Semi-active suspension control method using skyhook and endstop control

Abstract

A method for smoothing the ride quality of a seat occupant by controlling the damping force of a fluid damper disposed between the seat and the substrate is disclosed. The method selects between various sub-processes to minimize harsh ride quality and minimize peak seat acceleration and end-stop jerk. A controller uses inputs from the various sub-processes to provide the best ride quality for the immediate operating conditions.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims the benefit of U.S. Provisional Patent Application No. 63 / 115,819, filed November 19, 2020, and entitled "IMPROVED SUSPENSION SEMI ACTIVE SKYHOOK CONTROL SYSTEM AND METHOD," the disclosure of which is incorporated herein by reference in its entirety.

[0002] The present invention relates to the field of controllable seat dampers, and more particularly to a method for dynamically controlling a semi-active seat damper system. [Background technology]

[0003] One problem with seat dampers is that they do not completely solve the problem of a harsh ride for the occupant. Seat dampers have been used for many years in vibration and / or shock attenuation systems, such as seat suspension systems in automobiles, large trucks and off-road vehicles, but they still suffer from seat jerk as the seat approaches an end stop, or a leading / lagging bouncing effect as the damping system tries to catch up with the actual movement of the seat damper.

[0004] Although seat dampers can take other forms, they generally comprise a piston-cylinder assembly with variable-volume chambers interconnected by orifices or passages through which hydraulic fluid is displaced and which restrict such fluid to an extent that is a function of the size of the orifice. Most such dampers are simply passive, undergoing expansion and compression to generate a damping force, but only in response to the relative movement of spaced members (such as an automobile seat and base components) interconnected by the damper. The damping force of a passive damper always opposes the relative movement, and this damping force may undesirably amplify, rather than attenuate, vibration and force transmission between the seat and base interconnected by the damper under certain operating conditions.

[0005] Seat dampers can be passive, active, or semi-active. This specification describes semi-active dampers. Semi-active dampers are similar to passive dampers in that they do not include a pump or other source of pressurized fluid. Semi-active dampers can only generate damping forces in response to and against relative movement between members interconnected by the semi-active damper.

[0006] Semi-active dampers are similar to active dampers in that they include mechanisms and control systems that control the damping force generated by the damper. More specifically, semi-active dampers continuously vary the magnitude of the damping force generated by relative movement between members interconnected by the damper during operation. Such control may be achieved through the use of adjustable valve devices in conjunction with orifices or passages interconnecting the variable volume chambers of the damper, along with a controller that dynamically adjusts the valve during damping operation.

[0007] Simple semi-active dampers have long been available for special purposes, such as preventing bottoming out during extreme expansion and / or compression. While these semi-active dampers may be sufficient for certain limited purposes, the degree of vibration damping they achieve is significantly different from that achieved by passive dampers and cannot match that achieved by active dampers. What is needed is a semi-active damper system that eliminates jerk. Summary of the Invention [Means for solving the problem]

[0008] In one aspect, a method for controlling a damping force of a seat damper disposed between a seat and a substrate is provided, the seat damper having a seat controller that provides control to the seat damper. The method includes: abs ) and generating an acceleration signal. The method includes measuring the unscaled relative displacement (x) of the sheet with respect to the substrate. rel_unscaled ) and generating a displacement signal. The method includes measuring the maximum unscaled displacement (x max_unscaled ) and the minimum unscaled displacement (x min_unscaled The method includes calculating the relative scaled displacement (x) using a normalization scaling substep. rel_scaled ), maximum scaled displacement (x max_scaled ), and the minimum scaled displacement (x min_scaled The method includes calculating the absolute acceleration (a abs ) and scaled relative displacement (x rel_scaled ) from the signal processing sub-process, the absolute velocity of the sheet (V abs_seat ) and the relative velocity of the sheet to the substrate (V rel ) The method includes calculating the maximum endstop control signal (u ES ) and Skyhook control signal (u skyhook ), and using multiple input values ​​to simultaneously determine the maximum endstop control signal (u ES ) is the absolute EEC endstop control signal (Ctrl Ellipse_abs) generates an absolute ellipse endstop control process, and a relative EEC endstop control signal (Ctrl Ellipse_rel ), and the endstop control signal (Ctrl ESO2 ) are determined by simultaneously running the ESO2 endstop control process, which generates the maximum endstop control signal (u ES ) and the Skyhook control signal (u skyhook ) operates the Skyhook control process and outputs the Skyhook control output (Ctrl skyhook ) and generates the Skyhook control output (Ctrl skyhook ) is determined by running a rising edge filter process on the maximum endstop control signal (u ES ) and Skyhook control signal (u skyhook ) and the maximum end-stop control signal (u ES ) and Skyhook control signal (u skyhook ) results in the desired seat performance, or the maximum end stop control signal (u ES ) or Skyhook control signal (u skyhook ) results in the desired seat performance. The method also includes determining the desired seat performance by testing whether a maximum between the damping force control signal (u ctrl ) and control the seat damper. [Brief explanation of the drawings]

[0009] [Figure 1] A typical cross-sectional view of an example of a semi-active damper. [Figure 2] This is a schematic diagram of an example in which the semi-active damper in Figure 1 is installed on a seat. [Figure 3A] 3 is a schematic diagram of the example seat of FIG. 2 in a neutral relative displacement x0 position compared to an extension of the seat of FIG. 2. FIG. [Figure 3B] 3 is a schematic diagram of an example of the sheet of FIG. 2 at a neutral relative displacement x0 position compared to compression of the sheet of FIG. 2. [Figure 3C]FIG. 3B is a detailed view of the upper and lower shock absorbers of the seat in extension, taken from FIG. 3A. [Figure 3D] FIG. 3C is a detailed view of the upper and lower shock absorbers of the seat in compression taken from FIG. 3B. [Figure 4] 1 is a flow chart of the process of the present invention. [Figure 5A] 10 is a flowchart of an auto-calibration sub-step. [Figure 5B] 10 is a flowchart of an auto-calibration sub-step. [Figure 5C] 10 is a flowchart of an auto-calibration sub-step. [Figure 5D] 10 is a flowchart of an auto-calibration sub-step. [Figure 5E] FIG. 10 is a schematic diagram of the auto-calibration sub-step. [Figure 6A] 10 is a flowchart of a signal processing sub-step. [Figure 6B] 10 is a flowchart of a signal processing sub-step. [Figure 6C] 10 is a flowchart of a signal processing sub-step. [Figure 6D] 10 is a flowchart of a signal processing sub-step. [Figure 7A] 10 is a flowchart of the ellipse end stop control sub-process. [Figure 7B] 10 is a flowchart of the ellipse end stop control sub-process. [Figure 7C] 10 is a flowchart of the ellipse end stop control sub-process. [Figure 7D] 10 is a flowchart of the ellipse end stop control sub-process. [Figure 7E] FIG. 10 is a schematic diagram of the elliptical endstop control sub-element. [Figure 8A] 10 is a flowchart of the ESO2 endstop control sub-process element. [Figure 8B] FIG. 16 is a schematic diagram of the ESO2 endstop control sub-process element. [Figure 9] 10 is a flowchart of a skyhook control sub-process. [Figure 10] 10 is a flowchart of the rising edge filter sub-step. [Figure 11] 1 is a flowchart of the adjustment steps involved in determining parameter data input file (PDIF) elements. [Figure 12] Figure 1 shows a computer simulation of vibration transmissibility versus excitation frequency. DETAILED DESCRIPTION OF THE INVENTION

[0010] Many vehicles incorporate dampers between the seat and the mounting substrate to improve ride comfort for the seat occupant(s). Passive dampers have a limited ability to respond to the seat's natural resonances before they begin to transmit significant high-frequency substrate excitations to the seat and seat occupant(s). Passive damper design requires a compromise between how far to move the seat at resonance and how much high-frequency motion to transmit to the seat occupant(s).

[0011] Compared to passive seats, semi-active dampers can improve seat performance within the mid-range of seat motion by damping the seat's natural resonance while still minimizing the amount of high frequency base excitation transmitted to the seat and occupant.

[0012] However, a problem still exists when the seat approaches one of its end stops (i.e., fully compressed or fully extended). When the seat reaches the end stop, a severe impact is transmitted to the seat occupant(s). The present invention solves this problem by applying a damping coefficient to the seat that is progressively fixed as the seat approaches the end stop, thereby preventing the seat from reaching a hard end stop and therefore transmitting the impact to the seat occupant(s).

[0013] 1-3D, a seat damper system is shown, generally designated as seat damper system 100. Seat damper system 100 includes a seat 102, a base 104, a damper 106, a spring 108, and a system controller 110. Spring 108 provides vertical support to seat 102 while allowing vertical movement between the seat and base 104. In the non-limiting example of FIGS. 2-3D, support arm 109 moves horizontally as seat 102 moves vertically. System controller 110 may be located on seat 102, base 104, or any other location that allows control of seat damper system 100.

[0014] The seat 102 has at least one sensor 112 disposed thereon capable of providing vertical acceleration data with respect to the seat 102, and / or at least one sensor 114 disposed thereon capable of providing vertical displacement data of the seat 102 relative to the substrate 104. The substrate 104 may also have at least one sensor 116 disposed thereon capable of detecting vertical displacement of the substrate 104, and at least one more sensor 118 disposed thereon capable of detecting acceleration of the substrate 104.

[0015] In a non-limiting example, the damper 106 is a semi-active damper capable of controlling vibration suppression. The damper 106 is controlled by the system controller 110. The damper 106 has a cylinder 120 with a piston 122 movably disposed therein. The damper 106 further includes an electrically adjustable valve 124, which is controlled by the system controller 110 and changes the operating conditions of the valve 124 according to a control policy described below and signal data received from the sensors 112, 114, 116, and / or 118. The damper 106 has at least one first chamber 126 and a second chamber 128. The fluid 130 is present in both the first chamber 126 and the second chamber 128. Although damper 106 is described as a semi-active damper using fluid 130, damper 106 may also be a conventional hydraulic damper using hydraulic fluid or a magnetorheological (MR) damper having MR fluid in first chamber 126 and second chamber 128. When damper 106 is an MR damper, an associated MR control system (not shown) known to those skilled in the art is also associated with damper 106.

[0016] As shown, the damper 106 is secured to the seat 102 on the piston rod upper end 132 and to the base 104 on the cylinder lower end 134. An upper shock absorber 136 and a lower shock absorber 138 are generally shown in FIGS. 2-3B. A shock absorber is a physical bumper that cushions the end stop. A shock absorber is a predecessor to a full metal stop. Shock absorbers exist in numerous seat configurations. Some seats have a shock absorber in both compression and extension, while others may use a shock absorber on only one end stop. The upper shock absorber 136 is compressible to absorb the maximum movement of the damper 106 when the seat 102 is in extension, and the lower shock absorber 138 compresses to absorb the minimum movement of the damper 106 when the seat 102 is in compression. The actual locations of the upper shock absorber 136 and lower shock absorber 138 are design choices.

[0017] Vertical movement between the sheet 102 and the substrate 104 displaces fluid 130 through a valve 124 and associated conduit 140 that interconnects a first chamber 126 and a second chamber 128 that are separated by the piston 122 when the piston 122 is movably disposed within the cylinder 120. As shown in FIG. 1 , a rod 142 of the piston 122 is positioned to move the piston 122 such that the amount of fluid 130 displaced between the first chamber 126 and the second chamber 128 is the same regardless of whether the displacement is a compression or expansion of the damper 106.

[0018] The electrically adjustable valve 124 is rapidly adjustable between at least two different operating positions or states. In its first operating state, the electrically adjustable valve 124 significantly throttles or restricts fluid flow through the conduit 140. This generates a significant damping force that, in concert with any passive or semi-active damping forces, opposes the relative motion occurring at the seat 102, creating flow-generating relative motion between the piston 122 and the cylinder 120. In its second operating state, the electrically adjustable valve 124 is fully open, providing minimal damping. When the electrically adjustable valve 124 is in its second state, the best achievable result is a minimal damping force approaching zero. The fairly rapid adjustment transition of the electrically adjustable valve 124 from one operating state to the other can be effected by a control signal sent to the valve from the system controller 110.

[0019] 2-3D, the system controller 110 uses data from the sensors 114 and / or 116 to calculate the unscaled relative displacement x of the seat 102. rel_unscaled and relative velocity V rel Receive data about the unscaled relative displacement x rel_unscaled is the uncorrected digital unscaled units of the sheet 102 relative to the substrate 104. rel_unscaledis in dimensionless digital units, which are determined by dividing the total travel of the sensor by the digital resolution. The absolute velocity V of the sheet 102 abs_seat is determined by taking the integral of the sensors 112 or through a sensor fusion sub-process. abs_seat may also be measured or calculated from motion data from the acceleration sensors 112, 118 and / or displacement sensors 114, 116.

[0020] If the system controller 110 is installed on the seat 102 or the substrate 104 and the sensor 114 is installed on the seat 102 or in the system controller 110, the relative velocity V rel is obtained directly from the sensor 114. The relative velocity V rel is the unscaled relative displacement x rel_unscaled is obtained by taking the derivative of with respect to time.

[0021] With the system controller 110 installed on the substrate 104 and the sensor 112 installed in the system controller, the absolute velocity V of the substrate can be measured. abs_base is obtained by taking the integral of the acceleration output from the sensor 112. The absolute velocity V of the seat 102 abs_seat To determine the relative seat velocity V rel The absolute velocity of the base body V abs_base Add to.

[0022] The relative velocity V of the sheet 102 rel and absolute velocity V abs_seat is mathematically represented by Equations 1-3. V rel =d(x rel_scaled ) / dt expression 1 V rel =V abs_seat -V abs_base formula 2 V abs_seat =V abs_base +V rel formula 3

[0023] 3A-3D, the sheet 102 is positioned in a neutral state on the left side of the figure, with an initial neutral relative displacement x0 relative to the substrate 104 when there is no load or movement on the sheet 102. In FIGS. 3A and 3C, the sheet 102 extends vertically and has a maximum displacement X ACAL_max is the maximum 100% metal expansion distance of the damper 106, measured between the substrate 104 and the bottom edge 137 of the sheet 102. Maximum unscaled displacement x max_unscaled is the distance between the base 104 and the first contact of the support arm 109 with the upper bumper 136 when the support arm 109 begins to compress the upper bumper 136 when the damper 106 is fully extended. Figures 3A and 3C show the snubber thickness, Snubber_up, which is the displacement thickness of the upper bumper 136, measured from the first contact when the support arm 109 begins to compress the upper bumper 136 to the full penetration of the support arm into the upper bumper 136. ACAL_max Also, the maximum unscaled displacement x max_unscaled plus the snubber thickness Snubber_up, as shown in Figures 3A and 5E. Figure 3C shows the vertical movement of the seat 102 and the horizontal movement of the support arm 109.

[0024] 3B and 3D, the sheet 102 has a minimum displacement X ACAL_min It is compressed by the minimum displacement X ACAL_min is the minimum distance for 100% metal compression of the damper 106. The minimum unscaled displacement x min_unscaled is the distance between the base 104 and the first contact of the support arm 109 with the lower shock absorber 138 when the support arm 109 begins to compress the lower shock absorber 138 when the damper 106 is fully compressed. Figures 3B and 3D show the shock absorber thickness Snubber_dn, which is the displacement thickness of the lower shock absorber 138, measured from the first contact when the support arm 109 begins to compress the lower shock absorber 138 to the full penetration of the support arm into the lower shock absorber 138. ACAL_min Also, the minimum unscaled displacement x min_scaledminus the snubber thickness Snubber_dn, as shown in Figures 3B and 5E. Figure 3D shows the vertical movement of the seat 102 and the horizontal movement of the support arm 109.

[0025] The scaled relative displacement x expressed in Eq. rel_scaled is the operating range displacement x PDIF_Working_range and minimum operating displacement x PDIF_Working_min both of which are described in the normalization and scaling sub-step 148 section below.

[0026] TIFF0007745632000001.tif10155

[0027] Relative displacement x rel_scaled The value of x max_scaled From x min_scaled However, it is not a mathematical value. Instead, it is a relative displacement x rel_scaled The value is a point amount without a reference scale.

[0028] 2-3D, sensors 112 and 118 may be accelerometers, although any sensor capable of providing data regarding the vertical acceleration of seat 102 or substrate 104 will work. Similarly, sensors 114 and 116 may be linear variable differential transformers (LVDTs) or linear velocity transducers (LVTs), although any sensor capable of providing vertical displacement of seat 102 or substrate 104 will work. Sensors 112, 114, 116, 118 provide data to system controller 110. The uncorrected data from displacement sensors 114, 116 is used to calculate the unscaled relative displacement x rel_unscaled results.

[0029] In the illustrated seating configuration, system controller 110 also uses data from sensors 112 and / or 114 and sensors 116 and / or 118 to determine the displacement of seat 102 relative to substrate 104 and the absolute velocity V of seat 102. abs_seat However, the system controller 110 may use the same sensors 112 and / or 114 to determine the absolute acceleration a of the substrate 104. abs You can also get:

[0030] Additionally, the system controller 110 has a control policy that provides semi-active control of the damper 106. As shown in FIGS. 1-3D, the system controller calculates the relative unscaled displacement x of the seat 102. rel_unscaled , the maximum unscaled displacement x max_unscaled , the minimum unscaled displacement x min_unscaled , relative scaled displacement x rel_scaled , the maximum scaled displacement x max_scaled , the minimum scaled displacement x min_scaled , absolute velocity V abs_seat , and relative velocity V rel The system controller 110 may calculate and / or store data including the absolute acceleration a of the seat 102. abs may also be calculated and / or stored.

[0031] Data measured by sensors 112, 114, 116, and / or 118, and calculations performed by system controller 110, are stored in flash memory (not shown) and / or nonvolatile random access memory (NVRAM) (not shown). Additionally, flash memory or NVRAM stores data from previous operations of seat damper system 100 and data calculated in various sub-steps described below. Additional data may be entered by the original equipment manufacturer (OEM) into a parameter data item file (PDIF) stored in flash memory or NVRAM. The following types of stored data are measured, calculated, and / or stored as described in each step or sub-step:

[0032] Referring to Figure 4, a high level process flow chart is illustrated. The processes shown in Figure 4 are all performed within the system controller 110. Each of the sub-processes is described in detail below.

[0033] In the process flow diagram shown in FIG. 4, the unscaled relative displacement x of the sheet 102 rel_unscaled is communicated to the auto-calibration sub-process 146. The output from the auto-calibration sub-process 146 is the maximum unscaled displacement x of the sheet 102. max_unscaledand the minimum unscaled displacement x min_unscaled is.

[0034] Unscaled relative displacement x of the sheet 102 rel_unscaled Also, the maximum unscaled displacement x of the sheet 102 max_unscaled and the minimum unscaled displacement x min_unscaled The output from the normalization and scaling sub-process 148 is the scaled relative displacement x of the sheet 102. rel_scaled , the maximum scaled displacement x max_scaled , and the minimum scaled displacement x min_scaled is.

[0035] Absolute acceleration a of the sheet 102 or the substrate 104 abs is the scaled relative displacement x of the sheet 102 shown as being transmitted from the normalization scaling sub-step 148. rel_scaled and transmitted to the signal processing sub-process 150. The scaled relative displacement x of the sheet 102 rel_scaled may be communicated directly to the signal processing sub-process 150. The output from the signal processing sub-process 150 is the absolute velocity V of the sheet 102. abs_seat and the relative velocity V of the sheet 102 rel is.

[0036] Maximum scaled displacement x max_scaled , the minimum scaled displacement x min_scaled , and the scaled relative displacement x rel_scaled are all communicated from the normalization scaling subprocess to an absolute ellipse endstop control subprocess 152, a relative ellipse endstop control subprocess 154, and an ESO2 endstop control subprocess 156. Furthermore, the absolute velocity V of the sheet 102 abs_seat is transmitted to the absolute ellipse endstop control sub-process 152, and the relative velocity V rel is communicated to absolute ellipse endstop control subprocess 152, relative ellipse endstop control subprocess 154 and ESO2 endstop control subprocess 156.

[0037] The output of the absolute ellipse endstop control sub-process 152 is the endstop control signal Ctrl.Ellipse_abs The output of the relative ellipse endstop control sub-process 154 is the endstop control signal Ctrl Ellipse_rel The output of the ESO2 endstop control sub-process 156 is the endstop control signal Ctrl. ESO2 The endstop control signals from the absolute ellipse endstop control subprocess 152, the relative ellipse endstop control subprocess 154, and the ESO2 endstop control subprocess 156 are transmitted to a maximum endstop control subprocess 158. The output from the maximum endstop control subprocess 158 is the maximum endstop control signal u ES and the endstop control signal Ctrl Ellipse_abs , Ctrl Ellipse_rel and / or Ctrl ESO2 is the maximum value of

[0038] Absolute velocity V of sheet 102 abs_seat and relative velocity V rel is transmitted to the skyhook control subprocess 160. The output from the skyhook control subprocess 160 is the skyhook control signal Ctrl skyhook Skyhook control signal Ctrl skyhook is transmitted to the rising edge filter sub-process 162. The output from the rising edge filter sub-process 162 is the Skyhook control signal u skyhook is.

[0039] Maximum endstop control signal u ES and Skyhook control signal u skyhook is communicated to the control aggregation sub-process 164. The output from the control aggregation sub-process 164 is the damper control signal u ctrl and is used to provide a control input to the damper 106. The individual sub-steps are further described below.

[0040] Auto-calibration sub-process Auto-calibration sub-step 146 is shown in Figures 5A-5E. Within auto-calibration sub-step 146 are four further sub-steps shown in Figures 5B-5D, including input to RAM from last power cycle value sub-step 166, PDIF initialization sub-step 168, continuous auto-calibration sub-step 170, auto-calibration leakage sub-step 172, and overwrite sub-step 174. Figure 5E shows the relationship of auto-calibration tolerances to factors used in auto-calibration sub-step 146.

[0041] The PDIF initialization subprocess 168 is initialized upon power-up of the system controller 110. This subprocess uses the auto-calibration PDIF elements from the PDIF stored in flash memory to generate the auto-calibration maximum and minimum displacements X ACAL_max / min and auto-calibration tolerance up or down displacement x ACAL_Tolerance_up / dn Although flash memory is mentioned, any memory storage device capable of storing the autocalibration PDIF elements will work. Autocalibration tolerance up or down displacement x ACAL_Tolerance_up / dn is the raw unscaled value and represents a combination of 100% metal stops plus the tolerance percentage specified by the OEM in the PDIF.

[0042] Auto-calibrated maximum and minimum displacement X ACAL_max / min are the maximum and minimum uncorrected unscaled values ​​for 100% metal expansion / compression stops entered into the PDIF by the OEM. AutoCAL_Tolerance is the input of the maximum and minimum allowable unscaled relative displacement from the sensor. Values ​​outside these boundaries are considered invalid and indicate some kind of fault in the system.

[0043] Additionally, the non-volatile random access memory (NVRAM) of the system controller 110 has a value stored from the previous / last power cycle: previously stored maximum unscaled displacement x max_unscaled_old and the minimum unscaled displacement x min_unscaled_old, a matched pair of values ​​is read from NVRAM and communicated to the continuous autocalibration sub-process 170 and the autocalibration leakage sub-process 172. Matched pairs of values ​​means that the code looks at the NVRAM space reserved for these values ​​and only uses the value in NVRAM if there is a duplicate copy of the same value in NVRAM. This ensures that the value in NVRAM is valid and comes from a good previous write to NVRAM. A checksum or CRC of the partitions can also be used to ensure validity.

[0044] Referring to Figure 5C, Continuous Autocalibration 170 is a decision block with sub-decision blocks within it. For illustrative purposes only, Figure 5C illustrates the Continuous Autocalibration 170 decision block as a rectangle. In Continuous Autocalibration substep 170, a determination is made as to whether the NVRAM values ​​are invalid. That is, a question is asked as to whether the NVRAM values ​​have not been written or are equal. This determination is made based on the maximum unscaled displacement x from the previous session. max_unscaled_old and the minimum unscaled displacement x min_unscaled_old If the NVRAM value is valid, use the maximum unscaled displacement x max_unscaled_old and the minimum unscaled displacement x min_unscaled_old is retained, and the maximum unscaled displacement x max_unscaled_old is the maximum unscaled displacement x max_unscaled and the minimum unscaled displacement x min_scaled_old is the minimum unscaled displacement x min_unscaled If the NVRAM values ​​are invalid, the autocalibration ranges are reset to the OEM loaded values. These values ​​are assigned to the autocalibration maximum displacement X ACAL_max minus the upper buffer thickness Snubber_up value, and the auto-calibrated minimum displacement X ACAL_min plus the lower shock absorber 138 thickness Snubber_dn value. The upper shock absorber 136 thickness Snubber_up and lower shock absorber 138 thickness Snubber_dn values ​​are linear displacement digital units entered by the OEM and are based on the thickness of the elastomer shock absorber. The reset autocalibration range is rewritten to NVRAM.

[0045] As explained below in the normalization scaling substep, the normalization range is any range that provides sufficient resolution to capture small movements between the extremes of the physical movement. The normalization range values ​​stored in the PDIF include a working minimum displacement and a working range displacement. In one non-limiting example, the working minimum displacement is set as 4,000 units and the working range displacement is set as 24,000 units. Using these units, the minimum scaled displacement x min_scaled is 4,000, and the maximum scaled displacement x max_scaled would be 28,000.

[0046] The continuous auto-calibration sub-process 170 also uses information from the NVRAM and PDIF to calculate the unscaled relative displacement x rel_unscaled After determining the inputs for the top state of the snubber, the upper snubber 136 thickness Snubber_up value is calculated by multiplying the unscaled relative displacement x rel_unscaled This is merely a mathematical example, but we can see that CA 1. Next, we call the unscaled relative displacement x rel_unscaled minus the upper buffer thickness Snubber_up value is the maximum unscaled displacement x max_unscaled If the answer is no, then determine whether the maximum unscaled displacement x max_unscaled_old is the maximum unscaled displacement x max_unscaled If the answer is yes, continue the process and assign the unscaled relative displacement x rel_unscaled Auto-calibration tolerance up displacement x ACAL_Tolerance_up If the answer is no, then the question is asked whether the unscaled relative displacement x rel_unscaled If the answer is yes, the maximum unscaled displacement x max_unscaled_old is the maximum unscaled displacement x max_unscaled Assign it so that

[0047] For the state below the bumper, the continuous auto-calibration subprocess 170 calculates the lower bumper 138 thickness Snubber_dn and the unscaled relative displacement x rel_unscaledFor the sake of mathematical illustration, we will refer to this as Value CA 2. Next, we call the unscaled relative displacement x rel_unscaled The minimum unscaled displacement x is the sum of the thickness of the lower shock absorber 138, Snubber_dn. max_unscaled If the answer is no, determine whether the minimum unscaled displacement x min_unscaled_old is the minimum unscaled displacement x min_unscaled If the answer is yes, continue the process and assign the unscaled relative displacement x rel_unscaled Auto-calibration tolerance down displacement x ACAL_Tolerance_dn If the answer is no, then the question is asked: is the unscaled relative displacement x rel_unscaled The value of Snubber_dn plus the thickness of the lower buffer 138 is written to NVRAM. If the answer is yes, the minimum unscaled displacement x min_unscaled_old is the minimum unscaled displacement x min_unscaled Assign it so that

[0048] The formula for continuous automatic calibration is: Value CA 1=x rel_unscaled -Snubber_up Equation 5 Value CA 1>x max_unscaled Is it? Equation 6 x rel_unscaled >x ACAL_Tolerance_up Is it? Equation 7 Value CA 2=x rel_unscaled +Snubber_dn Expression 8 Value CA 2 <x min_unscaled Is it? Equation 9 x rel_unscaled <x ACAL_Tolerance_dn Is it? Equation 10

[0049] Referring to FIG. 5D, the Auto-Calibrate Leak subprocess 172 begins when time = t1 is true. Time t1 is an internal code counter that starts when the system controller 110 is powered on. Time t1 counts to 65,000 and stops, and is used for initialization event scheduling. When initialized, the maximum unscaled displacement x from the previous session is used. max_unscaled_old and the minimum unscaled displacement x min_unscaled_old is the leakage value x ACAL_leak The leakage value x is corrected by ACAL_leak is the maximum unscaled displacement x max_unscaled_old For mathematical purposes, we will refer to this value as Value AL Call it 1. The leakage value is an unscaled digital value used to adjust for overly wide miscalibrations and is applied at the start of every power cycle.

[0050] Leak value x ACAL_leak is the minimum unscaled displacement x from the previous session min_unscaled_old For mathematical purposes only, we will refer to this value as Value AL Call it 2. Auto-calibrated maximum displacement X ACAL_max The leakage value is the automatic calibration tolerance up displacement x ACAL_Tolerance_up is less than or equal to the auto-calibrated maximum displacement X ACAL_max Auto-calibration minimum displacement X is written to NVRAM only if it is greater than or equal to the value of the minimum displacement minus the upper buffer thickness Snubber_up. ACAL_min The leakage value is the automatic calibration tolerance down deviation x ACAL_Tolerance_dn and the minimum displacement X ACAL_min is written to NVRAM only if it is less than or equal to the thickness of the bottom buffer 138, Snubber_dn.

[0051] The formula for auto-calibration leakage is: Value AL 1=x max_unscaled_old -x ACAL_leak Formula 11 saturation=x ACAL_Tolerance_up ,X ACAL_max -Snubber_up Eq. 12 ValueAL 2=x min_unscaled_old +x ACAL_leak formula 13 Saturation=X ACAL_min +Snubber_dn,x ACAL_Tolerance_dn formula 14

[0052] From the inputs from the continuous autocalibration subprocess 170 and the autocalibration leakage subprocess 172, the overwrite subprocess 174 calculates the maximum unscaled displacement x max_unscaled The maximum and minimum unscaled displacement x min_unscaled By the various determinations described above for the continuous auto-calibration sub-step 170, the maximum unscaled displacement x max_unscaled_old and the minimum unscaled displacement x min_unscaled_old the maximum unscaled displacement x max_unscaled and the minimum unscaled displacement x min_unscaled If this occurs, then overwrite sub-process 174 is skipped. Otherwise, the outputs from the various decisions described above in continuous auto-calibration sub-process 170 are passed down a decision logic path and provided to overwrite sub-process 174. The values ​​are written to NVRAM or other designated memory.

[0053] Standardization and scaling sub-process Referring to FIG. 4, the normalization scaling sub-step 148 calculates the maximum unscaled displacement x from the auto-calibration sub-step 146. max_unscaled and the minimum unscaled displacement x min_unscaled The output from the normalization and scaling sub-process 148 is the scaled relative displacement x rel_scaled , the maximum scaled displacement x max_scaled , and the minimum scaled displacement x min_scaled Includes:

[0054] The normalized range is the displacement travel range, where the maximum and minimum ends of the damper travel are assigned specific hard-coded values ​​regardless of the uncorrected displacement sensor range values. This results in the same digital solution inside the algorithms and filters, and therefore values ​​independent of the input solutions of sensors 112, 114, 116 and / or 118.

[0055] Signal Processing Sub-Process 6A to 6D, the absolute acceleration a of the sheet 102 or the base 104 abs and scaled relative displacement x rel_scaled A signal processing sub-process 150 is shown with inputs of: The process can use data from either digital or analog displacement sensors 114 and / or sensors 116, and the process can use data from either digital or analog accelerometers 112 and / or 118.

[0056] Referring to FIG. 6A , the digital displacement sensor 114 and / or sensor 116 is shown paired with the analog accelerometer 112 and / or 118. In this configuration, the signal from the digital displacement sensor 114 and / or sensor 116 is first processed through a digital low-pass filter 176 to match the accelerometer's analog low-pass anti-aliasing filter 178. The resulting signal from the digital displacement sensor 114 and / or sensor 116 is processed through a bandwidth-limited differentiator 180. The resulting signal from the bandwidth-limited differentiator 180 is processed through a high-pass filter 182 to match the accelerometer basic washout filter 186. The output from the high-pass filter 182 is processed through a second high-pass filter 184 to match the accelerometer leakage integrator 190. The output from the second high-pass filter 184 is used to calculate the relative velocity V of the seat 102. rel is.

[0057] 6A, signal processing substep 150 uses data from analog accelerometers 112 and / or 118. The signals from analog accelerometers 112 and / or 118 include processing the signals with analog low-pass anti-aliasing filters 178. The resulting signals from analog accelerometers 112 and / or 118 are processed through basic washout digital high-pass filters 186. The resulting signals from basic washout digital high-pass filters 186 are processed through low-pass filters 188 to match the bandwidth-limited differentiators 180 of displacement sensors 114, 116. The resulting signals are then processed by leak integrator 190 to determine the absolute velocity V of seat 102. abs_seat and / or the absolute velocity V of the substrate 104 abs_base Generate.

[0058] Referring to FIG. 6B, digital displacement sensor 114 and / or sensor 116 are shown paired with digital accelerometer 112 and / or 118. There is no intermediate analog signal processing. The signal obtained from digital displacement sensor 114 and / or sensor 116 is processed through a bandwidth-limited differentiator 180. The signal obtained from bandwidth-limited differentiator 180 is processed through a high-pass filter 182 and matched to an accelerometer basic washout filter 186. The output from high-pass filter 182 is processed through a second high-pass filter 184 and matched to an accelerometer leakage integrator 190. The output from second high-pass filter 184 is used to determine the relative velocity V of seat 102. rel is.

[0059] 6B, the signal processing sub-step 150 uses data from the digital accelerometers 112 and / or 118. There is no intermediate analog signal processing. The resulting signal from the digital accelerometer sensors 112 and / or 118 is processed through a basic washout digital high-pass filter 186. The resulting signal from the basic washout digital high-pass filter 186 is processed through a low-pass filter 188 to match the bandwidth-limited differentiator 180 of the displacement sensors 114, 116. The resulting signal is then processed by a leaky integrator 190 to obtain the absolute velocity V of the seat 102. abs_seat or the absolute velocity V of the substrate 104 abs_base Generate.

[0060] 6C, analog displacement sensor 114 and / or sensor 116 is shown paired with analog accelerometer 112 and / or 118. In this configuration, the signal from analog displacement sensor 114 and / or sensor 116 is first processed through analog low-pass filter 178. The resulting signal from analog displacement sensor 114 and / or sensor 116 is processed through bandwidth-limited differentiator 180. The resulting signal from bandwidth-limited differentiator 180 is processed through high-pass filter 182 to match the accelerometer's basic washout filter 186. The output from high-pass filter 182 is processed through second high-pass filter 184 to match the accelerometer's leakage integrator 190. The output from second high-pass filter 184 is used to determine the relative velocity V of seat 102. rel is.

[0061] 6C, signal processing sub-step 150 uses data from analog accelerometers 112 and / or 118. The signals from analog accelerometers 112 and / or 118 include processing the signals with analog low-pass anti-aliasing filters 178. The resulting signals from analog accelerometers 112 and / or 118 are processed through basic washout digital high-pass filters 186. The resulting signals from basic washout digital high-pass filters 186 are processed through low-pass filters 188 to match the bandwidth-limited differentiators 180 of displacement sensors 114, 116. The resulting signals are then processed by leak integrator 190 to determine the absolute velocity V of seat 102. abs_seat and / or the absolute velocity V of the substrate 104 abs_base Generate.

[0062] Referring to FIG. 6D , analog displacement sensor 114 and / or sensor 116 is shown paired with digital accelerometer 112 and / or 118. In this configuration, the signal from analog displacement sensor 114 and / or sensor 116 is first processed through an analog low-pass anti-aliasing filter 178. The resulting signal from analog displacement sensor 114 and / or sensor 116 is processed through a bandwidth-limited differentiator 180. The resulting signal from bandwidth-limited differentiator 180 is processed through a high-pass filter 182 to match the accelerometer's basic washout filter 186. The output from high-pass filter 182 is processed through a second high-pass filter 184 to match the accelerometer's leakage integrator 190. The output from second high-pass filter 184 is used to determine the relative velocity V of seat 102. rel is.

[0063] 6D, signal processing sub-step 150 uses data from digital accelerometers 112 and / or 118. First, the signal from digital accelerometer 112 and / or 118 is processed through digital low-pass filter 176 to match the analog low-pass anti-aliasing filter 178 of the displacement sensor. The resulting signal from digital accelerometer 112 and / or 118 is processed through basic washout digital high-pass filter 186. The resulting signal from basic washout digital high-pass filter 186 is processed through low-pass filter 188 to match the bandwidth-limited differentiator 180 of displacement sensor 114, 116. The resulting signal is then processed by leaky integrator 190 to derive the absolute velocity V of seat 102. abs_seat and / or the absolute velocity V of the substrate 104 abs_base Generate.

[0064] With reference to the bandwidth-limited differentiator 180 and matched low-pass filter 188, the bandwidth limitation for the limited differentiator is required to prevent aspects of the signal processing function from having infinite gain when subjected to a step input. With respect to the bandwidth-limited differentiator 180 and matched low-pass filter 188, the frequency of the bandwidth-limited differentiator / low-pass filter must be far enough above the controllable bandwidth of the seat damper so that displacement is accurately differentiated with respect to velocity with minimal phase shift error within the controllable bandwidth of the damper. For example, the frequency of the low-pass filter may be at least approximately 10 times the controllable bandwidth of the seat damper. The low-pass filter must also be far enough below the controller sample rate to provide significant filtering. For example, the low-pass filter may be approximately 0.1 times the controller sample rate or less.

[0065] Referring to the high-pass filters, the basic washout filters and leaky integrators 182, 184, 186, 190 are all preferably ideal integrators ranging from well below the resonant frequency of the sheet 102 (e.g., about 0.1) to well above the controllable bandwidth of the damper 106 (e.g., about 10 times). In this case, the ideal integrator is one whose Laplace transform is Vout / V in = 1 / sec integrator. An ideal integrator has undesirable infinite gain under direct current (DC). The leaky integrator adds a high-pass filter at a fairly low frequency, which prevents the output of the integrator term from increasing to one of its saturated values ​​due to small DC offset values. The frequency of the high-pass filter for the basic washout matched filter and the leaky integrator must be significantly below the resonant frequency of the sheet 102 to produce a minimum phase shift error within the controllable bandwidth of the filter (e.g., smaller than the controlled region, within a sample region such as about < 10 degrees). Preferably, the frequency is about 0.1 times the resonant frequency of the sheet 102 or less.

[0066] A leaky integrator is a combination of an ideal integrator and a low-cutoff frequency high-pass filter. This high-pass filter element is added so that the ideal integrator function does not have infinite gain at zero Hz. The formula for this is known to those skilled in the art. In this invention, a non-limiting example of a high-pass roll-off frequency of approximately 0.0773 Hz is used. However, this non-limiting value is based on the specific hardware and software combination. Different hardware and software combinations will have different non-limiting values. This limitation is the resolution and sample rate of the digital fixed-point processor, which may vary with each configuration.

[0067] Absolute and relative elliptical endstop control sub-process The ellipse endstop control sub-processes 152, 154 are shown in Figures 7A-7E. The absolute ellipse endstop control sub-process 152 is nearly identical to the relative ellipse endstop control sub-process 154, except that the input data differs slightly between the two. The absolute ellipse endstop control sub-process 152 calculates the maximum scaled displacement x max_scaled , the minimum scaled displacement x min_scaled , scaled relative displacement x rel_scaled , the absolute velocity V of the seat 102 abs_seat and relative velocity V relThe relative ellipse endstop control sub-process 154 uses the maximum scaled displacement x max_scaled , the minimum scaled displacement x min_scaled , scaled relative displacement x rel_scaled , and relative velocity V rel Use.

[0068] 7A, within the ellipse endstop control sub-processes 152, 154 there are four sub-processes: ellipse parameter selection sub-process 192, dynamic velocity components 194, dynamic displacement components 196, and ellipse control calculation 198. The output is an ellipse control signal Ctrl Ellipse_rel / abs Referring to FIG. 7B, the ellipse parameter selection substep 192 first selects the relative velocity V rel Receives input. If the sheet is expanding, the sub-process moves the displacement radius up x Radius_up , relative or absolute velocity radius up V rel / abs_Radius_up , offset displacement up x Offset_up , and gain ellipse up G Elliptical_rel / abs_up The stored parameters are transmitted to a dynamic velocity component sub-process 194, a dynamic displacement component sub-process 196, and an ellipse control sub-process 198. If the sheet is not expanding, the sub-processes transmit the displacement radius down x Radius_dn , relative or absolute velocity radius down V rel / abs_Radius_dn , offset displacement down x Offset_dn , and gain ellipse down G Elliptical_rel / abs_dn The stored parameters of the relative velocity V are transmitted to a dynamic velocity component sub-process 194, a dynamic displacement component sub-process 196, and an ellipse control sub-process 198. rel or absolute velocity V abs Depending on the solution of either of the above, the gain is adjusted between the absolute ellipse end-stop control sub-step 152 and the relative ellipse end-stop control sub-step 154 ​​to adjust the gain ellipse up G. Elliptical_rel / abs_up Or Down G Elliptical_rel / abs_dn may vary.

[0069] Displacement radius up x Radius_up and displacement radius down x Radius_dn is shown in Figure 7E. Similarly, the relative velocity radius up V rel_Radius_up Or absolute velocity radius up V abs_Radius_upand relative velocity radius down V rel_Radius_dn or absolute velocity radius down V abs_Radius_dn , as well as the offset-up displacement x Offset_up and offset displacement down x Offset_dn Both are shown in Figure 7E. The parameter values ​​for the ellipse control are determined by measuring the scaled displacement movement of the seat under inputs that do not cause endstop collisions. The displacement radius up x Radius_up Or Down x Radius_dn The value is half the total travel during the maximum travel without hitting an end stop in the direction of travel indicated (extension = up, compression = dn). V rel / abs_Radius The value is the maximum velocity observed mid-stroke and can be mitigated (by springs, passive damping, and skyhook control) without end-stop collision. Displacement offset up or down x Offset_up / dn The parameter is used for asymmetry measured in displacement travel in a given direction (e.g., a large amount of expansion for mid-stroke may be more tolerable than compression in the compression direction). This parameter can be effectively used to generate a fixed amount of control based entirely on displacement at the end stop position. Gain ellipse up or down G Elliptical_rel / abs_up / dn are determined by each seat manufacturer during adjustment of the seat 102 to which the damper 106 is attached. These quantities are used to determine the established displacement radius up or down x Radius_up / dn deviation of the seat 102 beyond the relative or absolute velocity radius up or down V rel / abs_Radius_up / dn and the output of the damper 106. The gain is adjusted to prevent end-stop collisions (by increasing the value) while balancing acceleration due to over-control (by decreasing the value), both of which can result in increased acceleration and seat vibration harshness.

[0070] The dynamic velocity component substep 194 calculates the radial displacement up x Radius_up Or Down x Radius_dn Value and relative V rel or absolute velocity V abs Use the value of Displacement Radius Up x Radius_up Or Down xRadius_dn The value is retrieved from NVRAM. Relative velocity V rel or absolute velocity V abs The value is squared and then multiplied by the squared displacement radius x Radius 2 Multiply the values. The result is the squared displacement radius squared relative velocity x Radius 2 V rel 2 or absolute velocity x Radius 2 V abs 2 Value: Displacement radius up x Radius_up Or Down x Radius_dn The values ​​are respectively expanded [V rel >0] or compressed [V rel < 0], based on the seat travel direction, the OEM-entered appropriate displacement radius up x Radius_up or displacement radius down x Radius_dn The squared displacement radius x Radius 2 value, and squared relative or absolute velocity squared displacement radius x Radius 2 V rel / abs 2 Both values ​​are passed to the ellipse control calculation sub-process 198 .

[0071] The dynamic velocity component 194 is given by the following equation: x Radius 2 V rel / abs 2 =x Radius 2 ×V rel / abs 2 formula 15 It is mathematically expressed by

[0072] Referring to FIG. 7C, the dynamic displacement component substep 196 calculates the squared elliptical displacement squared relative radius x Elliptical_up / dn 2 V rel / abs_Radius_up / dn 2 Calculate x Elliptical_up / dn 2 is the squared ellipse up or down center displacement, and V rel / abs_Radius_up / dn 2is the squared relative or absolute velocity radius up or down. One step in this sub-step is to calculate the relative or absolute velocity radius V rel / abs_Radius_up / dn Square this value and calculate the relative or absolute velocity radius V rel / abs_Radius_up / dn 2 Another step in this sub-process is to calculate the displacement from the ellipse center for expansion or compression of the sheet 102. The relative velocity V rel is used to define whether the sheet 102 is expanded or compressed. If the sheet 102 is expanded, the ellipse up center x Elliptical_up The upward displacement from the maximum scaled displacement x max_scaled , displacement radius up x Radius_up , offset-up displacement x Offset_up , and the scaled relative displacement x rel_scaled When the sheet 102 is compressed, the ellipse down center x Elliptical_dn The downward displacement from the minimum scaled displacement x min_scaled , displacement radius down x Radius_dn , offset displacement down x Offset_dn , and the scaled relative displacement x rel_scaled Use.

[0073] Expanding sheet 102 ellipse up center x Elliptical_up To calculate the displacement from the radius up to x Radius_up , offset displacement up x Offset_up and scaled relative displacement x rel_scaled All of the above are scaled to the maximum displacement x max_scaled Subtract from the center x of the ellipse down of the compressed sheet 102 Elliptical_dn To calculate the displacement from the radius down, use the displacement x Radius_dn , offset displacement down x Offset_dn and the minimum scaled displacement x min_scaled All of these are scaled relative displacements x rel_scaled Depending on whether the sheet 102 is expanded or compressed, the ellipse up center x Elliptical_up Displacement or ellipse down center x Elliptical_dn Square the displacement.

[0074] Squared relative or absolute velocity radius V rel / abs_Radius_up / dn 2 Square the ellipse up to the center x Elliptical_up 2 Displacement or squared ellipse down center x Elliptical_dn 2 Multiply by either the displacement. The output is the squared elliptical displacement squared relative or absolute velocity radius x Elliptical_up / dn 2 V rel / abs_Radius_up / dn 2 and is stored and transmitted to the ellipse control calculation sub-step 198.

[0075] These dynamic control components 194 have the following formula: x Elliptical_up 2 =(x max_scaled -x Radius_up -x Offset_up -x rel_scaled ) 2 formula 16 x Elliptical_dn 2 =(x rel_scaled -x Radius_dn -x Offset_dn -x min_scaled ) 2 formula 17 x Elliptical_up / dn 2 V rel / abs_Radius_up / dn 2 =V rel / abs_Radius_up / dn 2 ×x Elliptical_up / dn 2 formula 18 It is mathematically expressed by

[0076] Referring to FIG. 7D, the relative or absolute elliptical control signal Ctrl Ellipse_rel / abs is calculated. One step is the squared radial displacement squared relative or absolute velocity x Radius 2 V rel / abs 2 Squared elliptical displacement squared relative or absolute velocity radius x Elliptical_up / dn 2 V rel / abs_Radius_up / dn 2 In another step, the squared relative or absolute velocity radius V is calculated. rel / abs_Radius_up / dn 2 squared displacement radius xRadius 2 to determine the ellipse boundary. The ellipse boundary is subtracted from the penetration component. If the difference between the penetration component and the ellipse boundary exceeds zero, the value is multiplied by the ellipse up or down gain G Elliptical_rel / abs_up / dn The resulting value is used to multiply the ellipse control signal Ctrl Ellipse_rel / abs If the value of the difference between the penetration component and the ellipse boundary is less than or equal to zero, the ellipse control signal Ctrl Ellipse_rel / abs is zero. Ellipse up or down gain G Elliptical_rel / abs_up / dn The values ​​are those established by the seat manufacturer for a particular seat during the seat adjustment process, which is described below.

[0077] These ellipse control calculations 198 are calculated using the following formula: Penetration = x Elliptical_up / dn 2 V rel / abs_Radius_up / dn 2 +x Radius 2 V rel / abs 2 formula 19 Ellipse boundary = V rel / abs_Radius_up / dn 2 ×x Radius 2 formula 20 If penetration > 0, press Ctrl Ellipse_rel / abs =G Elliptical_rel / abs_up / dn ×(Penetration-Ellipse Boundary) Equation 21 If penetration is ≦0, press Ctrl Ellipse_rel / abs =0 Equation 22 It is mathematically expressed by

[0078] ESO2 Endstop Control Sub-Process 8A and 8B, the ESO2 endstop control substep 156 is shown. In this substep, the relative velocity V rel , the maximum scaled displacement x max_scaled , the minimum scaled displacement x min_scaled , and the scaled relative displacement x rel_scaled is the input. Relative speed limit up V lim_up , relative speed limit down V lim_dn , Displacement limit up x lim_up and displacement limit down xlim_dn is an OEM input parameter correlated to the measurement. Referring to FIG. 8A, the initial start of the sub-step is the relative velocity V rel The objective of this study is to determine whether the sheet is expanding or compressing by determining whether |V| is greater than or less than zero. rel |Also, relative velocity V rel is determined at this point by taking the absolute value of

[0079] Relative velocity V rel If V is greater than zero, the sub-process uses an "up" set of parameters and gains to indicate that the sheet 102 is expanding. The "up" set of parameters and gains is used to indicate that the sheet 102 is expanding. lim_up , relative displacement limit up x lim_up and OEM provide gain value up G ESO2_up Relative displacement limit increase x lim_up is the scaled relative displacement x rel_scaled It is a quantity in the reference system. Relative displacement limit up x lim_up is the displacement threshold that must be exceeded for the compression of the damper 106 to trigger the ESO2 control decision process. As shown in FIG. 8B, the relative displacement limit up x lim_up is the minimum scaled displacement x min_scaled If the sheet 102 is compressing below this value, the relative displacement limit up x lim_up indicates an impending collision of the extended end stop due to the stored potential energy of the spring 108 and the lower shock absorber 138. Displacement trigger x Trigger is the displacement distance x relative to the opposite stop dist_to_opp_stop The relative displacement limit is x lim_up It is set to be true if the following is true:

[0080] Relative Speed ​​Limit Up V lim_up The parameter V indicates that the expansion rate is large enough. rel Velocity trigger V is a quantity in the reference frame that indicates the need for additional control to prevent collisions with end stops. Triggeris the absolute value of the relative velocity |V rel | Increases relative speed limit V lim_up is set to be true when

[0081] Velocity Trigger V Trigger and displacement trigger x Trigger If both of these conditions are met, the ESO2 control will rel | Increases relative speed limit V lim_up It remains in effect until it falls back below the value. lim_up Returning below the value indicates that the sheet 102 is being slowed down to a control level.

[0082] OEM-provided gain increase ESO2_up is the absolute value of the relative velocity |V rel The scalar relationship between the magnitude of | and the control output of the damper 106 is sufficient to prevent extended end-stop impact while using the full travel of the damper 106. This effectively strikes a balance between the harshness of end-stop impact and possible over-control of the damper 106. Next, the OEM-provided gain value up G ESO2_up , Speed ​​limit up V lim_up The absolute value of the relative velocity |V rel Multiply the scale of |ESO2 Magnitude This provides sufficient control to prevent extended end-stop collisions while still using the full travel of the damper 106.

[0083] Similarly, if it is determined that the sheet 102 is compressing, the sub-process uses a "down (dn)" set of parameters and gains that indicate that the sheet 102 is compressing. The "dn" set of parameters and gains is used to determine the relative velocity limit down V lim_dn , relative displacement limit down x lim_dn and OEM-provided gain value down G ESO2_dn Relative displacement limit down x lim_dn is the scaled relative displacement x rel_scaled It is a quantity in the reference system. Relative displacement limit down x lim_dnis the displacement threshold that must be exceeded for the damper 106 to trigger the ESO2 control decision process. lim_dn is the maximum scaled displacement x max_scaled If the sheet 102 is extended beyond this value, the relative displacement limit down x lim_dn indicates an impending collision of the compression end stop due to the stored potential energy of the spring 108 and upper shock absorber 136. In this case, the displacement trigger x Trigger is the displacement distance x relative to the opposite stop dist_to_opp_stop The relative displacement limit down x lim_dn Set to true if:

[0084] Relative Speed ​​Limit Down V lim_dn The parameter is the relative velocity V rel Velocity Trigger V is a quantity in the reference frame that indicates when the compression velocity is of sufficient magnitude to indicate the need for additional control to prevent collision with the end stops. Trigger is the absolute value of the relative velocity |V rel | Relative speed limit down V lim_dn is set to be true when

[0085] As mentioned above, the velocity trigger V Trigger and displacement trigger x Trigger If both of these conditions are met, the ESO2 control will rel | Relative speed limit down V lim_dn It remains valid until it falls back below the value of |V rel | Relative speed limit down V lim_dn A drop below this value indicates that the sheet 102 is slowing down to a controlled level.

[0086] OEM-provided gain value down G ESO2_dn is the absolute value of the relative velocity |V rel The gain value down G is a scalar relationship between the magnitude of | and the control output of the damper 106, sufficient to prevent impact of the compression end stop while using the full stroke of the damper 106.ESO2_dn This effectively balances the harshness of the end-stop crash with the potential over-control of the damper 106. Next, the OEM-provided gain value Down G ESO2_dn , Speed ​​limit down V lim_dn The absolute value of the relative velocity |V rel Multiply the scale of |ESO2 Magnitude This provides sufficient control to prevent extended end-stop collisions while still using the full travel of the damper 106.

[0087] The velocity trigger calculation begins by determining whether the seat 102 is expanding or compressing. Depending on the state of the seat 102, the relative velocity limit up V lim_up The absolute value of the relative velocity |V rel | Subtract from or relative speed limit down V lim_dn The absolute value of the relative velocity |V rel | Subtract from |. Add the OEM-provided gain value up to G ESO2_up Or OEM provided gain value down G ESO2_dn Multiply either the ESO2 end stop by the scale of ESO2 Magnitude Determine the scale of this ESO2 endstop ESO2 Magnitude is the following formula: ESO2 Magnitude =|V rel |-V lim_up / dn ×G ESO2_up / dn formula 23 is expressed by

[0088] Relative speed limit up or down V lim_up / dn From the obtained value of |V rel If the result is greater than or equal to zero, the velocity trigger V Trigger is set equal to 1. If the resulting value is less than zero, the velocity trigger V Trigger is set equal to zero. Velocity trigger V Trigger is the following formula: V Trigger =|V rel |-V lim_up / dn If ≧0, then 1 Equation 24 VTrigger =|V rel |-V lim_up / dn If <0, 0 Equation 25 is expressed by

[0089] The displacement trigger calculation begins by determining whether the sheet 102 is in expansion or compression. Depending on the state of the sheet 102, the displacement distance x to the opposite stop is dist_to_opp_stop The relative displacement limit up x lim_up Subtract from or opposite stop x dist_to_opp_stop The relative displacement limit down x lim_dn If the resulting value is greater than or equal to zero, the displacement trigger x Trigger equal to 1, and if the resulting value is less than zero, the displacement trigger x Trigger Set equal to zero. Displacement trigger x Trigger is the following formula: x Trigger =x lim_up / dn -x dist_to_opp_stop If ≧0, then 1 Equation 26 x Trigger =x lim_up / dn -x dist_to_opp_stop If <0, then 0 Equation 27 is expressed by

[0090] Displacement distance to opposite stop x dist_to_opp_stop Determining the displacement x begins with knowing whether the sheet 102 is in expansion or compression. If it is in compression, the distance from the top end stop is determined by the scaled relative displacement x rel_scaled Maximum scaled displacement x max_scaled When in extension, the distance from the compression endstop is determined by subtracting the minimum scaled displacement x min_scaled Scaled relative displacement x rel_scaled This result is the displacement distance x to the opposite stop. dist_to_opp_stop This displacement distance x dist_to_opp_stop is the following formula: V rel If ≦0, then x dist_to_opp_stop =x max_scaled -x rel_scaledformula 28 V rel > 0, then x dist_to_opp_stop =x rel_scaled -x min_scaled formula 29 is expressed by

[0091] The next step is the displacement trigger x from the last system controller processor (not shown) clock cycle. Trigger The ESO2 Cyclic Trigger ESO2_Cyclic_Trigger is determined by determining the maximum value between ESO2_Trigger and ESO2_Trigger. ESO2_Trigger is the decision enabler for the ESO2 control that determines the ESO2 control signal output. This Boolean output is calculated from the velocity and displacement trigger decision process. ESO2 Cyclic Trigger ESO2_Cyclic_Trigger is the maximum value between ESO2_Trigger and ESO2_Trigger. Trigger Multiply the ESO2 trigger ESO2_Trigger by the ESO2 end stop scale ESO2 Magnitude Multiply the value by the ESO2 control signal Ctrl ESO2 Determine.

[0092] 8B, the ESO2 endstop control sub-process 156 is further illustrated. FIG. 8B shows the relative displacement x of the seat 102 measured over time during an impact event (e.g., a depression or speed arrestor) that causes a crash stop. rel 8B shows the condition of the sub-process extension (or "up") logic. Scaled relative displacement 200 shows that sheet 102 initially compresses near the end of travel in the compression direction. During this initial event, ESO2 control sub-process 156 is not active, meaning that control is covered by ellipse endstop control sub-processes 152, 154 and / or skyhook control sub-process 160.

[0093] A scaled relative displacement trace 200 is shown. The scaled relative displacement trace 200 is a trace of the minimum scaled displacement x min_scaled Relative displacement limit up to x lim_up Approaching the limit of relative displacement xlim_up is a combination of parameters measured to indicate a compression event with sufficient stored energy that could result in a subsequent extension endstop impact. rel When exceeds zero, indicating that the seat is expanding, the "up" parameter is selected and the displacement trigger x Trigger is launched.

[0094] At extreme compression, the relative velocity V rel is the point V rel = 0 switches from negative (compression) to positive (expansion). This activates the "up" parameter of the algorithm and triggers the displacement x Trigger is set to "true" (indicated by box 202). As time progresses, the relative velocity V rel (Measurement values ​​not shown) is the relative speed limit up V lim_up The velocity trigger V continues to increase until it exceeds the velocity trigger V parameter. This indicates that the stored energy is not being controlled sufficiently to prevent an extension endstop collision, and the stored potential and kinetic energy provide early indicators of an impending compression endstop collision. Trigger Set logic to true.

[0095] Displacement trigger x Trigger and velocity trigger V Trigger are both true, the ESO2 endstop control substep 156 is enabled and the output of the control is the quantity G ESO2_up The amount is proportional to the velocity G ESO2_up is adjusted to utilize as much of the suspension travel as possible while providing enough control to prevent end-stop collisions. This is indicated by the start 204 of region 206. When ESO2 control is enabled, the displacement trigger x Trigger is no longer necessary, and the control is based on the relative velocity V rel Relative speed limit increase V lim_upThe ESO2 endstop control sub-process 156 remains active until it slows below this value, indicating that the sheet is back under control and the ESO2 endstop control sub-process 156 is no longer necessary (this is shown on the plot by the end point 208 of region 206). The above shows a half cycle of the ESO2 endstop control sub-process 156. The ESO2 endstop control sub-process 156 is possibly active again during a subsequent compression cycle, but this is not detailed in FIG. 8B.

[0096] Maximum end stop control sub-process In the maximum end stop control sub-step 158, the absolute ellipse control signal Ctrl Ellipse_abs , relative ellipse control signal Ctrl Ellipse_rel and ESO2 control signal Ctrl ESO2 The values ​​of are compared with each other. The maximum value is the end stop control signal u ES is selected as.

[0097] Skyhook control sub-process 9, the skyhook control subprocess 160 is shown. This subprocess calculates the absolute velocity V of the seat 102. abs_seat relative velocity V rel If the answer is no, the skyhook control subprocess 160 sets the skyhook control signal Ctrl with a value of zero. skyhook If the answer is yes, the skyhook control subprocess 160 outputs the viscous damping coefficient C sky The absolute velocity V of sheet 102 abs_seat Skyhook control signal Ctrl equal to multiplied by skyhook Viscous damping coefficient C sky is the firmness selection made by the seat occupant and can range from soft to firm. For example, there can be three position selections: soft, medium, or firm, or there can be variable divisions between soft and firm. Skyhook control signal Ctrl skyhook is stored in a memory such as a random access memory (RAM). The equation for the Skyhook control sub-process 160 is: Vabs_seat ×V rel If >0, enable control, Ctrl skyhook =C sky ×V abs_seat formula 30 V abs_seat ×V rel If ≦0, do not enable control, Ctrl skyhook =0 formula 31

[0098] Rising Edge Filter Sub-Process 10, there is shown a rising edge filter subprocess 162. The rising edge filter subprocess 162 is configured to filter the skyhook control signal Ctrl from the skyhook control subprocess 160. skyhook Use the Skyhook control signal Ctrl skyhook is processed through a single-pole low-pass filter. If response A is less than or equal to response B, the skyhook control signal Ctrl skyhook The value of is the control output from the low-pass filter. Otherwise, the unmodified control value is the Skyhook control signal u skyhook The Skyhook control signal u skyhook is stored in a memory such as a RAM.

[0099] Control Aggregation Sub-Process Referring to FIG. 4, the control aggregation sub-step 164 generates the endstop control signal u ES and Skyhook control signal u skyhook The sum of these signals can be combined by taking either the maximum or the sum of the two control outputs. This option is a PDIF parameter selection provided by the OEM. Endstop control signal u ES and Skyhook control signal u skyhook Most of the conditions are satisfied when the maximum value between the absolute velocity V of the seat 102 is taken. abs_seat, because the three endstop control sub-processes consider relative movement, which are correlated but relatively independent quantities. However, an OEM may discover that kinetic energy stored in the seat 102 (mitigated by the skyhook control sub-process) can overwhelm the relative control of the endstop control sub-processes. In this case, the sum of these terms may assist in overall control of the seat's attitude. The output of control aggregation sub-process 164 is the damper control signal u ctrl This value is used by the system controller 110 to provide a controllable input to the damper 106.

[0100] Adjustment process A non-limiting example sequence will be used to explain the adjustment process. Other OEM adjustment processes may be used and may have a different order of operations for the adjustment process. In this non-limiting example, the first step is to exercise the suspension and adjust the scaled displacement limit x max / min_scaled The goal of the process is to ensure that the calculated values ​​match the valid expectations from auto-calibration sub-process 146. Next, the process adjusts skyhook control sub-process 160 to minimize harsh ride by implementing suspension with inputs that do not result in end-stop collisions. Next, the process adjusts elliptical end-stop control sub-processes 152, 154 to minimize peak seat acceleration and harsh ride by training the suspension with inputs that result in end-stop collisions. The next step in the process adjusts ESO2 end-stop control sub-process 156 to minimize peak seat acceleration by training the suspension with thrust-driven end-stop collisions. A decision is made on the maximum or sum of control aggregation sub-process 164 based on minimizing harsh ride and peak seat acceleration. Referring to FIG. 11 , the illustrated adjustment process continues by a non-limiting example.

[0101] Example Figure 12 shows a transmissibility plot of the claimed invention. In Figure 12, traces of the plot with three example transmissibility are shown, representing three different seat 102 suspension configurations. The transmissibility is a function of the seat acceleration a seat Acceleration relative to the base abase (i.e., the ratio of the sheet a abs a of the substrate abs ). The lower the transmissibility value, the lower the acceleration experienced by the seat occupant. As shown in FIG. 12, a transmissibility value below 0 dB indicates that the seat 102 is attenuating the fundamental input. This attenuation causes the seat occupant to experience less acceleration than seen by the seat substrate 104. A transmissibility value above 0 dB indicates that the seat 102 is amplifying the fundamental input. This amplification causes the seat occupant to experience a greater level of acceleration than seen by the seat substrate 104.

[0102] In Configuration A, the seat 102 is controlled using a soft passive damper 106 (i.e., a damper with low resistance to motion). For acceptable seat occupant comfort, the transmissibility of the damper 106 in Configuration A is acceptable if it is above the resonant frequency of the seat system. Stated differently, the seat 102 performs well when subjected to high frequency fundamental inputs. However, fundamental input frequencies around the resonant frequency of the seat 102 are significantly amplified. The amplified fundamental input frequencies result in large seat 102 motions in response to lower frequency fundamental inputs. This amplified fundamental input results in a high probability of unpleasant end-stop crashes.

[0103] In Configuration B, the seat 102 is controlled using a stiff passive damper 106 (i.e., a damper with high resistance to motion). For acceptable seat occupant comfort, the transmissibility of the damper 106 in Configuration B is acceptable around the seat's resonant frequency. In this configuration, the seat 102 does not significantly amplify fundamental inputs around the resonant frequency. However, the fundamental inputs are significantly amplified as they become higher frequency (particularly in the 2-6 Hz range in this example). This amplification of fundamental inputs results in a more uncomfortable ride for the seat occupant.

[0104] In configuration C, the seat 102 is controlled by a semi-active damper using the Skyhook algorithm. For configuration C, the transmissibility of the seat 102 is acceptable around the seat resonance frequency and is better than the performance of a stiff passive damper 106 for low-frequency fundamental inputs. This indicates that the seat 102 damps the natural resonance response of the seat 102 and reduces the likelihood of unpleasant end-stop impacts. Furthermore, the high-frequency performance of the seat 102 performs similarly to a soft passive damper 106 for high-frequency fundamental inputs. The Skyhook-controlled semi-active damper 106 offers the best performance combination of both a stiff passive damper, which eliminates seat resonance effects, and a soft passive damper, which provides minimal transmissibility for high-frequency fundamental inputs. This results in a more comfortable ride for the seat occupant than either a stiff or soft passive damper 106.

[0105] A method for controlling a damping force of a seat damper disposed between a seat and a substrate, the seat damper having a seat controller for providing control to the seat, the method comprising: abs ) and generates an acceleration signal. The method measures the unscaled relative displacement (x) of the sheet relative to the substrate. rel_unscaled ) and generating a displacement signal. The method includes measuring the maximum unscaled displacement (x max_unscaled ) and the minimum unscaled displacement (x min_unscaled The method includes calculating the relative scaled displacement (x) using a normalization scaling substep. rel_scaled ), maximum scaled displacement (x max_scaled ), and the minimum scaled displacement (x min_scaled The method includes calculating the absolute acceleration (a abs ) and scaled relative displacement (x rel_scaled ) from the signal processing sub-process, the absolute velocity of the sheet (V abs_seat ) and the relative velocity of the sheet to the substrate (V rel The method uses a plurality of input values ​​to calculate a maximum endstop control signal (u ES) and Skyhook control signal (u skyhook ), and simultaneously determining the maximum endstop control signal (u ES ) is the absolute EEC endstop control signal (Ctrl Ellipse_abs ) generates an absolute ellipse endstop control process, and a relative EEC endstop control signal (Ctrl Ellipse_rel ), and the endstop control signal (Ctrl ESO2 ), the largest of the three is the maximum endstop control signal (u ES ) and the Skyhook control signal (u skyhook ) operates the Skyhook control process and outputs the Skyhook control output (Ctrl skyhook ) and generates the Skyhook control output (Ctrl skyhook ) is determined by running a rising edge filter process on the maximum endstop control signal (u ES ) and Skyhook control signal (u skyhook ) and the maximum end-stop control signal (u ES ) and Skyhook control signal (u skyhook ) results in the desired seat performance, or the maximum end stop control signal (u ES ) or Skyhook control signal (u skyhook ) results in the desired seat performance. The method also includes determining the desired seat performance by testing whether a maximum between the damping force control signal (u ctrl ) and control the seat damper.

[0106] The autocalibration substep further includes inputting into a nonvolatile random access memory (NVRAM) a plurality of values ​​from the last power cycle substep, the parameter data input file (PDIF) initialization substep, the continuous autocalibration substep, the autocalibration leakage substep, and the overwrite substep, wherein some of the values ​​stored in RAM are greater than or equal to the maximum unscaled displacement (x) already stored. max_unscaled_old), the minimum unscaled displacement (x min_unscaled_old ), and two or more values ​​of the PDIF read during the PDIF initialization substep, the two or more values ​​of the PDIF including at least the autocalibration maximum and minimum displacements (X ACAL_max / min ) and auto-calibration tolerance up or down displacement (x ACAL_Tolerance_up / dn ), and the two or more values ​​of the PDIF further include a value for an upper bumper thickness (Snubber_up) and a value for a lower bumper thickness (Snubber_dn).

[0107] The method of the auto-calibration sub-step is to use the previously stored maximum unscaled displacement (x max_unscaled_old ) and the minimum unscaled displacement (x min_unscaled_old ) is valid, max_unscaled_old ) and the minimum unscaled displacement (x min_unscaled_old ) is disabled, the autocalibration range is set to the autocalibration maximum displacement (X ACAL_max ) minus the upper buffer thickness (Snubber_up) in the PDIF, and the auto-calibrated minimum displacement (X ACAL_min ) plus the lower shock absorber thickness (Snubber_dn), and the maximum unscaled displacement (x max_unscaled_old ) and the minimum unscaled displacement (x min_unscaled_old ) is enabled, the maximum unscaled displacement (x max_unscaled_old ) and the minimum unscaled displacement (x min_unscaled_old ) in NVRAM.

[0108] The method for the continuous auto-calibration sub-step is to calculate the upper buffer thickness (Snubber_up) by the unscaled relative displacement of the seat (x rel_unscaled ) and the difference is the maximum unscaled displacement (x max_unscaled ) and determine whether the difference exceeds the maximum unscaled displacement (x max_unscaled ), the unscaled relative displacement (x rel_unscaled ) is the auto-calibrated tolerance up displacement (x ACAL_Tolerance_up ), and determining whether the unscaled relative displacement (x rel_unscaled ) is the auto-calibrated tolerance up displacement (x ACAL_Tolerance_up), the unscaled relative displacement of the sheet (x rel_unscaled ) minus the upper buffer thickness (Snubber_up) is written to NVRAM, and the upper buffer thickness (Snubber_up) is calculated as the unscaled relative displacement (x rel_unscaled ) minus the maximum unscaled displacement (x max_unscaled ), the maximum unscaled displacement (x max_unscaled_old ) and the unscaled relative displacement (x rel_unscaled ) is the auto-calibrated tolerance up displacement (x ACAL_Tolerance_up ), the maximum unscaled displacement (x max_unscaled_old ), including preserving the current value of

[0109] The continuous auto-calibration sub-step method uses the lower bumper thickness (Snubber_dn) and the unscaled relative displacement of the seat (x rel_unscaled ) and the sum is the minimum unscaled displacement (x min_unscaled ) and determine whether the sum is less than the maximum unscaled displacement (x min_unscaled ), the unscaled relative displacement (x rel_unscaled ) is the auto-calibrated tolerance down displacement (x ACAL_Tolerance_dn ) and determine whether the unscaled relative displacement (x rel_unscaled ) is the auto-calibrated tolerance down displacement (x ACAL_Tolerance_dn ), the unscaled relative displacement of the sheet (x rel_unscaled ) and the lower shock absorber thickness (Snubber_dn) are summed and written to NVRAM. The lower shock absorber thickness (Snubber_dn) is then calculated as the unscaled relative displacement (x rel_unscaled ) is the minimum unscaled displacement (x min_unscaled ) is greater than or equal to the minimum unscaled displacement (x min_unscaled_old ) in NVRAM and retains the current value of the unscaled relative displacement (x rel_unscaled ) is the auto-calibrated tolerance down displacement (x ACAL_Tolerance_dn ) is less than or equal to the minimum unscaled displacement (x min_unscaled_old ) in NVRAM.

[0110] The auto-calibrate leak sub-process method includes the steps of determining whether the time is time t1, and if so, initiating the auto-calibrate leak sub-process; and determining the leak value (x ACAL_leak ) to the previously stored maximum unscaled displacement (x max_unscaled_old ) and the difference is the auto-calibrated tolerance up displacement (x ACAL_Tolerance_up ) and the auto-calibrated maximum displacement (X ACAL_max ) minus the upper buffer thickness (Snubber_up), writing the difference to NVRAM; and ACAL_leak ) to the previously stored minimum unscaled displacement (x min_unscaled_old ) and the sum is the auto-calibrated tolerance down displacement (x ACAL_Tolerance_dn ) and the auto-calibration minimum displacement (X ACAL_min ) plus the bottom bumper thickness (Snubber_dn), writing the sum to NVRAM.

[0111] The method, wherein the overwriting step uses inputs from the continuous autocalibration substep and the autocalibration leakage substep to calculate the maximum unscaled displacement (x max_unscaled ) and the minimum unscaled displacement (x min_unscaled ) to NVRAM.

[0112] The method, wherein the signal processing substep further includes the steps of measuring the displacement of the sheet using a digital or analog displacement sensor; processing data from the digital displacement sensor through a low pass filter to match an accelerometer analog low pass anti-aliasing filter when paired with an analog accelerometer, or processing data from the analog displacement sensor to match an accelerometer analog low pass anti-aliasing filter when paired with an analog accelerometer or a digital accelerometer; processing an output from the digital low pass filter to match an accelerometer analog low pass anti-aliasing filter or an analog low pass anti-aliasing filter with a bandwidth limited differentiator; processing an output from the bandwidth limited differentiator through a high pass filter to match an accelerometer basic washout filter; and processing an output from the high pass filter through a second high pass filter to match an accelerometer leakage integrator, wherein the output from the second high pass filter is used to determine the relative velocity of the sheet with respect to the substrate (V rel )

[0113] The method, wherein the signal processing substep further includes measuring the acceleration of the seat using a digital or analog accelerometer; processing data from the digital accelerometer with a digital low-pass filter to match an analog displacement sensor low-pass anti-aliasing filter when paired with an analog displacement sensor, or processing the analog accelerometer with an analog low-pass anti-aliasing filter when paired with either a digital or analog displacement sensor; processing an output from the digital low-pass filter to match an analog displacement sensor low-pass anti-aliasing filter or an analog low-pass anti-aliasing filter with a basic washout digital high-pass filter; processing an output from the basic washout digital high-pass filter with a low-pass filter to match a bandwidth-limited differentiator of the displacement sensor; and processing an output from the low-pass filter with a leaky integrator, wherein the output from the leaky integrator is used to calculate an absolute velocity (V) of the seat. abs_seat ) or the absolute velocity of the substrate (V abs_base )

[0114] The method, wherein the signal processing substeps include measuring the displacement of the sheet using a digital displacement sensor when paired with a digital accelerometer, processing the output from the digital displacement sensor with a bandwidth limited differentiator, processing the output from the bandwidth limited differentiator with a high pass filter and matching to an accelerometer basic washout filter, and processing the output from the high pass filter with a second high pass filter and matching to an accelerometer leakage integrator, wherein the output from the second high pass filter is used to measure the relative velocity of the sheet with respect to the substrate (V rel), measuring the acceleration of the seat using a digital accelerometer, processing data from the digital accelerometer through a basic washout digital high pass filter, processing the output from the basic washout digital high pass filter through a low pass filter to match the displacement sensor bandwidth limited differentiator, and processing the output from the low pass filter through a leaky integrator, wherein the output from the leaky integrator is an absolute velocity (V abs_seat ) or the absolute velocity of the substrate (V abs_base )

[0115] In the method, the absolute EEC substep and the relative EEC substep further include an ellipse parameter selection substep, a dynamic velocity component substep, a dynamic displacement component substep, and an ellipse control calculation substep, wherein the ellipse control calculation substep selects an absolute EEC endstop control signal (Ctrl Ellipse_abs ) and / or relative EEC endstop control signal (Ctrl Ellipse_rel )

[0116] In the method, the ellipse parameter selection substep is performed by determining the relative velocity (V rel ) to determine whether the sheet is expanding or compressing, and transmitting at least one stored value from a parameter data input file (PDIF) to a dynamic displacement component sub-step, a dynamic displacement component sub-step, and an ellipse control calculation sub-step, wherein the stored value transmitted to the dynamic velocity component sub-step is a displacement radius up or down (x Radius_up / dn ), and the stored values ​​transmitted to the dynamic displacement component sub-step are the displacement radius up or down (x Radius_up / dn ), relative or absolute velocity radius up or down (V rel / abs_Radius_up / dn ), offset displacement up or down (x Offset_up / dn ), and the stored values ​​communicated to the ellipse control calculation sub-step include the relative or absolute velocity ellipse gain up or down (G Elliptical_rel / abs_up / dn ) is included.

[0117] The method includes the step of:Radius_up / dn ) and the squared displacement radius (x Radius 2 ) value into random access memory (RAM), and the relative velocity (V rel ) or the absolute velocity of the seat (V abs ) squared relative or absolute velocity (V rel / abs 2 ) and the squared displacement radius (x Radius 2 ) squared relative or absolute velocity (V rel / abs 2 ) to get the squared product (x Radius 2 V rel / abs 2 ) value and the squared product (x Radius 2 V rel / abs 2 ) value to RAM, and the squared displacement radius (x Radius 2 ) and square product (x Radius 2 V rel / abs 2 ) value to an ellipse control calculation sub-process.

[0118] The method includes the step of: rel / abs_Radius_up / dn ) and square the relative or absolute velocity radius up or down (V rel / abs_Radius_up / dn 2 ) value to RAM and the displacement radius up (x Radius_up ), offset displacement up (x Offset_up ) and scaled relative displacement (x rel_scaled ) to the maximum scaled displacement (x max_scaled ) and square the resulting value to find the ellipse center (x Elliptical_up ) displacement from the ellipse up or down center (x Elliptical_up / dn ) to calculate the displacement or displacement radius down (x Radius_dn ), offset displacement down (x Offset_dn ), and the minimum scaled displacement (x min_scaled ) scaled relative displacement (xrel_scaled ) and square the resulting value to find the ellipse down center (x Elliptical_dn ) displacement from the ellipse up or down center (x Elliptical_up / dn ) displacement, and the ellipse center up displacement (x Elliptical_up 2 ) value squared or ellipse center down displacement (x Elliptical_dn 2 ) value to RAM, and the squared relative or absolute velocity radius (V rel / abs_Radius_up / dn 2 ) to the center of the ellipse up to the square of the value (x Elliptical_up 2 ) or the square of the ellipse center down value (x Elliptical_dn 2 ) and squared elliptical displacement squared relative or absolute velocity radius (x Elliptical_up / dn 2 V rel / abs_Radius_up / dn 2 ) value to RAM, and the squared elliptical displacement squared relative or absolute velocity radius (x Elliptical_up / dn 2 V rel / abs_Radius_up / dn 2 ) value to an ellipse control calculation sub-process.

[0119] In the method, the ellipse control calculation substep is to calculate the squared displacement radius (x Radius 2 ) squared product (x Radius 2 V rel / abs 2 ) value and the square of the relative or absolute velocity (V rel / abs 2 ) and the ellipse center up or down (x Elliptical_up / dn 2 ) and squared relative or absolute velocity radius up or down (V rel / abs_Radius_up / dn 2 ) to determine the penetration value; and adding the product of the squared relative or absolute velocity radius up or down (V rel / abs_Radius_up / dn 2 ) to the squared displacement radius (x Radius 2) to determine an ellipse boundary value; determining whether the penetration value exceeds zero, and if so, writing the difference between the penetration value and the ellipse boundary value to RAM; if not, writing zero to RAM; and applying a relative or absolute velocity ellipse gain (G) to the result of the determination step related to the penetration value. Elliptical_rel / abs_up / dn ) and absolute EEC endstop control signal (Ctrl Ellipse_abs ) and / or relative EEC endstop control signal (Ctrl Ellipse_rel and generating a

[0120] 2. The method according to claim 1, wherein the ESO2 end stop control sub-step is a step of controlling the relative speed (V rel determining whether the sheet is expanding or compressing based on the relative velocity (V rel ) is greater than or equal to zero; and determining whether the scaled relative displacement (x rel_scaled ) to the maximum scaled displacement (x max_scaled ) to find the displacement distance to the opposite stop (x dist_to_opp_stop ) and the relative velocity is (V rel ) is less than or equal to zero, or the minimum scaled displacement (x min_scaled ) scaled relative displacement (x rel_scaled ) to obtain the relative velocity (V rel ) crosses zero and the absolute value of the relative velocity (|V rel |) and relative speed limit increase (V lim_up ) and calculate the gain value up to the obtained difference (G ESO2_up ) or by multiplying by the absolute value of the relative velocity (|V rel |) and relative speed limit down (V lim_dn ) and calculate the gain value down (G ESO2_dn ) to get the ESO2 endstop scale (ESO2 Magnitude ) and determining the relative speed limit up or down (V lim_up / dn ) to the absolute value of the relative velocity (|V relIf the difference is greater than or equal to zero, the velocity trigger (V Trigger ) value is true and determines whether the relative speed limit is up or down (V lim_up / dn ) to the absolute value of the relative velocity (|V rel The velocity trigger (V Trigger determining whether the velocity trigger (V) value is false; Trigger ) is the step and displacement distance (x) to the opposite stop, which is enabled if true and disabled if false. dist_to_opp_stop ) to increase or decrease the displacement limit (x lim_up / dn ) and if the difference is greater than or equal to zero, the displacement trigger (x Trigger ) value is true and determines the displacement distance (x dist_to_opp_stop ) to increase or decrease the displacement limit (x lim_up / dn ) and if the difference is less than zero, the displacement trigger (x Trigger ) value is false, Trigger ) is a step and displacement trigger (x Trigger determining the ESO2 cyclic trigger by determining the maximum value between the ESO2 trigger of the previous session and the velocity trigger (V Trigger ) value to determine the current ESO2 trigger; and multiplying the current ESO2 trigger by the ESO2 endstop scale (ESO2 Magnitude ) and ESO2 control signal (Ctrl ESO2 )

[0121] The method further comprises the steps of: controlling the absolute velocity (V abs_seat ) relative velocity of the sheet (V rel ) is greater than zero, and if the product is less than or equal to zero, the Skyhook control signal (Ctrl skyhook ) to zero and the viscous damping coefficient (C sky ) to the sheet's absolute velocity (V abs_seat) and the Skyhook control signal (Ctrl skyhook and determining a value of

[0122] The method further comprises the step of filtering the rising edge of a Skyhook control signal (Ctrl skyhook ) through a single-pole low-pass filter, determining whether a first response (A) from the single-pole low-pass filter is less than or equal to a second response (B), and then applying a Skyhook control signal (u skyhook ) is the Skyhook control signal (Ctrl skyhook ) and determining whether a first response (A) from the single-pole low-pass filter exceeds a second response (B), and then determining whether a Skyhook control signal (u skyhook ) is the Skyhook control signal (Ctrl skyhook and determining whether the value of

[0123] Other embodiments of the present invention will be apparent to those skilled in the art. Accordingly, the above description merely enables and describes the general use and manner of the present invention. Accordingly, the following claims define the true scope of the invention.

Claims

1. A method for controlling a damping force of a seat damper (106) disposed between a seat (102) and a base (104), the seat damper (106) having a seat controller (110) that provides semi-active control to the seat damper (106), the method comprising: measuring and calculating a plurality of input values, wherein the measuring and calculating the plurality of input values ​​comprises: The absolute acceleration (a ａｂｓ ) to generate an acceleration signal; The unscaled relative displacement (x) is the vertical displacement of the sheet (102) relative to the substrate (104). ｒｅｌ＿ｕｎｓｃａｌｅｄ ) and generating a displacement signal; The auto-calibration sub-step (146) determines the maximum unscaled displacement (x rel_unscaled ) of the unscaled relative displacement (x rel_unscaled ). ｍａｘ＿ｕｎｓｃａｌｅｄ ) and the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ ) A normalization scaling substep (148) is used to calculate the scaled relative displacement (x) as defined by equation (1) below: ｒｅｌ＿ｓｃａｌｅｄ ), the maximum scaled displacement (x rel_scaled ) of the scaled relative displacement (x rel_scaled ) ｍａｘ＿ｓｃａｌｅｄ ) and the minimum scaled displacement (x ｍｉｎ＿ｓｃａｌｅｄ ) [Formula (1)] The absolute acceleration (a ａｂｓ ) and the scaled relative displacement (x ｒｅｌ＿ｓｃａｌｅｄ ) to determine the absolute velocity (V ａｂｓ＿ｓｅａｔ ) and the relative velocity (V ｒｅｌ ) step measuring, calculating, Maximum endstop control signal (u ＥＳ ) and the second skyhook control signal (u ｓｋｙｈｏｏｋ ), using multiple input values ​​that simultaneously determine the maximum endstop control signal (u ＥＳ ) is the absolute EEC endstop control signal (Ctrl Ｅｌｌｉｐｓｅ＿ａｂｓ ) and the relative EEC endstop control signal (Ctrl). Ｅｌｌｉｐｓｅ＿ｒｅｌ ), and an endstop control signal (Ctrl ＥＳＯ２ ) and The absolute EEC sub-process (152) uses the maximum scaled displacement (x max — scaled ), the minimum scaled displacement (x min — scaled ), and the scaled relative displacement (x rel — scaled ), and the absolute velocity (V abs — seat ), to generate the absolute EEC endstop control signal (Ctrl Ellipse — abs ) to prevent the sheet (102) from colliding with an endstop in the direction of movement of the sheet (102); The relative EEC sub-process (154) uses the maximum scaled displacement (x max_scaled ), the minimum scaled displacement (x min_scaled ), and the scaled relative displacement (x rel_scaled ), and the relative velocity (V rel ), to generate the relative EEC endstop control signal (Ctrl Ellipse_rel ) so as to prevent the sheet (102) from colliding with an endstop in the direction of movement of the sheet (102); The ESO2 endstop control sub-process (156) uses the maximum scaled displacement (x max — scaled ), the minimum scaled displacement (x min — scaled ), the scaled relative displacement (x rel — scaled ), and the relative velocity (V rel ) to generate the endstop control signal (Ctrl ESO2 ), which is an additional control to prevent the sheet (102) from colliding with an endstop in the moving direction of the sheet (102); The maximum of the three control signals is the maximum endstop control signal (u ＥＳ ) is selected as First Skyhook Control Signal (Ctrl ｓｋｙｈｏｏｋ ) is determined by operating a skyhook control subprocess (160), which uses the absolute velocity (V abs_seat ) and the relative velocity (V rel ) to generate the first skyhook control signal (Ctrl skyhook), and then processes the first skyhook control signal (Ctrl skyhook) using a single-pole low-pass filter operating in a rising-edge filter subprocess (162), which determines whether the value of the first skyhook control signal (Ctrl skyhook) is a control output from the single-pole low-pass filter or an unmodified control value of the first skyhook control signal (Ctrl skyhook), and outputs the second skyhook control signal (u skyhook) based on the determination result; The maximum endstop control signal (u ＥＳ ) and the second skyhook control signal (u ｓｋｙｈｏｏｋ ) and summarizing the maximum end stop control signal (u ＥＳ ) and the second skyhook control signal (u ｓｋｙｈｏｏｋ ) results in minimizing the peak acceleration of the seat (102), or the maximum endstop control signal (u ＥＳ ) or the second skyhook control signal (u ｓｋｙｈｏｏｋ determining the minimized discomfort by testing whether the maximum between (a) and (b) results in a minimized peak acceleration of the seat (102); Based on the minimized ride discomfort, a damping force control signal (u ES ) is calculated from the maximum end stop control signal (u ES ) and the second skyhook control signal (u skyhook ). ｃｔｒｌ ) and controlling the seat damper (106) using the damping force control signal (u ctrl ); A method comprising:

2. The autocalibration substep (146) further includes inputting into a non-volatile random access memory, NVRAM, a plurality of values ​​from a last power cycle substep (166), a parameter data input file (PDIF) initialization substep (168), a continuous autocalibration substep (170), an autocalibration leakage substep (172), and an overwrite substep (174), wherein some of the values ​​stored in RAM are the maximum unscaled displacement (x) previously stored. ｍａｘ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ), minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ), and two or more values ​​of the PDIF, the PDIF being read during the PDIF initialization substep (168), the two or more values ​​of the PDIF including at least the autocalibration maximum and minimum displacements (X ＡＣＡＬ＿ｍａｘ／ｍｉｎ ) and auto-calibration tolerance up or down displacement (x ＡＣＡＬ＿Ｔｏｌｅｒａｎｃｅ＿ｕｐ／ｄｎ ), and the two or more values ​​of the PDIF further include a value for an upper bumper (136) thickness (Snubber_up) and a value for a lower bumper (138) thickness (Snubber_dn); the auto-calibrated maximum (x ACAL_max ) is the maximum unscaled displacement (x max_unscaled ) plus the upper bumper (136) thickness (Snubber_up) and is less than or equal to the auto-calibrated tolerance up displacement (x ACAL_Tolerance_up ); the auto-calibrated minimum displacement (x ACAL_min ) is greater than or equal to the auto-calibrated tolerance down displacement (x ACAL_Tolerance_dn ), which is the minimum unscaled displacement (x min_unscaled ) minus the value of the lower bumper (138) thickness (Snubber_dn); The method of claim 1.

3. The automatic calibration sub-step (146) further includes a continuous automatic calibration sub-step (170), The continuous auto-calibration sub-step (170) comprises: The maximum unscaled displacement (x ｍａｘ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) and the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ determining whether the maximum unscaled displacement (x) is valid; ｍａｘ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) and the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) is disabled, the auto-calibration range is set to the auto-calibration maximum displacement (X ＡＣＡＬ＿ｍａｘ ) minus the upper bumper (136) thickness (Snubber_up), and the auto-calibrated minimum displacement (X ＡＣＡＬ＿ｍｉｎ ) plus the lower bumper (138) thickness (Snubber_dn), and reset the maximum unscaled displacement (x ｍａｘ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) and the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) is valid, the maximum unscaled displacement (x ｍａｘ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) of the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) in NVRAM; The upper bumper (136) thickness (Snubber_up) is calculated by multiplying the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) and the difference is the maximum unscaled displacement (x ｍａｘ＿ｕｎｓｃａｌｅｄ ), and determining whether the difference exceeds the maximum unscaled displacement (x ｍａｘ＿ｕｎｓｃａｌｅｄ ), the maximum unscaled displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) is the auto-calibration tolerance up-displacement (x ＡＣＡＬ＿Ｔｏｌｅｒａｎｃｅ＿ｕｐ ) and determining whether the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) is the auto-calibration tolerance up-displacement (x ＡＣＡＬ＿Ｔｏｌｅｒａｎｃｅ＿ｕｐ ), the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) minus the upper bumper (136) thickness (Snubber_up) to the NVRAM, and then multiplying the upper bumper (136) thickness (Snubber_up) by the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) is the maximum unscaled displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ), the maximum unscaled displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) and the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) is the auto-calibration tolerance up-displacement (x ＡＣＡＬ＿Ｔｏｌｅｒａｎｃｅ＿ｕｐ ), the maximum unscaled displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) maintaining the current value of The lower bumper (138) thickness (Snubber_dn) and the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) and the sum is the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ ) and determine whether the sum is less than the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ ), if the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) is the auto-calibration tolerance down displacement (x ＡＣＡＬ＿Ｔｏｌｅｒａｎｃｅ＿ｄｎ ) and determining whether the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) is the auto-calibration tolerance down displacement (x ＡＣＡＬ＿Ｔｏｌｅｒａｎｃｅ＿ｄｎ ), the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) and the lower bumper (138) thickness (Snubber_dn) to the NVRAM, and integrating the lower bumper (138) thickness (Snubber_dn) with the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) is the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ ), then the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) in the NVRAM and the unscaled relative displacement (x ｒｅｌ＿ｕｎｓｃａｌｅｄ ) is the auto-calibration tolerance down displacement (x ＡＣＡＬ＿Ｔｏｌｅｒａｎｃｅ＿ｄｎ ), if the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) in said NVRAM; The method of claim 2 further comprising:

4. The auto-calibration sub-step (146) further includes an auto-calibration leakage sub-step (172), The method of the auto-calibrate leak substep (172) comprises: determining whether time t1 is true, and if so, initiating the auto-calibrate leak sub-process (172); Leakage value (x ＡＣＡＬ＿ｌｅａｋ ) is the maximum unscaled displacement (x ｍａｘ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) and the difference is the auto-calibration tolerance up-displacement (x ＡＣＡＬ＿Ｔｏｌｅｒａｎｃｅ＿ｕｐ ) or less, and the auto-calibrated maximum displacement (X ＡＣＡＬ＿ｍａｘ ) minus the upper bumper (136) thickness (Snubber_up), writing the difference to the NVRAM; The leakage value (x ＡＣＡＬ＿ｌｅａｋ ) is the already stored minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ＿ｏｌｄ ) and the sum is the auto-calibration tolerance down displacement (x ＡＣＡＬ＿Ｔｏｌｅｒａｎｃｅ＿ｄｎ ) or greater, and the auto-calibration minimum displacement (X ＡＣＡＬ＿ｍｉｎ ) plus the thickness (Snubber_dn) of the lower bumper (138), writing the sum to the NVRAM; The method of claim 3 further comprising:

5. The auto-calibration sub-step (146) further includes an overwriting sub-step (174), The overwriting subprocess (174) uses inputs from the continuous autocalibration subprocess (170) and the autocalibration leakage subprocess (172) to calculate the maximum unscaled displacement (x ｍａｘ＿ｕｎｓｃａｌｅｄ ) and the minimum unscaled displacement (x ｍｉｎ＿ｕｎｓｃａｌｅｄ 5. The method of claim 4, further comprising writing a current value of .times. ...

6. The signal processing sub-step (150) comprises: measuring the displacement of the sheet (102) using a digital displacement sensor (114, 116) or an analog displacement sensor (114, 116); processing data from the digital displacement sensors (114, 116) with a digital low-pass filter (176) to match an accelerometer analog low-pass anti-aliasing filter (178) when paired with an analog accelerometer (112, 118), or processing data from the analog displacement sensors (114, 116) with an analog low-pass filter when paired with the analog or digital accelerometer (112, 118); processing the output from said digital low pass filter (176) through a bandwidth limited differentiator (180); processing the output from said bandwidth limited differentiator (180) through a high pass filter (182) to match an accelerometer basic washout filter (186); processing the output from said high pass filter (182) through a second high pass filter (184) to match an accelerometer leakage integrator (190); and the output from the second high pass filter (184) is a relative velocity (V) of the sheet (102) with respect to the substrate (104). ｒｅｌ 2. The method of claim 1 , wherein

7. The signal processing sub-step (150) comprises: measuring the acceleration of the seat (102) using the digital accelerometer (112, 118) or analog accelerometer (112, 118); processing data from the digital accelerometers (112, 118) with a digital low-pass filter (176) to match an analog displacement sensor (114, 116) low-pass anti-aliasing filter (178) when paired with an analog displacement sensor, or processing data from the analog accelerometers (112, 118) with an analog low-pass anti-aliasing filter (178) when paired with the digital displacement sensor or the analog displacement sensor; processing the output from the digital low-pass filter (176) to match the analog displacement sensor (114, 116) low-pass anti-aliasing filter (178) or the analog low-pass anti-aliasing filter (178) with a basic washout digital high-pass filter (186); processing the output from the basic washout digital high-pass filter (186) through a low-pass filter (188) to match the bandwidth-limited differentiator (180) of the displacement sensor; processing the output from said low pass filter (188) with a leaky integrator (190); and the output from the leak integrator (190) is the absolute velocity (V ａｂｓ＿ｓｅａｔ ) or the absolute velocity (V ａｂｓ＿ｂａｓｅ 7. The method of claim 6, wherein

8. The signal processing sub-step (150) comprises: measuring the displacement of said seat (102) using digital displacement sensors (114, 116) when paired with digital accelerometers (112, 118); processing the output from said digital displacement sensors (114, 116) by processing through a bandwidth limited differentiator (180); processing the output from said bandwidth limited differentiator (180) through a high pass filter (182) to match an accelerometer basic washout filter (186); processing the output from the high pass filter (182) through a second high pass filter (184) and matching it to an accelerometer leakage integrator (190), the output from the second high pass filter (184) being a function of the relative velocity (V) of the sheet (102) with respect to the substrate (104); ｒｅｌ ) and measuring the acceleration of the seat (102) using the digital accelerometers (112, 118); processing data from said digital accelerometers (112, 118) with a basic washout high pass filter (186); processing the output from the basic washout digital high-pass filter (186) through a low-pass filter (188) to match the bandwidth-limited differentiator (180) of the displacement sensor; processing the output from said low pass filter (188) with a leaky integrator (190); and the output from the leaky integrator (190) is the absolute velocity (V ａｂｓ＿ｓｅａｔ ) or the absolute velocity (V ａｂｓ＿ｂａｓｅ 2. The method of claim 1 , wherein

9. The absolute EEC sub-step (152) and the relative EEC sub-step (154) an ellipse parameter selection substep (192); a dynamic velocity component substep (194); a dynamic displacement component substep (196); an ellipse control calculation sub-step (198); Further comprising: The ellipse control calculation sub-step (198) calculates the absolute EEC endstop control signal (Ctrl Ｅｌｌｉｐｓｅ＿ａｂｓ ) and / or relative EEC endstop control signals (Ctrl Ｅｌｌｉｐｓｅ＿ｒｅｌ 2. The method of claim 1 , wherein

10. The ellipse parameter selection substep (192) comprises: The relative velocity (V ｒｅｌ determining whether the sheet (102) is expanding or compressing based on the measured value of the sheet (102); transmitting at least one stored value from a parameter data input file (PDIF) to said dynamic velocity component sub-process (194), said dynamic displacement component sub-process (196), and said ellipse control calculation sub-process (198); and the stored value transmitted to the dynamic velocity component sub-step (194) is a displacement radius up or down (x Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ), The stored value transmitted to the dynamic displacement component sub-step (196) is the displacement radius up or down (x Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ), relative or absolute velocity radius up or down (V ｒｅｌ／ａｂｓ＿Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ), and offset displacement radius up or down (x Ｏｆｆｓｅｔ＿ｕｐ／ｄｎ ), The stored values ​​communicated to the ellipse control calculation sub-step (198) are the relative or absolute velocity ellipse gain up or down (G Ｅｌｌｉｐｔｉｃａｌ＿ｒｅｌ／ａｂｓ＿ｕｐ／ｄｎ 10. The method of claim 9, comprising:

11. The dynamic velocity component substep (194) comprises: The displacement radius up or down (x Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ) is squared, and the squared displacement radius (x Ｒａｄｉｕｓ ２ ) value into a random access memory, RAM; The relative velocity (V ｒｅｌ ) or the absolute velocity (V ａｂｓ ) squared relative or absolute velocity (V ｒｅｌ／ａｂｓ ２ ) and squaring it as The squared displacement radius (x Ｒａｄｉｕｓ ２ ) to the squared relative or absolute velocity (V ｒｅｌ／ａｂｓ ２ ) to obtain the squared product (x Ｒａｄｉｕｓ ２ V ｒｅｌ／ａｂｓ ２ ) value, and the squared product (x Ｒａｄｉｕｓ ２ V ｒｅｌ／ａｂｓ ２ ) value into said RAM; The squared displacement radius (x Ｒａｄｉｕｓ ２ ) and the squared product (x Ｒａｄｉｕｓ ２ V ｒｅｌ／ａｂｓ ２ ) value to the ellipse control calculation sub-process (198); The method of claim 10 further comprising:

12. The dynamic displacement component substep (196) comprises: The relative or absolute velocity radius up or down (V ｒｅｌ／ａｂｓ＿Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ) is squared, and the squared relative or absolute velocity radius up or down (V ｒｅｌ／ａｂｓ＿Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ２ ) value into said RAM; The displacement radius up (x Ｒａｄｉｕｓ＿ｕｐ ), the offset displacement up (x Ｏｆｆｓｅｔ＿ｕｐ ) and the scaled relative displacement (x ｒｅｌ＿ｓｃａｌｅｄ ) to the maximum scaled displacement (x ｍａｘ＿ｓｃａｌｅｄ ) and square the resulting value to find the ellipse up center (x Ｅｌｌｉｐｔｉｃａｌ＿ｕｐ ) displacement from the ellipse up or down center (x Ｅｌｌｉｐｔｉｃａｌ＿ｕｐ／ｄｎ ) displacement, or the displacement radius down (x Ｒａｄｉｕｓ＿ｄｎ ), the offset displacement down (x Ｏｆｆｓｅｔ＿ｄｎ ) and the minimum scaled displacement (x ｍｉｎ＿ｓｃａｌｅｄ ) to the scaled relative displacement (x ｒｅｌ＿ｓｃａｌｅｄ ) to find the ellipse down center (x Ｅｌｌｉｐｔｉｃａｌ＿ｄｎ ) displacement from the ellipse up or down center (x Ｅｌｌｉｐｔｉｃａｌ＿ｕｐ／ｄｎ ) displacement, and square the resulting value, and calculate the square of the ellipse down-center up displacement (x Ｅｌｌｉｐｔｉｃａｌ＿ｕｐ ２ ) value or the square of the ellipse center down displacement (x Ｅｌｌｉｐｔｉｃａｌ＿ｄｎ ２ ) values ​​into said RAM; The squared relative or absolute velocity radius up or down (V ｒｅｌ／ａｂｓ＿Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ２ ) the square of the displacement up the center of the ellipse (x Ｅｌｌｉｐｔｉｃａｌ＿ｕｐ ２ ) value or the square of the ellipse center down displacement (x Ｅｌｌｉｐｔｉｃａｌ＿ｄｎ ２ ) value, multiply it by either the squared elliptical displacement squared relative or absolute velocity radius (x Ｅｌｌｉｐｔｉｃａｌ＿ｕｐ／ｄｎ ２ V ｒｅｌ／ａｂｓ＿Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ２ ) value into said RAM; The squared elliptical displacement squared relative or absolute velocity radius (x Ｅｌｌｉｐｔｉｃａｌ＿ｕｐ／ｄｎ ２ V ｒｅｌ／ａｂｓ＿Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ２ ) value to the ellipse control calculation sub-process (198); The method of claim 11 further comprising:

13. The ellipse control calculation sub-step (198) includes: The squared displacement radius (x Ｒａｄｉｕｓ ２ ) and the square of the relative or absolute velocity (V ｒｅｌ／ａｂｓ ２ ) squared product (x Radius 2 V rel / abs 2 ) value and the ellipse center up or down (x Ｅｌｌｉｐｔｉｃａｌ＿ｕｐ／ｄｎ ２ ) and the squared relative or absolute velocity radius up or down (V ｒｅｌ／ａｂｓ＿Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ２ ) and the product of the squared elliptical displacements from the The squared relative or absolute velocity radius up or down (V ｒｅｌ／ａｂｓ＿Ｒａｄｉｕｓ＿ｕｐ／ｄｎ ２ ) to the squared displacement radius (x Ｒａｄｉｕｓ ２ ) to determine the ellipse boundary values; determining whether the penetration value exceeds zero, and if so, writing the difference between the penetration value and the ellipse boundary value to the RAM, and if not, writing zero to the RAM; The result of the determining step related to the penetration value is the relative or absolute velocity ellipse gain up or down (G Ｅｌｌｉｐｔｉｃａｌ＿ｒｅｌ／ａｂｓ＿ｕｐ／ｄｎ ) and the absolute EEC endstop control signal (Ctrl Ｅｌｌｉｐｓｅ＿ａｂｓ ) and / or the relative EEC endstop control signal (Ctrl Ｅｌｌｉｐｓｅ＿ｒｅｌ ) and The method of claim 12 further comprising:

14. The ESO2 endstop control sub-process (156) The relative velocity (V ｒｅｌ determining whether the sheet (102) is expanding or compressing based on the measured value of the sheet (102); The relative velocity (V ｒｅｌ ) is greater than or equal to zero; The scaled relative displacement (x ｒｅｌ＿ｓｃａｌｅｄ ) to the maximum scaled displacement (x ｍａｘ＿ｓｃａｌｅｄ ) to find the displacement distance (x ｄｉｓｔ＿ｔｏ＿ｏｐｐ＿ｓｔｏｐ ) is the relative velocity (V ｒｅｌ ) is less than or equal to zero, or ｍｉｎ＿ｓｃａｌｅｄ ) to the scaled relative displacement (x ｒｅｌ＿ｓｃａｌｅｄ ) to obtain the relative velocity (V ｒｅｌ determining the distance from the bottom endstop at which the value of (i) exceeds zero; The absolute value of the relative velocity (|V ｒｅｌ |) and relative speed limit increase (V ｌｉｍ＿ｕｐ ) and calculate the gain value up to the difference (G ＥＳＯ２＿ｕｐ ) or by multiplying by the absolute value of the relative velocity (|V ｒｅｌ |) and relative speed limit down (V ｌｉｍ＿ｄｎ ) and calculate the gain value down (G ＥＳＯ２＿ｄｎ ) to obtain the ESO2 endstop scale (ESO2 Ｍａｇｎｉｔｕｄｅ ) The relative speed limit up or down (V ｌｉｍ＿ｕｐ／ｄｎ ) is the absolute value of the relative velocity (|V ｒｅｌ |) and if the difference is greater than or equal to zero, the velocity trigger (V Ｔｒｉｇｇｅｒ ) value is true, and the relative speed limit is either up or down (V ｌｉｍ＿ｕｐ／ｄｎ ) is the absolute value of the relative velocity (|V ｒｅｌ |) and when the difference is less than zero, the velocity trigger (V Ｔｒｉｇｇｅｒ determining whether the velocity trigger (V) value is false; Ｔｒｉｇｇｅｒ ) is enabled if true and disabled if false; Displacement distance to the opposite stop (x ｄｉｓｔ＿ｔｏ＿ｏｐｐ＿ｓｔｏｐ ) to increase or decrease the displacement limit (x ｌｉｍ＿ｕｐ／ｄｎ ) and if the difference is greater than or equal to zero, the displacement trigger (x Ｔｒｉｇｇｅｒ ) value is true and determines the displacement distance (x ｄｉｓｔ＿ｔｏ＿ｏｐｐ＿ｓｔｏｐ ) to increase or decrease the displacement limit (x ｌｉｍ＿ｕｐ／ｄｎ ) and if the difference is less than zero, the displacement trigger (x Ｔｒｉｇｇｅｒ ) value is false, Ｔｒｉｇｇｅｒ ) is enabled if true and disabled if false; The displacement trigger (x Ｔｒｉｇｇｅｒ determining the ESO2 rotation trigger by determining the maximum value between the ESO2 trigger of the previous session and the ESO2 trigger of the previous session; The ESO2 circulation trigger is connected to the velocity trigger (V Ｔｒｉｇｇｅｒ ) value to determine the current ESO2 trigger; The current ESO2 trigger is multiplied by the ESO2 endstop scale (ESO2 Ｍａｇｎｉｔｕｄｅ ) and the ESO2 control signal (Ctrl ＥＳＯ２ ) determining The method of claim 1 further comprising:

15. The skyhook control sub-process (160) The absolute velocity (V ａｂｓ＿ｓｅａｔ ) to the relative velocity (V ｒｅｌ determining whether the product of If the product is less than or equal to zero, the first skyhook control signal (Ctrl ｓｋｙｈｏｏｋ ) to zero; Viscous damping coefficient (C ｓｋｙ ) to the absolute velocity (V ａｂｓ＿ｓｅａｔ ) and the first skyhook control signal (Ctrl ｓｋｙｈｏｏｋ determining the value of The method of claim 1 further comprising:

16. The rising edge filter sub-step (162) includes: The first skyhook control signal (Ctrl ｓｋｙｈｏｏｋ ) through a single-pole low-pass filter; determining whether a first response (A) from the single-pole low-pass filter is less than or equal to a second response (B); and then determining whether the second skyhook control signal (u ｓｋｙｈｏｏｋ ) is the first skyhook control signal (Ctrl ｓｋｙｈｏｏｋ ) the single-pole low-pass filter value; determining whether the first response (A) from the single-pole low-pass filter exceeds the second response (B); and then determining whether the second Skyhook control signal (u ｓｋｙｈｏｏｋ ) is the first skyhook control signal (Ctrl ｓｋｙｈｏｏｋ ) and determining whether the value of The method of claim 14 further comprising:

Images