Self-adaptive seat side wing control system

Abstract

The utility model provides a self-adaptive seat side wing control system, which detects and judges the side wing supporting force required by a seat passenger in the turning process by using an automobile sensor for detecting the automobile speed and the steering on an automobile and arranging a six-axis gyroscope sensor on a seat; the air bags are arranged on the side wings of the seat, so that proper support is provided for a seat passenger in the turning process; automobile sensor signals and gyroscope sensor signals are comprehensively analyzed through the ECU, and side wing support which is proper in force and quick in response is provided for seat passengers.

Description

Technical Field

[0001] This utility model belongs to the field of automotive seat technology, and in particular relates to a control system for adaptive seat side wings. Background Technology

[0002] As cars become increasingly common, consumers have higher and higher demands. In addition to price, people are paying more and more attention to the safety and comfort of cars. Adaptive seats are not only key to improving passenger comfort, but also a crucial technology for developing high-quality car seats and forming a competitive edge in the car seat market.

[0003] Existing car seats cannot provide lateral support for passengers during car turns. The lack of lateral support not only reduces the passenger's riding experience but also increases the danger to passengers when the car is turning. Therefore, this utility model proposes an adaptive seat lateral support control system to solve the above problems. Utility Model Content

[0004] This invention provides a control system for adaptive seat side wings, which aims to solve the problems mentioned in the background art.

[0005] This invention is implemented as follows: an adaptive seat side wing control system, including any one of automotive sensors and a six-axis gyroscope sensor, an active side wing system ECU, and a side wing airbag.

[0006] The vehicle sensors include a steering angle sensor and a vehicle speed sensor. The steering angle sensor is used to detect the front wheel steering angle β, and the vehicle speed sensor is used to detect the vehicle speed v.

[0007] The six-axis gyroscope sensor consists of three mutually perpendicular gyroscopes and three mutually perpendicular accelerometer sensors. It is used to measure the angular velocity of the vehicle during driving, that is, the angular velocity of the object rotating around the X, Y, and Z axes. The six-axis gyroscope sensor is built into the active side wing system ECU.

[0008] The side airbags are provided in two sets, which are distributed opposite each other on the left and right sides of the seat. The gas pressure in the side airbags is regulated by the active side airbag system ECU.

[0009] Preferably, when the vehicle sensor is used, the steering angle sensor is installed at the lower end of the steering column. When the steering wheel of the vehicle is turned, the perforated slot plate in the steering angle sensor rotates accordingly. The phototransistor outputs a digital pulse signal according to the change in light, and the vehicle electronic control unit calculates the front wheel steering angle β based on the output digital pulse signal.

[0010] Preferably, when the vehicle sensor is used, the vehicle speed sensor is installed inside the drive axle housing, which is used to monitor the vehicle's driving speed v in real time and convert the driving speed v information into an electrical signal and transmit it to the active side wing system ECU.

[0011] Preferably, the active side wing system ECU is used to calculate the radius of motion R when the vehicle is turning.

[0012] Preferably, when the six-axis gyroscope sensor is used, after the six-axis gyroscope sensor measures the linear acceleration signals in the X, Y, and Z directions, the centripetal acceleration 'a' perpendicular to the velocity direction is calculated using the active side wing system ECU vector.

[0013] Preferably, when the six-axis gyroscope sensor is used, the active side wing system ECU calculates the side wing support force F required for the human body to complete the circular motion based on the centripetal acceleration a.

[0014] Compared with the prior art, the beneficial effects of this utility model are:

[0015] This utility model relates to an adaptive seat side wing control system. By using vehicle sensors that detect vehicle speed and steering and a six-axis gyroscope sensor arranged on the seat, it detects and determines the side wing support force required by the seat occupant during cornering. By arranging airbags on the seat side wing, it provides appropriate support for the seat occupant during cornering. Through comprehensive analysis of vehicle sensor signals and gyroscope sensor signals by the ECU, it provides the seat occupant with appropriate force and rapid response of side wing support. Attached Figure Description

[0016] Figure 1 This is a control flowchart of the control system of this utility model;

[0017] Figure 2 This is a schematic diagram of the basic structure of the control system of this utility model;

[0018] Figure 3 This is a schematic diagram of the steering angle sensor structure in this utility model;

[0019] Figure 4 A kinematic model diagram of a car turning;

[0020] Figure 5 This is a schematic diagram illustrating the working principle of the accelerometer sensor in this utility model.

[0021] In the picture:

[0022] 1. Automotive sensors; 2. Six-axis gyroscope sensor; 3. Active side wing system ECU; 4. Side wing airbags. Detailed Implementation

[0023] The technical solution of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of this utility model, but not all embodiments.

[0024] The components of the present invention embodiments described and shown in the accompanying drawings can typically be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention.

[0025] Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0026] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0027] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0028] Please see Figures 1 to 5 This utility model provides a technical solution: an adaptive seat side wing control system, including any one of an automotive sensor 1 and a six-axis gyroscope sensor 2, an active side wing system ECU 3, and a side wing airbag 4;

[0029] The vehicle sensor 1 includes a steering angle sensor and a vehicle speed sensor. The steering angle sensor is used to detect the front wheel steering angle β, and the vehicle speed sensor is used to detect the vehicle speed v.

[0030] The six-axis gyroscope sensor 2 consists of three mutually perpendicular gyroscopes and three mutually perpendicular accelerometers. It is used to measure the angular velocity of the vehicle during driving, that is, the angular velocity of the object rotating around the X, Y, and Z axes. The six-axis gyroscope sensor 2 is built into the active side wing system ECU3.

[0031] There are two sets of side airbags 4, which are distributed opposite each other on the left and right sides of the seat. The gas pressure in the side airbags 4 is regulated by the active side airbag system ECU3.

[0032] The control strategy of the adaptive seat side wing control system includes the active side wing system ECU3 processing data from vehicle sensor 1 and the active side wing system ECU3 processing data from six-axis gyroscope sensor 2;

[0033] Among them, the active side wing system ECU3 processes data from vehicle sensor 1:

[0034] When using vehicle sensor 1, during vehicle steering, vehicle sensor 1 detects the front wheel steering angle β and vehicle speed v. Specifically, vehicle sensor 1 includes a steering angle sensor and a vehicle speed sensor. The steering angle sensor is usually installed at the bottom of the steering column. When the steering wheel is turned, the perforated slot plate rotates accordingly, and the phototransistor outputs a digital pulse signal based on the change in light. The vehicle electronic control unit calculates the front wheel steering angle β based on this signal. The vehicle speed sensor is installed in the drive axle housing of the vehicle and is mainly used to monitor the vehicle's driving speed v in real time and convert the speed information into an electrical signal, which is then provided to the active side wing system ECU 3.

[0035] The active side wing system ECU3 can calculate the vehicle's turning radius R based on the data detected by the vehicle's sensor 1 and the vehicle's kinematic model. The calculation formula is as follows: (R: vehicle turning radius, L: distance between front and rear axles, β: front wheel turning angle); Meanwhile, the lateral support force F required on the human body during cornering can be calculated using the active side wing system ECU3, with the following formula: (F: the centripetal force required by the human body, i.e., the support force provided by the side wings; m: the mass of the human body; v: the linear velocity of the car; R: the turning radius of the vehicle). Given the required support force F of the side wings, the inflation pressure P of the corresponding side wing airbags 4 can be calculated through the active side wing system ECU3. The calculation formula is: (P: pressure of side airbag 4, F: support force provided by the side airbag, S: contact area between side airbag 4 and human body); After the active side airbag system ECU3 processes the data detected by the vehicle sensor 1 through the above method, it obtains the required air pressure value (inflation pressure P) of the current side airbag 4, and completes the appropriate support of the side airbag for the occupant during the vehicle turning process by adjusting the gas pressure in the airbag.

[0036] Among them, the active flanking system ECU3 processes data from the six-axis gyroscope sensor 2:

[0037] When using a six-axis gyroscope sensor 2, the active side-wing system ECU3 incorporates the six-axis gyroscope sensor 2, which typically consists of three mutually perpendicular gyroscopes and three mutually perpendicular accelerometer sensors. Together, they form a sensor system capable of detecting six degrees of freedom (three rotational degrees of freedom and three linear motion degrees of freedom). The gyroscopes are primarily used to measure the angular velocity during vehicle movement, i.e., the angular velocity of an object rotating around the X, Y, and Z axes. The gyroscope portion utilizes Micro-Electro-Mechanical Systems (MEMS) technology, typically employing a vibrating body or laser subjected to angular velocity, causing a change in the amplitude of the vibrating body or laser. This change is converted into an electrical signal by some electrical or optical sensors, and ultimately interpreted as angular velocity by the processing circuitry. The accelerometer sensors primarily... Used to measure linear acceleration, it can measure the linear acceleration of the seat in the X, Y, and Z directions. The accelerometer sensor works on the principle of microelectromechanical systems (MEMS) technology, detecting the acceleration of an object by measuring minute mechanical changes. The accelerometer sensor typically contains overlapping, mutually perpendicular micromechanical structures, such as microsprings and micromasses. When subjected to external forces, these micromechanical structures produce minute displacements, thereby changing physical quantities such as capacitance, resistance, or vibration frequency. These changes are converted into electrical signals by the accelerometer sensor, and finally interpreted as acceleration by the processing circuit. The built-in six-axis gyroscope sensor 2 detects the angular velocity and acceleration of its own three axes, thereby obtaining the vehicle's attitude and motion state, and continuously judging the vehicle's steering status. Specifically:

[0038] After the six-axis gyroscope sensor 2 built into the seat measures the linear acceleration signals in the X, Y, and Z directions, the active side wing system ECU3 vectorively calculates the centripetal acceleration 'a' perpendicular to the velocity direction. Based on the centripetal acceleration 'a' obtained from the accelerometer sensor, the active side wing system ECU3 can calculate the side wing support force F required for the human body to complete circular motion. The calculation formula is: F = ma (F: the centripetal force required by the human body, i.e., the support force provided by the side wing, m: the mass of the human body, a: the centripetal acceleration in the Y-axis direction of the car). Knowing the required support force F of the side wing, the active side wing system ECU3 can calculate the corresponding gas pressure P of the side wing airbag 4. The calculation formula is: (P: Pressure of side airbag 4, F: Support force provided by the side airbag, S: Contact area between side airbag 4 and the human body); After the active side airbag system ECU3 processes the data of the built-in six-axis gyroscope of the active side airbag through the above method, it obtains the air pressure value required by the current side airbag 4, and completes the support of the side airbag for the occupant during the turning process by adjusting the gas pressure in the airbag.

[0039] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A control system for adaptive seat side wings, characterized in that: Including any one of automotive sensors and six-axis gyroscope sensors, active side wing system ECU, and side wing airbags; The vehicle sensors include a steering angle sensor and a vehicle speed sensor. The steering angle sensor is used to detect the front wheel steering angle β, and the vehicle speed sensor is used to detect the vehicle speed v. The six-axis gyroscope sensor consists of three mutually perpendicular gyroscopes and three mutually perpendicular accelerometer sensors. It is used to measure the angular velocity of the vehicle during driving, that is, the angular velocity of the object rotating around the X, Y, and Z axes. The six-axis gyroscope sensor is built into the active side wing system ECU. The side airbags are provided in two sets, which are distributed opposite each other on the left and right sides of the seat. The gas pressure in the side airbags is regulated by the active side airbag system ECU.

2. The control system for an adaptive seat side wing according to claim 1, characterized in that: When the automotive sensor is used, the steering angle sensor is installed at the lower end of the steering column. When the steering wheel of the car is turned, the perforated slot plate in the steering angle sensor rotates accordingly. The phototransistor outputs a digital pulse signal according to the change in light. The automotive electronic control unit calculates the front wheel steering angle β based on the output digital pulse signal.

3. The control system for an adaptive seat side wing according to claim 2, characterized in that: When the vehicle sensor is used, the vehicle speed sensor is installed inside the drive axle housing, which is used to monitor the vehicle's driving speed v in real time and convert the driving speed v information into an electrical signal and transmit it to the active side wing system ECU.

4. The control system for an adaptive seat side wing according to claim 3, characterized in that: The active side wing system ECU is used to calculate the radius of motion R when the vehicle is turning.

5. The control system for an adaptive seat side wing according to claim 1, characterized in that: When the six-axis gyroscope sensor is used, after the six-axis gyroscope sensor measures the linear acceleration signals in the X, Y, and Z directions, the centripetal acceleration 'a' perpendicular to the velocity direction is calculated using the ECU vector of the active side wing system.

6. The control system for an adaptive seat side wing according to claim 5, characterized in that: When the six-axis gyroscope sensor is used, the active side wing system ECU calculates the side wing support force F required for the human body to complete the circular motion based on the centripetal acceleration a.

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