recovery current boundary; Step 9: Determine the current operating mode based on the power relationship between the ideal control force and the relative speed of the seat suspension, as well as the maximum energy recovery braking force; When the ideal control force is opposite to the direction of relative motion of the seat suspension, and the amplitude of the ideal control force does not exceed the maximum energy recovery braking force, the system enters a pure semi-active recovery damping mode, and the target execution force is achieved by the recovery damping force. When the ideal control force is opposite to the direction of relative motion of the seat suspension, and the amplitude of the ideal control force exceeds the maximum energy recovery braking force, the system enters a semi-active recovery plus active compensation mode, first outputting the maximum energy recovery braking force, and then making up for the remaining control force through active compensation force. When the ideal control force is in the same direction as the relative motion of the seat suspension, the system enters the active force output mode, and the active control force is output by the permanent magnet synchronous motor actuator. Step 10: Convert the target execution force into a permanent magnet synchronous motor q-axis current command and set the d-axis current command to zero; Step 11: Generate the switching drive signal of the three-phase bidirectional inverter through FOC-SVPWM motor drive control to control the permanent magnet synchronous motor actuator to output the target electromagnetic torque; Step 12: Based on the DC bus voltage, supercapacitor status, main battery status, and system power requirements, control the operating status of the supercapacitor branch, main battery branch, and energy leakage branch. Under energy recovery conditions, realize energy recovery and storage; under active control conditions, realize active power supply; and activate energy leakage protection when the DC bus is overvoltaged.

3. The control system according to claim 1, characterized in that, The mechanical rectification mechanism is configured to ensure that the motor shaft of the permanent magnet synchronous motor actuator rotates in the same direction during both the compression and rebound strokes of the seat suspension, and the angular velocity of the motor shaft satisfies... , in, The angular velocity of the motor shaft. This is the equivalent speed conversion coefficient from the relative velocity of the seat suspension to the angular velocity of the motor shaft. The relative speed of the seat suspension; The mechanical rectification mechanism is any one of the following: planetary gear motion rectification mechanism, one-way clutch rectification mechanism, gear and rack one-way transmission mechanism, ball screw one-way transmission mechanism, and connecting rod planetary transmission mechanism.

4. The control system according to claim 1, characterized in that, The mechanical side recovery boundary estimation module estimates the mechanical side input torque based on the equivalent rotational dynamics of the motor shaft side, which includes an equivalent rotational inertia term, an electromagnetic braking torque term, and a mechanical loss term. The electrical side effective recovery boundary estimation module calculates the electrical side effective recovery current boundary based on the permanent magnet synchronous motor's electric angular velocity, permanent magnet flux linkage, and stator phase resistance; the motor shaft angular acceleration is obtained by filtering and differentiating the motor shaft angular velocity, or directly obtained by an angular acceleration sensor.

5. The control system according to claim 1, characterized in that, The coupling is to take the minimum value, and the mechanical-electric coupling recovery current boundary is the minimum value among the maximum recovery current boundary on the mechanical side, the effective recovery current boundary on the electrical side, and the maximum allowable current of the inverter.

6. The control system according to claim 1, characterized in that, The ideal control force is generated using any one of the following: ceiling control law, LQR control, H∞ control, sliding mode control, model predictive control, or adaptive control.

7. The control system according to claim 1, characterized in that, The energy storage management unit includes a supercapacitor branch and a main battery branch. The supercapacitor branch is connected to the DC bus through a first bidirectional DC / DC converter, and the main battery branch is connected to the DC bus through a second bidirectional DC / DC converter. Both the first bidirectional DC / DC converter and the second bidirectional DC / DC converter are four-switch Buck-Boost bidirectional converters, used to realize bidirectional buck-boost power transmission between the DC bus and the supercapacitor branch and the main battery branch; It also includes an energy dissipation branch, which is connected to the DC bus and is used to dissipate excess electrical energy when the DC bus voltage exceeds a preset upper limit or the energy storage management unit is unable to continue to absorb and recover energy. The energy dissipation branch includes a braking resistor and a power switching device. When the DC bus voltage exceeds a preset upper limit and the supercapacitor branch and the main battery branch can no longer absorb and recover energy, the controller controls the power switching device to conduct so as to dissipate excess energy through the braking resistor.

8. The control system according to claim 7, characterized in that, The supercapacitor state includes at least one of supercapacitor voltage, state of charge, and permissible charge / discharge power; the main battery state includes at least one of main battery voltage, state of charge, and permissible charge / discharge power. Under energy recovery conditions, the energy storage management module prioritizes the supercapacitor branch to absorb and recover energy. When the supercapacitor branch reaches the preset voltage limit, state of charge limit, or power absorption limit, it controls the main battery branch to absorb the remaining recovered energy. Under active control conditions, the energy storage management module prioritizes the supercapacitor branch to supply energy to the DC bus. When the voltage of the supercapacitor branch is lower than a preset lower limit, the state of charge is lower than a preset lower limit, or the output power is insufficient, the module controls the main battery branch to supplement the DC bus with energy.

9. The control method according to claim 2, characterized in that, In the process of estimating the mechanical input torque, the mechanical input torque estimated in the previous sampling period is used as the one-step prediction value of the mechanical input torque in the current sampling period. The maximum regenerative braking torque that the mechanical side can support is calculated by combining the motor shaft angular velocity and motor shaft angular acceleration in the current sampling period.

10. The control method according to claim 2, characterized in that, In the pure semi-active recovery damping mode, the permanent magnet synchronous motor actuator is in electromagnetic braking state. The system outputs the target damping force while converting the mechanical energy of the seat suspension vibration into electrical energy and feeding it back to the DC bus. In the semi-active recovery plus active compensation mode, the target execution force is composed of the maximum energy recovery braking force and the active compensation force, and the relationship between the energy recovery priority and vibration control performance is adjusted by the active compensation weight coefficient. In active power output mode, the energy storage management unit supplies power to the permanent magnet synchronous motor actuator via the DC bus and the three-phase bidirectional inverter, and the permanent magnet synchronous motor actuator outputs active control force to the seat suspension system; The FOC-SVPWM motor drive control generates the switching drive signal for the three-phase bidirectional inverter through Clarke / Park transformation, PI current control, inverse Park transformation, and SVPWM.

Images