Patent Application
20240174212
This application is based upon and claims priority to Chinese Patent Applications No. 202310499408.7, filed on May 5, 2023; No. 202310425505.1, filed on Apr. 19, 2023; No. 202310465987.3, filed on Apr. 26, 2023; No. 202223212561.7, filed on Dec.2, 2022; and No. 202211453497.3, filed on Nov. 21, 2022; the entire contents of which are incorporated herein by reference.
The present invention relates to the technical field of damping, and particularly relates to an active compensation algorithm for an inertia force of on-board equipment and a damping device.
In occasions of transporting precision instruments, blood, passengers, and the like, transported objects are often susceptible to adverse effect caused by situations such as sudden turning and jolting of vehicles. With respect to up and down pavements, a vehicle suspension system can play an attenuating role. However, there have been no intensive studies yet to overcome the adverse effect caused by sudden turning of vehicles. With respect to vehicle seats, when the vehicle takes a sudden turn, passengers will have the “feeling of being thrown away” owning to inertia, and the passengers even bump into vehicle doors to be injured in emergencies. Therefore, in many scenarios, to eliminate the adverse effect caused by the inertial motion of the vehicle on the transported objects is of great significance.
To overcome the defects in the prior art, an objective of the present invention is to provide an active compensation algorithm for an inertia force of on-board equipment and a damping device.
An active compensation algorithm for an inertia force of on-board equipment provided by the present invention, including the following steps:
Preferably, the compensation angle acquisition step includes the following specific step:
Preferably, the control step includes the following specific step: adjusting an angle of a damping motor by adopting a proportional integral (PI) control algorithm according to the real-time inertia force compensation angle, wherein the damping motor keeps pace with the expected inertia force compensation angle in real time.
Preferably, the control step specifically includes the following steps:
Preferably, the compensation angle acquisition step specifically includes the following steps:
Preferably, in the step a2, the high frequency noise of the acquired information is filtered by a finite impulse response (FIR) digital filter, and the filtered information is normalized by a fusion algorithm;
Preferably, the trajectory planning step includes the following specific step: acquiring a maximum turning angle of the damped target in an inertia force compensation stage to plan a trajectory within a preset time by taking the maximum turning angle as an initial point and a zero angle as an endpoint.
Preferably, the PI control step includes the following specific step: tracking the angle of the damping motor, wherein by taking position information of a motor encoder as a feedback signal, the damping motor keeps pace with the expected inertia force compensation angle by adjusting a proportional integral parameter.
Preferably, the active compensation algorithm for an inertia force of on-board equipment further includes a turning type detection step, specifically including: detecting a turning type of the vehicle, the turning type including general turning, consecutive turning, and S turning; wherein
Preferably, the compensation angle acquisition step specifically includes the following steps:
Preferably, the control step is step S3, specifically comprising the following step: controlling the rotary driving assembly based on the expected control target by adopting a model predictive control (MPC) algorithm.
Preferably, the damped target is a stretcher, and the step S2 includes the following step:
Preferably, the step S3 includes the following steps:
J(αh){umlaut over (α)}h+C(αh, {dot over (α)}h){dot over (α)}h+G(αh)=B(αh)uα
J(βh){umlaut over (β)}h+C(βh, {dot over (β)}h){dot over (β)}h+G(βh)=B(βh)uβ
βh(k+1)=Aβ(k)βh(i k)+bβ(k)uβ(k)
αh(k+1)=Aα(k)αh(i k)+bα(k)uα(k)
min J(k)
s.t.
θ(k+1)=A(k)θ(k)+B(k)u(k),k=0,1, . . . , Nc−1
θ(k|k)=θ0(k)
θmin (k)≤θ(k)≤θmax (k)
Δumin (k)≤Δu(k)≤Δumax(k)
ΔU*i=[Δu*t, Δu*t+1, . . . , Δu*t+N
u(t)=u(t−1)+Δu*t.
Preferably, the damped target is the stretcher; the stretcher comprises the base, the stretcher body, the sensor module, the control decision module, a passive damping module, the first rotary driving assembly, and the second rotary driving assembly;
Preferably, the damped target is a seat;
Preferably, the passive damping mechanism includes a damping seat mounting plate, a damping base, an internal intersecting arm, an external intersecting arm, and an elastic assembly;
Preferably, the rotary slip anti-impact mechanism includes a whole mechanism base, a seat sliding bottom plate, a position adjusting assembly, and a buffer assembly;
The present invention further provides a damping device, adopting the active compensation algorithm for an inertia force of on-board equipment, including a first rotating assembly and a second rotating assembly, wherein the first rotating assembly is adapted to be mounted on carrying equipment, the second rotating assembly is mounted at a driving end of the first rotating assembly, and the first rotating assembly and the second rotating assembly can drive the damped target to perform roll and pitch motions;
Preferably, the first rotating assembly is an active roll damping device, and the second rotating assembly is an active pitch damping device;
Preferably, the damping device further includes a passive damping device; the passive damping device is an elastic damping assembly;
By reading and referring to detailed description made by the following drawings to non-restrictive embodiments, other features, purposes and advantages of the present invention will become more obvious.
The present invention will be described in detail below in combination with specific embodiments. The embodiments below contribute to further understanding the present invention by those skilled in the art but do not limit the present invention in any form. It should be noted that variations and improvements still can be made by those skilled in the technical field without departing the concept of the present invention. These fall into the scope of protection of the present invention.
As shown in
The method for controlling an active and passive vibration isolation system device of an automobile in the embodiment further includes a turning type detection step, specifically including: detecting a turning type of the vehicle, the turning type including general turning, consecutive turning, and S turning; wherein
The embodiment further provides a vibration isolation system for an automobile seat, adopting the active centrifugal force compensation control algorithm for the automobile seat, including a control assembly, a damping motor 22, a scissors mechanism 24, and an air spring 25, wherein the scissors mechanism 24 is rotatably arranged on a vehicle chassis 28, a seat body 27 is connected to the vehicle chassis 28 through the scissors mechanism 24, the damping motor 22 drives the scissors mechanism 24 to rotate, the air spring 25 is arranged on the scissors mechanism 24 and is used for buffering compression of the scissors mechanism 24 between the vehicle chassis 28 and the seat body 27, and the control assembly is electrically connected to the damping motor 22 and is used for adjusting rotation of the damping motor 22.
The control assembly includes an inertia measurement unit 19, a controller 20, and a motor driver 21, wherein the inertia measurement unit 19 is electrically connected to the controller 20, the controller 20 is electrically connected to the motor driver 3, and the motor driver 21 is electrically connected to the damping motor 22.
The vehicle chassis 28 is provided with a mounting base, and the scissors mechanism 24 is arranged on the mounting base through a rotating bearing 26.
The scissors mechanism 24 includes a first connecting plate, a first scissors structure, a second scissors structure, and a second connecting plate, wherein the first connecting plate and the second connecting plate are connected through the first scissors structure and the second scissors structure, both ends of the first connecting plate are rotatably arranged on the mounting base through the rotating bearing 26, the second connecting plate is connected to the seat body 27, the damping motor 22 drives the first connecting plate to rotate to further drive the whole scissors mechanism 24 to rotate, so as to drive the seat body 27 to rotate, a driving end of the damping motor 22 is provided with a decelerator 23, and the first connecting plate is connected to the decelerator 23.
The air spring 25 is arranged on the first connecting plate, a compression plate is connected between the first scissors structure and the second scissors structure, and the end, away from the air spring 25, of the first connecting plate is connected to the compression plate.
The scissors mechanism 24 is further provided with a damper, through which a slow rebounding process can be achieved.
Those skilled in the art can construe the embodiment as a more specific description of the embodiment 1.
As shown in
The centrifugal force compensation control algorithm in the embodiment mainly includes a sensor fusion algorithm, trajectory planning, and PD control.
The centrifugal force compensation control algorithm can achieve centrifugal force motion compensation in various complicated road conditions such as general turning, consecutive turning and S turning; the general turning is turning within 90 degrees, the consecutive turning is turning consecutively within 3 seconds in a same direction, and the S turning is turning consecutively within 3 seconds in different directions.
An active and passive hybrid damping system mainly includes an IMU (Inertial Measurement Unit), a controller, a driver, a motor, a decelerator, a scissors mechanism, an air spring, a damper, and a seat.
The centrifugal force compensation control algorithm:
A trajectory planning algorithm is used for acquiring a maximum turning angle of the seat in the previous step first in the process that the seat rebounds slowly after the vehicle turns, and then planning a trajectory within a longer time by taking the maximum turning angle as an initial point and a zero angle as an endpoint, which aims to alleviate the discomfort when the seat rebounds rapidly.
The PI control is used for tracking the angle of the damping motor, wherein by taking position information of a coder as a feedback signal, the motor keeps pace with the expected angle by adjusting a proportional integral parameter.
The turning type detection module is arranged in the centrifugal force compensation control algorithm to differentiate general turning, consecutive turning, and S turning. When the turning is the consecutive turning, plus and minus signs of the normalized value calculated by a sensor fusion algorithm are same within a short time; when the turning is the S turning, plus and minus signs of the normalized value calculated by the sensor fusion algorithm are opposite within the short time; and when the turning is the general turning, the normalized value appears only once within the short time.
The following beneficial effects are achieved by the embodiments 1 and 2:
The embodiment provides an active inertia force compensation algorithm for on-board equipment, and a damping stretcher. Compared with the active inertia force compensation algorithm for on-board equipment in the embodiment 1 or 2, the acquired centrifugal force compensation angle and the control algorithm adopted are different in the active inertia force compensation algorithm for on-board equipment in the embodiment.
The damping stretcher in the embodiment is applicable to an ambulance. As shown in
The base 4 is used for fixing the stretcher on a bottom plate of the ambulance, the sensor module 14 is arranged on the base 4 to acquire acceleration data and an attitude angle of the base 4, the acceleration data including a transverse acceleration and a longitudinal acceleration. The sensor module 14 can be an IMU module.
The first rotary driving assembly is used for controlling a roll degree of freedom of the stretcher body 18, including a first motor 5, a first decelerator 6, and a first rotary shaft 7. The second rotary driving assembly is used for controlling a pitch degree of freedom of the stretcher body 18, including a second motor 11, a second decelerator 12, and a second rotary shaft 13. The first rotary driving assembly is fixedly arranged on the base 4, the second rotary driving assembly is fixedly arranged on the rotary shaft 7 of the first rotary driving assembly, the rotary shaft 7 of the first rotary driving assembly and a second rotary shaft 13 of the second rotary driving assembly are connected in series and orthogonally arranged, and the second rotary shaft 13 of the second rotary driving assembly is connected to the stretcher body 18 through the passive damping module, and the passive damping module 16 adopts an air spring.
The active and passive hybrid damping stretcher for the ambulance includes a connecting frame 15, wherein the connecting frame 15 is fixedly connected to the second rotary shaft, the connecting frame 15 is movably connected to the stretcher body 18, and the passive damping module 13 is arranged between the stretcher body 18 and the connecting frame 15 and is used for providing a vertical passive degree of freedom of the upper table of the stretcher body 18. The stretcher body 18 is further provided with a locking device 17 for locking the ambulance stretcher that conveys a patient.
The control decision module 10 is electrically connected to the sensor module 14, the first rotary driving assembly and the second rotary driving assembly, and the first rotary driving assembly and the second rotary driving assembly adjust the attitude of the seat body according to swing data.
The damping stretcher further includes a fuse device 8, the fuse device 8 being electrically connected to the first rotary driving assembly and the second rotary driving assembly for overload protection; and a driver and a heat dissipating device 9 for driving the first rotary driving assembly and the second rotary driving assembly.
Referring to
Specifically, as shown in
The step S3 includes the following steps:
The control method for the active and passive hybrid damping stretcher is specifically described below.
The dynamics model and control targets:
As shown in
In the process of sudden accelerating, sudden braking, and sudden turning of the ambulance, owing to suspension between the compartment and the wheels of the ambulance, there will be an angle between the compartment coordinate system Oexeyeze and the inertial coordinate system Oixiyizi. The pitch angle of the angle rotating around the y-axis direction is set to be βe, and the roll angle of the angle rotating around the x-axis direction is set to be αe. The longitudinal acceleration acting on the compartment in the sudden accelerating and sudden braking processes is set to be ay, and the transverse acceleration acting on the compartment in the turning process is set to be ax.
According to Newton's second law, in the forwarding direction of the ambulance, the impact force caused by sudden acceleration and sudden braking on the patient lying on the stretcher is:
F=may (1)
To counteract the impact of the above acceleration ay on the patient on the upper platform, the upper platform move actively at the pitch degree of freedom to generate a compensation acceleration to counteract the impact.
The pitch angle of the upper table top of the stretcher relative to a base 4 is set to be βh, and a roll angle to be αh, then
It can be known from (2) that the expected value of βh is:
In a similar way, to counteract the impact on the patient by the acceleration ax of the compartment during sudden turning, the expected value αhd of the roll angle of the upper platform is:
Equations (3) and (4) are the control expected targets of the two rotating mechanisms in the embodiment.
The air bag in the embodiment can provide vertical passive damping when the ambulance drives on a bumpy pavement to reduce the vertical impact of the compartment on the human body.
The MPC control algorithm:
An MPC controller is an advanced control method, which generates a control output by predicting a dynamic model of the system. The MPC generates the control output by introducing a trajectory reference signal in the control system and predicting the system model, so as to control the reference trajectory of the system.
In each sampling period, the MPC controller calculates the optimum control output by predicting the dynamic model of the system, so that the pitch angles βh and the roll angles αh of the two driving shafts approach to the expected trajectories βhd and αhd as far as possible respectively, and finally, the reference trajectory is precisely tracked.
The tracking target function is designed first below according to the dynamics equation of the system, then the constraint condition is designed accounting for the structure and safety of the stretcher in the actual engineering, and finally, the optimum equation of the system is solved to obtain the control quality of the system, thereby precisely tracking the two driving shafts by the stretcher.
The two rotating shafts in the embodiment intersect at one point. As the two degrees of freedom are decoupled, the two shafts can be controlled independently.
The dynamics equation of the axis of motion of the first rotary driving assembly is:
is:
J(αh){umlaut over (α)}h+C(αh, {dot over (α)}h){dot over (α)}h+G(αh)=B(αh)uα (5)
The dynamics equation of the axis of motion of the second rotary driving assembly
J(βh){umlaut over (β)}h+C(βh, {dot over (β)}h){dot over (β)}h+G(βh)=B(βh)uβ (6)
The pitch angle βh and the roll angle αh of the stretcher body (18) are made accurate by controlling uα and uβ, so that the control target is an expected tracking target, i.e., the formulae (3) and (4).
The dynamics equations (5) and (6) are discretized using the Forward Euler method to acquire:
βh(k+1)=Aβ(k)βh(i k)+bβ(k)uβ(k) (7)
αh(k+1)=Aα(k)αh(i k)+bα(k)uα(k) (8)
where Aβ(k), Bβ(k), Aα(k) and Bα(k) are corresponding coefficient matrixes;
the target function is constructed as follows according to the error between the predicted output and the real output of the system:
In considering the structure and safety of the stretcher in the engineering, the pitch angle βh and the roll angle αh are restrained. In the embodiment, the pitch angle and the roll angle are respectively restrained at −15 degrees and 20 degrees, and the roll angle is restrained at ±20 degrees. Therefore, the constraints of the two active degrees-of-freedom robots in the motion process are:
where k=0,1, . . . , Nc−1; θmin(k) and θmax(k) are respectively a minimum value and a maximum value of the output, and Δumin(k) and Δumax(k) are respectively a minimum value and a maximum value of corresponding control quantity;
converting control quantity solving into solving of the following optimized problems:
min J(k)
s.t.
θ(k+1)=A(k)θ(k)+B(k)u(k),k=0,1, . . . , Nc−1
θ(k|k)=θ0(k)
θmin (k)≤θ(k)≤θmax (k)
Δumin (k)≤Δu(k)≤Δumax(k) (11)
ΔU*i=[Δu*t, Δu*t+1, . . . , Δu*t+N
u(t)=u(t−1)+Δu*t. (13)
After entering the next control period, the above processes are repeated and cycled in turn to track and control the trajectory with two active degrees-of-freedom. The block diagram of the control algorithm is shown in
The using effect of the active and passive hybrid damping stretcher for the ambulance disclosed in the embodiment is verified below.
To verify the validness of the mechanism and the MPC algorithm in the embodiment, the active and passive hybrid damping stretcher in the embodiment is mounted on a certain ambulance for actual road test, as shown in
The ambulance travels on an urban grade B pavement, and takes sudden braking at vehicle velocities of 20 km/h, 30 km/h, 40 km/h, and 50 km/h. The damping results are shown in table 1:
It can be obtained from the above table that the higher the vehicle velocity is, the higher the longitudinal acceleration attenuation efficiency of the active and passive hybrid damping stretcher is, and the attenuation efficiency at 50 km/h is the highest: 52.66%.
The ambulance takes sudden turns at vehicle velocities of 20 km/h, 30 km/h, 40 km/h, and 50 km/h. The damping results are shown in table 2:
It can be obtained from the above table that the higher the vehicle velocity is, the higher the transverse acceleration attenuation efficiency of the active and passive hybrid damping stretcher is, and the attenuation efficiency at 50 km/h in the sudden turn is the highest: 50.92%.
The tested road condition is between the grade B pavement and a grade C paved, and the ambulance travels respectively at average velocities of 20 km/h, 30 km/h, 40 km/h, and 50 km/h. The damping result are shown in Table 3:
As the compartment of the ambulance has the suspension, it can be seen from the table 3 that without passive damping in the embodiment, the average fluctuation amplitude of the vertical acceleration is about 12% of the gravitational acceleration, and without the passive damping in the embodiment, the average fluctuation amplitude of the vertical acceleration decreases to about 8%, with the attenuation efficiency being about 30%, which has a comparatively apparent effect.
The technical solution of the embodiment greatly reduces the longitudinal acceleration impact caused by sudden acceleration and sudden deceleration of the ambulance, with the maximum damping efficiency reaching over 50%.
The technical solution of the embodiment greatly reduces the transverse acceleration impact caused by sudden turning of the ambulance, with the maximum damping efficiency reaching over 50%.
The technical solution of the embodiment further reduces the impact caused by the vertical acceleration on a basis that the vehicle suspension has vertical damping under a condition that the vehicle travels on the bumpy road, with the maximum damping efficiency reaching over 30%.
A seat damping structure provided in the embodiment adopts the active compensation algorithm for an inertia force of on-board equipment in the embodiment 3.
As shown in
As shown in
Specifically, the passive damping mechanism 101 includes a damping seat mounting plate 102, a damping base 103, a connecting plate 104, an internal intersecting arm 105, an external intersecting arm 106, an elastic assembly, a roll shaft 109, and a rotating pin shaft 110. The internal intersecting arm 105 and the external intersecting arm 106 are arranged between the damping seat mounting plate 102 and the damping base 103, a middle portion of the internal intersecting arm 105 is rotatably connected to a middle portion of the external intersecting arm 106 through the rotating pin shaft 110, a lower end of the internal intersecting arm 105 is rotatably connected to the damping base 103 through the rotating pin shaft 110, an upper end of the internal intersecting arm 105 is slidably connected to the damping seat mounting plate 102 through the roll shaft 109, a lower end of the external intersecting arm 106 is slidably connected to the damping base 103 through the roll shaft 109, and an upper end of the external intersecting arm 106 is rotatably connected to the damping seat mounting plate 102 through the rotating pin shaft 110. The elastic assembly acts on the internal intersecting arm 105 and/or the external intersecting arm 106, and the elastic action direction of the elastic assembly is the direction perpendicular to the seat surface 001.
The elastic assembly includes a magnetorheological damper 107 and an elastic part 108, the elastic action direction of the elastic part 108 is the direction perpendicular to the seat surface 001, the magnetorheological damper 107 acts on the internal intersecting arm 105 and/or the external intersecting arm 106, and the elastic action direction of the magnetorheological damper 107 intersects with the elastic action direction of the elastic part 108. The elastic part 108 in the application includes an air spring and can also be a gas spring or springs in other forms.
In the passive damping mechanism 101, the middle portions of the damping seat mounting plate 102 and the damping base 103 are connected through scissors cross structures of the internal intersecting arm 105 and the external intersecting arm 106, and the elastic part 108 and the magnetorheological damper 107 act on opening and closing of the scissors cross structures.
When the vehicle passes through a potholed pavement or a speed bump, the vehicle body is subjected to corresponding bump and fluctuation, and then the elastic part 108 will be compressed to rebound. The magnetorheological damper 107 can make the elastic part 108 compress and rebound more flexibly and comfortably. The damping seat mounting plate 102 and the damping base 103 opens and closes up and down synchronously with compression and rebound of the elastic part 108, and finally, the seat surface 001 performs a corresponding up-down vertical motion with fluctuation and bump of the pavement to counteract the fluctuation and bump.
When the vehicle passes through a flat pavement such as an overpass and an expressway, the magnetorheological damper 107 will be controlled by the master control module 209 to raise the current, so that the damping force is adjusted to the maximum extent. Thus, the scissors cross structures are locked to close the vertical up-down motion, so that the unnecessary up-down fluctuation of the seat surface 001 on the flat pavement is reduced. The damping base 103 is connected to the active stabilizing mechanism 201 through fastening bolts and the connecting plate 104.
As shown in
The roll output plate 204 and the driving assembly both are mounted on the stabilizing mechanism mounting plate 202. An output shaft of the driving assembly is horizontally arranged, the roll output plate 204 is tightly connected to the output shaft of the driving assembly, and the passive damping mechanism 101 is mounted on the roll output plate 204 through fastening bolts and the connecting plate 104. The master control module 209 collects attitude data of the vehicle body, and controls the driving assembly through the attitude data of the vehicle body to drive the roll output plate 204 to rotate. The active stabilizing mechanism further includes a limiting buffer pad 208, and the limiting buffer pad 208 defines a rotating range of the roll output plate 204 to be ±30°.
More specifically, in the active stabilizing mechanism 201, the active mounting seat 203 on the stabilizing mechanism mounting plate 202 is used for fixing the roll motor 206 and the decelerator 207. One end of the roll output plate 204 is mounted on the output shaft of the decelerator 207, and the other end of the roll output plate 204 is supported by the bearing pedestal 205 and the roll bearing 210. The roll motor 206 acts to obtain data operated by the algorithm by collecting vehicle body attitude data by the attitude sensor in the master control module 209, the data is sent to the motor driver in the master control module 209 to drive the roll motor 206 to perform corresponding work. The output of the roll motor 206 will be sent to the decelerator 207, so that the decelerator 207 and the roll output plate 204 both perform corresponding roll motions at the same time.
It is to be further noted that the roll motion in the application is rotation of the roll output plate 204 around the output shaft of the decelerator 207. The axial direction of the output shaft of the decelerator 207 is parallel to the front-back direction of the seat.
With respect to the roll angle, the maximum motion angle of the roll output plate 204 can be limited by adjusting the position of the limiting buffer pad 208, and the maximum motion angle can be +−30°. The roll output plate 204 and the connecting plate 104 are interconnected through fastening bolts, so that the passive damping mechanism 101 and the seat surface 001 both perform corresponding roll motions synchronously. The centrifugal force to the passengers when the vehicle turns is compensated through the roll motion of the seat surface 001, so that the passengers are in a relative comfortable state all along.
As shown in
More specifically, the position adjusting assembly includes two ball screw 309 structures, and the two ball screw 309 structures are parallelly mounted on two opposite sides of the seat sliding bottom plate 303 respectively and slidably connected to the overall mechanism base 302.
One ball screw 309 structure is illustrated as an example now: the ball screw 309 structure includes a lead screw tail stock 306, a structural reinforcing bar 308, a ball screw 309, a seat sliding motor 310, a sliding motor base 311, a nut mounting seat 316, a bottom slide block 317, a coupling 324, a lead screw nut 325, a lead screw bearing 327, a seat sliding slide block 326, and a sliding sleeve 323. The lead screw tail stock 306 and the sliding motor base 311 are mounted on the overall mechanism base 302 through the structural reinforcing bar 308, the ball screw 309, the seat sliding motor 310, the bottom slide block 317, and the coupling 324. The lead screw tail stock 306, the structural reinforcing bar 308, the ball screw 309, the seat sliding motor 310, the sliding motor base 311, the bottom slide block 317, and the coupling 324 can slide front and back synchronously in a chute of the overall mechanism base 302. The seat sliding bottom plate 303, the nut mounting seat 316, the lead screw nut 325, and the seat sliding slide block 326 are mounted on the structural reinforcing bar 308 and the ball screw 309; when the seat sliding motor 310 rotates, it drives the coupling 324 and the ball screw 309 to rotate synchronously; the lead screw nut 325 will displace due to rotation of the ball screw 309; by matching the seat sliding slide block 326 with the sliding sleeve 323, the displacement will drive the whole active stabilizing mechanism 201, the passive damping mechanism 101, and the seat surface 001 to displace together, which means a function of adjusting the seat front and back.
It is to be noted that the motor base connecting plate 318 connects the sliding motor bases 311 in the two ball screw 309 structures through screws as a whole.
More specifically, the buffer assembly includes a plurality of buffer parts, and the direction of the action force of any one buffer part is parallel to a moving direction of each of the ball screw 309 structures. One end of any one buffer part is fixedly connected to the overall mechanism base 302 and the other end thereof is fixedly connected to the seat sliding bottom plate 303 and/or the position adjusting assembly.
The buffer assembly includes a gas spring tail stock 307, a damper mounting seat 312, a buffer damper 313, a gas spring fixing seat 314, and a buffer gas spring 315. The buffer parts in the application are preferably the buffer damper 313 and the buffer gas spring 315. The buffer gas spring 315 is arranged on each of two opposite sides of the seat sliding bottom plate 303. Any buffer gas spring 315 is fixedly connected to the overall mechanism base 302 through the gas spring fixing seat 314 and the gas spring tail stock 307. The movable end of the buffer gas spring 315 is connected to the corresponding sliding motor base 311. The buffer damper 313 is mounted through the damper mounting seat 312, one end of the buffer damper 313 is in contact with the overall mechanism base 302, and the other end of the buffer damper 313 is in contact with the motor base connecting plate 318. The sliding motor base 311 will be subjected to resistance of the buffer damper 313 and the buffer gas spring 315 during sliding, and the buffer damper 313 and the buffer gas spring 315 will also be compressed as the sliding motor base 311 slides.
The rotary slip anti-impact mechanism 301 includes a rotating assembly, wherein the rotating assembly includes a seat rotating bottom plate 304, a rotary locking hook 305 and a locking hook top plate 319, the seat rotating bottom plate 304 is rotatably connected to the seat sliding bottom plate 303, and the locking hook top plate 319 acts on the rotary locking hook 305 to lock the seat rotating bottom plate 304 and the seat sliding bottom plate 303 or separate the lock the seat rotating bottom plate 304 and the seat sliding bottom plate 303.
Specifically, the rotating assembly further includes a base tray 320, a seat rotating bearing 321, and a seat turnplate tightening nut 322. A seat rotating bottom plate 304, a rotary locking hook 305, the base tray 320, the seat rotating bearing 321, and the seat turnplate tightening nut 322 are also mounted on the seat sliding bottom plate 303. When the rotary locking hook 305 bounces off, the seat rotating bottom plate 304 is in an unlocked state and can rotate arbitrarily. The seat surface 001 of the seat rotates synchronously due to a series relation. When the vehicle takes emergency braking or is impacted, the seat surface 001 of the seat will slide along the traveling direction of the vehicle as a result of inertia. During sliding, the sliding velocity is slowed down due to resistance of the buffer gas spring 315 and the buffer damper 313, so that there is a forward buffer distance for the seat surface 001 when the vehicle takes emergency braking or is impacted finally. Therefore, the body of the passenger will not displace forwards relative to the seat surface 001 of the seat as a result of emergency braking. Instead, the seat surface 001 of the seat, together with the passenger, displaces, so that the probability that the passenger is injured is reduced when the vehicle takes emergency braking or is impacted.
As shown in
The embodiment absorbs the force in the direction perpendicular to the seat surface through the passive damping mechanism to achieve damping, compensates the centrifugal force through the active stabilizing mechanism to achieve stabilizing, and absorbs the inertia force through the rotary slip anti-impact structure to achieve impact resistance. The embodiment features compact structure and small occupied space while achieving damping, stabilizing and anti-impact functions, which contributes to improving the riding comfort and safety of the passenger;
the embodiment limits the rotating range of the roll output plate by virtue of the limiting buffer pad, which contributes to improving the stability and safety of the motion of the active stabilizing mechanism; and the embodiment locks or separates the seat rotating bottom plate and the seat sliding bottom plate as the locking hook top plate and the rotary locking hook are matched.
The embodiment provides a damping device, adopting the active compensation algorithm for an inertia force of on-board equipment in the embodiment 3.
In the embodiment, the movable platform 32 is usually arranged at the bottom of the damped target. The damped target can be either a seat of an automobile traveling or any equipment with sway, and the like in the moving process such as a seat on an airplane. The bottom platform 29 is correspondingly fixed on a floor inside a carrier such as the automobile or the airplane, and the bottom plate of the automobile or the airplane, and the like can also be directly used as the corresponding bottom platform 29.
By taking the automobile as an example, the automobile will generate multidimensional vibration in the traveling process, for example linear vibration in the front-back direction during braking, and in this case, a motion acceleration in the pitch direction will be generated on the passenger, so that the passenger pitches front and back. In this case, the active pitch damping device starts the pitch motor 30 to rotate to provide a reverse motion compensation to the movable platform 32, so that the passenger may not swing front and back. Correspondingly, when taking a sudden turn, the automobile will generate a centripetal acceleration in a left-right direction, and in this case, the roll motor 34 needs to provide a centripetal acceleration in the left-right direction for reverse motion compensation.
More specifically, when the pitch motor 30 rotates, it drives the active pitch damping device to rotate integrally and drives the output support 43 arranged on the active roll damping device to move. For example, when there is backward pitching, the guide pillar 41 will incline backwards, and in this case, as the active pitch damping device will provide the guide pillar 41 a forward force through the output support 43, the attitude of the guide pillar 41 is maintained, and the attitude of the movable platform 32 is maintained by maintaining the attitude of the guide pillar 41. In a similar way, when encountering a leftward lateral motion, the guide pillar 41 will incline leftwards, and in this case, the roll motor 34 drives the active roll damping device to rotate and provides the guide pillar 41 with a rightward force through the output support 43, so that the attitude of the guide pillar 41 is maintained, and the attitude of the movable platform is maintained by maintaining the attitude of the guide pillar 41. In terms of mounting the guide pillar 41, the base is provided with a guide pillar support 40 for mounting the guide pillar 41.
Assuming that encountering the acceleration motion in the left-right direction and front-back direction incompletely, according to the principle of force decomposition, the two motors are controlled to rotate, and the active compensation motion is transferred to the movable platform 32 through the damping output device.
In the embodiment, the motors in the roll direction and the pitch direction are respectively arranged for active compensation, and output through the guide pillar 41, so that left-right and front-back sway is reduced, the high frequency vibration of the same platform is reduced, and thus, the stability of the damped target is improved.
Preferably, the active pitch damping device further specifically includes a pitch decelerator support 31, a pitch decelerator 47, a pitch motion output support 33, and a bearing pedestal 46; the pitch decelerator support 31 is fixed on the bottom platform 29; one end of the pitch decelerator support 31 is connected to the pitch motor 30 and the other end thereof is connected to the pitch decelerator 47; one end of the pitch motion output support 33 is connected to the pitch decelerator 47, and the other end thereof is connected to the bearing pedestal 46; and the bearing pedestal 46 is fixed on the bottom platform 29;
In specific implementation of damping in the pitch direction, as the motor itself is not usually a high horse power motor but a low horse power servo motor, the motor features relatively small twisting force, so a corresponding decelerator needs to be arranged to output a large twisting force.
Specifically speaking, a fixed bearing pedestal 46 and the pitch decelerator support 31 are fixed on the bottom platform 29, one end of the pitch decelerator 47 is connected to the pitch motor 30 and the other end thereof is connected to the pitch motion output support 33, the formed whole is arranged between the fixed bearing pedestal 46 and the pitch decelerator support 31 in a bestriding manner, and the active roll damping device is mounted through the roll device mounting hole.
More specifically speaking, the side surface of the pitch motion output support 33 is T-shaped, the T-shaped structure of the pitch motion output support 33 is provided with a plurality of mounting holes including a pitch decelerator mounting hole 58 formed in the bottom of the pitch mounting base 68, and the pitch motion output support 33, the pitch decelerator 47, and the pitch motor 30 form a whole through the mounting hole. Therefore, the active compensation motion of the pitch motor 30 is conducted to the pitch motion output support 33, so that the compensation is transferred to the output support 43 through the active roll damping device arranged on the pitch motion output support 33. The roll device mounting hole specifically includes a roll decelerator mounting hole 61 and a roll motor base mounting hole 63 respectively used for mounting the roll decelerator and the roll motor, and a bearing pedestal mounting hole 62 is formed for mounting the bearing pedestal 34.
Further preferably, the active pitch damping device further includes pitch anti-collision blocks 49 and a pitch anti-collision pad 48; the pitch anti-collision pad 48 is mounted on the bottom platform 29 and is located below the pitch decelerator support 31; the pitch anti-collision blocks 49 are mounted on both sides of the pitch motion output support 33, and rotate along with rotation of the active pitch damping device; and when the pitch anti-collision blocks 49 impact to the pitch anti-collision pad 48 in a rotating process, the pitch anti-collision pad 48 is matched with the pitch anti-collision blocks 49 to limit further rotation of the active pitch damping device.
Meanwhile, in a specific rotating process, to prevent the pitch motion output support 33 from directly impacting on the bottom platform 29 to damage the bottom platform 29 or the pitch motion output support 33, the pitch anti-collision pad 48 is arranged on the bottom platform 29, and the corresponding anti-collision blocks 49 are arranged in positions corresponding to both sides of the pitch motion output support 33, so that in the rotating process of the pitch motion output support 33, the rotating range is limited between two collision points between the anti-collision blocks 49 and the pitch anti-collision pad 48.
More specifically speaking, the pitch motion output support 33 is provided with pitch anti-collision mounting holes 59 which are respectively formed in both sides of the pitch motion output support 33 on the axis taking the inverted trapezoidal T-shaped structure of the pitch mounting base 68 as the longitudinal structure for mounting the pitch anti-collision blocks 49.
Further preferably, the active roll damping device further specifically includes a roll decelerator 45 and a roll motion output support 43, wherein one side of the roll motion output support 43 is connected to the output support 43 and the other side thereof is connected to the roll decelerator 45; and one side of the roll decelerator 45 is connected to the roll motion output support 43 and the other side thereof is connected to the pitch motion output support 33; the roll motion output support 43 specifically includes a mounting base and an output connecting block 70, wherein one side of the mounting base is connected to the output connecting block 70 and the other side thereof is connected to the roll decelerator 45; and one end of the output connecting block 70 is connected to the mounting base and the other end thereof is connected to the output support 43.
In the preferred embodiment, the roll motion device arranged on the pitch motion output support 33 will perform a pitch motion along with the pitch motion output support 33 and outputs motion through the roll decelerator 45 because the motor 34 itself is not usually a high horse power motor but a low horse power servo motor, the motor features relatively small twisting force, so a corresponding decelerator needs to be arranged to output a large twisting force. The mounting base arranged on the roll decelerator 45 performs a rotating motion along with the roll decelerator 45, drives the output connecting block 70 to rotate, and further acts the motion on the output support 43 for motion compensation. Meanwhile, the roll decelerator mounting hole 67 is formed in the mounting base for mounting the roll decelerator.
Further preferably, the active roll damping device includes a damper 44, wherein one end of the damper 44 is connected to the output connecting block 70 and the other end thereof is connected to the movable platform 32 through a revolute pair.
In the preferred embodiment, by additionally arranging the damper 44 in the device, the damping efficiency can be improved as far as possible, very small friction and air resistance in the system can be compensated, and the frequency response can be improved greatly.
Specifically speaking, the damper 44 is mounted between the output connecting block 70 and the movable platform 32; the lower end of the damper 44 is fixed to the output connecting block 70, and is fixed through a damper mounting hole 66 formed in the output connecting block 70; the upper end of the damper is connected to the movable platform 32 through the revolute pair, and the axis of the revolute pair is parallel to the rotating axis of the pitch motor 30; and as the axis of the revolute pair is parallel to the rotating axis of the pitch motor 30, in the moving process, break of the revolute pair due to motion of the pitch motor 30 will be avoided.
Further preferably, the roll motion output support further includes a roll anti-collision block 51 and a roll anti-collision pad 52, wherein the roll anti-collision pad 52 is arranged on a side, adjacent to the damping output device, of the pitch motion output support 33; the roll anti-collision block 51 is arranged on a side surface of the mounting base, and rotates along with rotation of the roll motor 34; when the roll anti-collision block 51 impacts to the roll anti-collision pad 52 in a rotating process, the roll anti-collision pad 52 limits further rotation of the active roll damping device.
In the further preferred embodiment, in a specific rotating process, to prevent the pitch motion output support 43 from directly impacting on the bottom platform 29 to damage the bottom platform 29 or the output support 43, the roll anti-collision pad 52 is arranged on the side, adjacent to the roll anti-collision pad 52, of the pitch motion output support 33, and the corresponding anti-collision blocks 51 are arranged in positions corresponding to the side surface of the mounting base, so that in the rotating process of the output support 43, the rotating range is limited between two collision points between the anti-collision blocks 51 and the pitch anti-collision pad 52.
In terms of specific mounting, the roll anti-collision mounting holes 64 are symmetrically formed in the side surface and the top surface of the mounting base by taking the output connecting block 70 as an axis of symmetry, and the roll anti-collision pad mounting hole 57 is formed in the side, adjacent to the output support 43, of the pitch mounting base 68 of the pitch motion output support 33 for mounting the roll anti-collision pad 52. Meanwhile, a roll limiting switch reserved hole 60 is reserved for reserving a refitting position for a limiting switch in the future.
Preferably, axis of rotation of the pitch motor 30 perpendicularly intersects with axis of rotation of the roll motor 34 all along.
Preferably, a ball guide sleeve 42 is arranged between the output support 43 and the guide pillar 41; and the output support 43 moves up and down along the guide pillar 41 through the ball guide sleeve 42.
In the moving process, as a result of large probable sway, it is assumed that the output support 43 is rigidly connected to the guide pillar 41, so in the using process, the guide pillar 41 will break as it cannot bear the so large force due to large sway. Therefore, in the embodiment, the ball guide sleeve 42 is arranged between the output support 43 and the guide pillar 41, so that the output support 43 and the guide pillar 41 are not rigidly fixed but the output support 43 moves up and down on the guide pillar 41. Therefore, the guide pillar 41 is prevented from breaking due to rigid fixation.
Preferably, both ends of the guide pillar 41 are provided with limiting bosses, and when the output support 43 impacts to the limiting bosses in the up-down moving process, the limiting bosses limit further movement of the output support 43 towards an edge of the guide pillar 41.
The embodiment provides a damping device, adopting the active compensation algorithm for an inertia force of on-board equipment in the embodiment 3.
As shown in
The damping device further includes a passive damping device, specifically including an air spring 39, wherein one end of the air spring 39 is arranged on the movable platform 32 and the other end thereof is arranged on the bottom platform 29; the bottom platform 29 is further provided with an air pump 35, and is connected to the air spring 39 through a gas pipeline 50 for maintaining a pressure of the air spring 39; there are four air springs 39; and the air springs 39 are respectively arranged at four corners of the bottom platform 29.
In the embodiment, the passive damping device shall be arranged while active damping is arranged to control high frequency vertical vibration. In the implementation mode, passive damping is usually achieved by using the four air springs 39 distributed at four corners of the bottom platform 29 and the movable platform 32, and the air pump 35 is connected through the gas pipeline 50 extending to the air springs 39, so that the internal air pressure in the air springs 39 is maintained.
By taking automobile operation as an example, when the movable platform 32 generates vibration, the air springs 39 located at the four corners of the bottom platform 29 deform correspondingly as the buffer pads to buffer the movable platform 32, so as to eliminate influence of the high frequency vertical vibration on the movable platform 32.
By combining active damping and passive damping, when there is high frequency vertical vibration, the air springs 39 will play a passive damping role, so that influence of the high frequency vertical vibration on the movable platform 32 is alleviated.
Preferably, the passive damping device further includes an air spring bottom pillar 38 arranged on the bottom platform 29 for fixedly connecting the air spring 39 and the bottom platform 29; and the gas pipeline 50 is connected to the air spring 39 through the air spring bottom pillar 38. The bottom platform 29 is provided with an air spring bottom pillar mounting hole 56.
In the preferred embodiment, the bottom platform 29 is provided with an air spring 39 basal pillar mounting hole 10; the air spring bottom pillar 38 is mounted on the bottom platform 29 through the air spring 39 basal pillar mounting hole 10, and the gas pipeline 50 enters the air spring bottom pillar 38 from the air spring 39 basal pillar mounting hole 10 formed in the bottom platform 29 and is then connected to the air spring 39 through the air spring bottom pillar 38, so that the air pump 35 can inflate the air spring 39.
Further preferably, the air spring 39 is internally provided with an air pressure sensor, the air pressure sensor is electrically connected to an automatic air pressure inflating control panel 36;
when the air pressure sensor detects that the air pressure in the air spring 39 is lower than a preset air pressure, the automatic air pressure inflating control panel 36 controls the air pump 35 to inflate the air spring 39 through the gas pipeline 50.
In the preferred embodiment, the air spring 39 is internally provided with the air pressure sensor for detecting the air pressure in the air spring 39 and transmitting the air pressure to the automatic air pressure inflating control panel 36, so that the air pump 35 is controlled through the automatic air pressure inflating control panel 36.
More specifically speaking, when the air pressure in the air spring 39 detected by the air pressure detector is lower than the preset air pressure, the automatic air pressure inflating control panel 36 sends out an inflating command to control the air pump 35 to inflate a high pressure gas into the air spring 39 through the gas pipeline 50; and the high pressure gas is inflated into the air spring 39 through the gas pipeline 50 by passing through the air spring bottom pillar 38, so that the air pressure in the air spring 39 is maintained at a target value.
The embodiment provides a damping device, adopting the active compensation algorithm for an inertia force of on-board equipment in the embodiment 3.
As shown in
The damping device further includes an attitude sensor 53, a master control panel 37, and a motor driver 54; wherein the attitude sensor 53 is electrically connected to the master control panel 37 and is configured to detect the acceleration of the damped target to generate an acceleration signal and transmit the acceleration signal to the master control panel 37, and the master control panel 37 controls the motor driver 54 according to the acceleration signal to drive the pitch motor 30 and the roll motor 34 to operate.
In the embodiment, the bottom platform 29 is provided with the attitude sensor 53, the master control panel 37, and the motor driver 54. The attitude sensor 53 is usually achieved by directly using the acceleration sensor and is configured to detect the acceleration of the damped target, and the master control panel 37 achieves driving control of the motor according to the acceleration. Meanwhile, the bottom platform is provided with a power interface 55 for supplying power to all electrical equipment and providing 48V and 12V voltages.
Specifically speaking, when the master control panel 37 considers that it is necessary to compensate the data transmitted by the attitude sensor 53 to the master control panel 37, the master control panel 37 sends out a corresponding driving signal to the motor driver 54. Controlled by the driving signal, the motor driver 54 sends out motion signals to the pitch motor 30 and the roll motor 34, so as to control operations of the pitch motor 30 and the roll motor 34.
By arranging the attitude sensor 53 in the embodiment, the active damping direction is detected by the attitude sensor 53, so that the damping efficiency is effectively improved, and the comfort in the damping process is enhanced.
Further preferably, when the attitude sensor 53 detects the linear acceleration of the damped target, the master control board 37 controls the motor driver 54 according to the linear acceleration to drive operation of the pitch motor 30.
In the preferred embodiment, by taking the automobile as an example, when the attitude sensor 53 detects the linear acceleration, it indicates braking or accelerating conditions. The automobile will generate linear vibration in the front-back direction during braking and accelerating, and in this case, it will generate the motion acceleration to the passenger in the pitch direction, so that the passenger pitches front and back. In this case, the active pitch damping device starts the pitch motor 30 to rotate to provide a reverse motion compensation to the movable platform 32, so that the passenger may not swing front and back.
Further preferably, when the attitude sensor 53 detects the centripetal acceleration of the damped target, the master control panel 37 controls the motor driver 54 according to the centripetal acceleration to drive operation of the roll motor 34.
In the preferred embodiment, by taking the automobile as an example, when the attitude sensor 53 detects the centripetal acceleration, it indicates sudden turning, and the like. When the automobile takes a sudden turn, it will generate linear vibration in the left-right direction, and in this case, the roll motor 34 needs to provide a linear acceleration in the left-right direction for reverse motion compensation, so that the passenger may not swing left and right.
The present invention further provides a seat, including a seat body and the damping device according to the embodiments 5-7. The seat body is fixed on a movable platform 32 of the damping device.
In the embodiment, the damping device is usually applied to the seat to compensate vibration of the seat. The seat can be arranged either on an automobile or an airplane, and can be adjusted according to an actual demand.
The present invention further provides an automobile, using the above seat.
In the embodiment, the seat is usually applied to the automobile for enhancing the comfort level of the automobile passenger.
Specifically speaking, when the attitude sensor 53 detects the linear acceleration, it indicates braking or accelerating conditions. The automobile will generate linear vibration in the front-back direction during braking and accelerating, and in this case, it will generate the motion acceleration to the passenger in the pitch direction, so that the passenger pitches front and back. In this case, the active pitch damping device starts the pitch motor 30 to rotate to provide a reverse motion compensation to the movable platform 32, so that the passenger may not swing front and back. When the attitude sensor 53 detects the centripetal acceleration, it indicates sudden turning, and the like. When the automobile takes a sudden turn, it will generate centripetal vibration in the left-right direction, and in this case, the roll motor 34 needs to provide a centripetal acceleration in the left-right direction for reverse motion compensation, so that the passenger may not swing left and right.
The following beneficial effects are achieved by the embodiments 5-7:
The embodiment provides an active damping seat, adopting the damping device in any one embodiment of the embodiments 5-7, and adopting the active compensation algorithm for an inertia force of on-board equipment in the embodiment 3.
Referring to
Referring to
In the embodiment, the sensing module 721 is mounted in the self-balancing damping device 72 to acquire motion data of the carrying equipment; the control module 723 can control the first rotating assembly 7221 and the second rotating assembly 7222 to operate according to the motion data acquired by the sensing module 721 so as to control the degrees of freedom of motions in roll and pitch directions of the seat base 71, i.e., to provide a reverse action force in the inclined direction of the seat base 71, so that the seat base 71 is kept stable, thereby achieving a self-balancing damping effect. The motion data of the carrying equipment can specifically include, for example, vehicle velocity, displacement, acceleration, and the like. In the patent, the active damping device 2 is assembled on the seat base 71 to form a self-balancing damping system, which effectively damps the seat base 71 in a high frequency low amplitude environment and a low frequency high amplitude environment, thereby achieving the self-balancing damping effect. Therefore, the seat base 71 is kept in a stable operating state all along.
It is worth noting that in the embodiment, the carrying equipment can be, for example, any traffic tool such as a vehicle, a ship or a yacht. The active damping seat provided in the embodiment can be applied to a driver's cab of the any traffic tool, which is not limited herein. Of course, for the convenience of illustrating the technical solution in a clear and detailed manner, the carrying equipment provided in the embodiment is specifically explained and described by taking the vehicle as an example.
The sensing module 721 can collect motion data of the vehicle in real time and actively control the first rotating assembly 7221 and the second rotating assembly 7222 of the damping device 722 to operate according to the motion data; the first rotating assembly 7221 and the second rotating assembly 7222 are jointed and matched in an assisted manner to control the degrees of freedom of motions in the roll and pitch directions of the seat base 71, i.e., to provide the reverse action force in the incline direction of the seat base 71 relative to the vehicle. The two forces are counteracted, so that the seat base will not change in attitude synchronously with the vehicle. The seat base is ensured to be kept in a stable state all along, so that it can be ensured that the active damping seat is capable of being kept stable all along.
Specifically, referring to
It is to be specifically illustrated that the first rotating assembly 7221 and the second rotating assembly 7222 both can be driven by the motors independently, wherein the second rotating assembly 7222 can be driven by either the motors or the first rotating assembly 7221 as it is mounted at the driving end of the first rotating assembly 7221. Therefore, when only the roll or pitch motion in the single direction is needed, the second rotating assembly 7222 can be directly driven by the motor to achieve the reverse motion of the seat base 71, so that it is ensured that the seat base 71 is kept stable all along. When the roll and pitch motions in two directions are needed, the first rotating assembly 7221 and the second rotating assembly 7222 are rotated in a combined manner according to the commands of the control module 723 to provide a reverse equivalent action force relative to the inclined direction of the vehicle, thereby ensuring that the seat base 71 is stable all along.
The above damping device is without the passive damping device. The embodiment further provides a damping seat with a passive damping device, as shown in
Referring to
The mounting plane of the self-balancing damping device 72 can be either the carrying equipment or a bottom surface of the active damping seat. When the mounting plane of the self-balancing damping device 72 is the bottom surface of the active damping seat, the self-balancing damping device 72 and the elastic damping assembly 7223 are internal parts of the active damping seat.
It is worth noting that the control module 723 can control the elastic damping assembly 7223 to actively drive the seat base 71 to move up and down in the height direction, so as to provide the action force to the seat 1 in the height direction. Meanwhile, the control module 723 can further control the elastic damping assembly 7223 to assist the first rotating assembly 7221 and the second rotating assembly 7222 to coordinate to work, so as to control the degrees of freedom of motions of the seat base 71 in the roll and pitch directions, thereby enhancing the damping performance of the active damping seat.
Specifically, referring to
It is worth noting that there is no limitation on the specific quantity of the elastic damping assemblies 7223, and the elastic damping assemblies can be flexibly arranged to actual using demands.
Preferably, there are four elastic damping assemblies 7223 located at four corners of the seat base 71, respectively.
The four elastic damping assemblies are distributed at the four corners of the seat base 71 to effectively alleviate the part of residual high frequency low amplitude vibration and also response to the seat base 71 most sensitively, so that the stability of the active damping seat equipment is effectively improved.
Further, the elastic damping assembly 7223 further includes an air spring 72231, wherein a top end of the air spring 72231 is mounted on the seat base 71, and a bottom end thereof is mounted on the mounting plane of the self-balancing damping device 72.
The air spring 72231 has an excellent nonlinear hard characteristic, is capable of effectively limiting the amplitude, avoiding resonance, and preventing impact, and features wide load range, low inherent frequency, good vibration isolation effect, compact structure, small overall size, convenient installation, good service life, high adaptability to the working environment, and the like. The air spring 72231 can be used to control the degree of freedom of motion of the seat base 71 in the height direction. Meanwhile, as the air spring 72231 mainly uses air as a medium, active control is easily implemented.
It is worth noting that the elastic damping assembly 7223 can also be any other spring damping member, which is not limited herein.
Further, the elastic damping assembly 7223 further includes an air pump 35. The air pump 35 is connected to the air spring 72231 and is further connected to the control module 723. The control module 723 is capable of controlling the air pump 35 to work based on data of the sensor module 21, so as to control the air spring 72231 to drive the seat base 71 to move in the height direction.
Referring to
Further, the damping device 722 further includes a telescopic rod 7224, wherein one end of the telescopic rod 7224 is connected to the seat base 71 and the other end thereof is connected to a plane of the self-balancing damping device 72 for controlling the seat base 71 to move within a limited range in the process that the damping device 722 controls the seat base 71 to move.
In the embodiment, the telescopic rod 7224 is connected to the seat base 71 and the self-balancing damping device 72 to prevent the seat base 71 from being separated from the self-balancing damping device 72 when the damping device 722 drives the seat base 71 to move, so as to control the moving range of the seat base 71 within an effective range.
Specifically, when the vehicle takes emergency braking, to keep the seat base 71 stable, the control module 723 will control the damping device 722 to perform a degree-of-freedom motion in the pitch direction on the seat base 71. As the vehicle inclines forwards severely, the motion of the damping device 722 in the pitch direction will be great in amplitude, and in this case, the telescopic rod 7224 also stretches up and down along with the pitch motion of the seat base 71 to tightly connect the seat base 71 to the self-balancing damping device 72, so as to prevent the seat base 71 and the self-balancing damping device 72 from being separated up and down due to the great amplitude of the pitch motion.
Further, the telescopic rod 7224 is located on an outer side of a driving end of the second rotating assembly 7222 , and the seat base 71 is provided with a mounting plate 7225 in a position corresponding to the telescopic rod 7224 for fixing the telescopic rod 7224 to face one end of the seat base 71.
In the embodiment, the mounting plate 7225 can improve the structural stability of the telescopic rod 7224 in the using process, so that the damping performance thereof is guaranteed. Preferably, a perforated hole can be formed in a position, corresponding to the mounting plate 7225, of the seat base 71, and the telescopic rod 7224 can be fixed in a perforated manner on the mounting plate 7225. The mounting plate 7225 can be in leaning fit with the perforated hole for limiting the seat base 71 from being separated from a free end of the telescopic rod 7224, so that the seat base 71 can move stably. Such a structure can expand the contact range of the telescopic rod 7224 and the seat base 71. The structure is not limited herein, and any structure will be within the protection scope of the patent.
Further, the active damping seat further includes a base 73, wherein the self-balancing damping device 72 is mounted on the base 73, and the base 73 is applicable to being mounted on the carrying equipment;
In the embodiment, the self-balancing damping device 72 is mounted on the base 73, and the active damping seat is integrally mounted on the carrying equipment. The slide rail 74 is an indispensible critical mechanical component for controlling the active damping seat, is an intermediate component to connect the whole seat to the carrying equipment, and has supporting performance. To control the adjusting function of the seat, front and back adjustment of the slide rail 74 is a common function of the seat.
Specifically, the self-balancing damping device 72 and the seat base 71 assembled are mounted on the base 73. The active damping seat is mounted on the slide rail 74 in the driver's cab of the vehicle through the base 73. A driver can control the slide rail 74 to adjust the front-back position of the base 73 according to his/her demand to seek for an appropriate seat position, so that the driver can keep a comfortable in-cabin space within the driver's cab. The slide rail 74 also features very high safety function. When the carrying equipment fails, a locking structure of the slide rail 74 has a strong safety protection characteristic, so that the slide rail is a quite important tool for the drivers and crews.
Further, the active damping seat further includes a fixed plate 75, the top end of the second rotating assembly 7222 is fixedly mounted on the fixed plate 75, and the fixed plate 75 is detachably mounted on the seat base 71
The embodiment is applicable to water transport equipment such as a yacht, and is to mainly solve the inertial motion problem of the yacht caused by braking, turning and the like in the traveling process. The self-balancing damping device 72 can guarantee stability of equipment such as personnel and seats or other matters in the yacht only by solving the pitch motion and the roll motion caused by the inertial motion. Based on fluctuation of a current wave, according to the active damping seat in the embodiment, the air spring 72231 in the above embodiments is mounted to actively control the degree-of-freedom motion in the height direction, and other common spring damping members can be mounted to passively control the degree-of-freedom motion in the height direction to effectively alleviate part of high frequency low amplitude vibration, so as to effectively improve the stability of the seat equipment.
It is worth noting that in the above all embodiments, the self-balancing device 2 can be integrally designed as a whole on the fixed plate 75. The whole can be integrally assembled inside the active damping seat. The whole seat achieves the active damping action and is then assembled on the carrying equipment, or is taken as a whole connecting part independently to connect the active damping seat to the carrying equipment, thereby achieving the damping function of the active damping seat. Even under a certain circumstance, the fixed plate 75 can also be used as the seat base 71.
The cost can be saved while the structure in the embodiment is simplified, and the structure can also be widely applied to water transport equipment such as the yacht.
Further, in the preferred embodiment, provided is carrying equipment, including any one active damping seat in the above preferred embodiments.
The control module in the embodiment can control the first rotating assembly and the second rotating assembly to operate according to the motion data acquired by the sensing module so as to control the degrees of freedom of motions of the seat base in roll and pitch directions, i.e., to provide a reverse action force in the inclined direction of the seat base, so that the self-balancing damping effect is achieved;
the control module in the embodiment can control the elastic damping assembly to assist the roll and pitch motions of the first and second rotating assemblies, and the elastic damping assembly can further achieve the degree-of-freedom motion of the seat base up and down in the height direction to further enhance the active damping effect of the active damping seat;
In the embodiment, one end of the telescopic rod is connected to the seat base and the other end thereof is connected to the plane of the self-balancing damping device, which can guarantee that the damping device control the seat base top move within the limited range in the process of controlling the seat to move, so as to prevent sudden decrease of the active damping effect as the seat base and the self-balancing device are separated.
The algorithm provided by the present invention can calculate the centrifugal force compensation angle, so as to achieve a better centrifugal force compensation function to the seat body through the damping motor.
In description of the application, it should be understood that orientation or position relationships indicated by terms: ‘upper, ‘lower’, ‘front’, ‘back’, ‘left’, ‘right’, ‘vertical’, ‘horizontal’, ‘top’, ‘bottom’, ‘inner’, ‘outer’ and the like are orientation or position relationships indicated by the drawings and are only to describe the disclosure and simplify the description rather than indicates or implies that the indicated device or components must have specific orientations and are configured and operated in the specific orientations. Therefore, it cannot be construed as limitations to the application.
Specific embodiments of the present invention are described above. It is needed to understand that the present invention is not limited to the specific embodiments, and those skilled in the art can made various variations or modifications within the scope of the claims without affecting the substantial contents of the present invention. In the absence of conflict, the embodiments of the application and features in the embodiments can be combined with one another arbitrarily.
| Number | Date | Country | Kind |
|---|---|---|---|
| 202211453497.3 | Nov 2022 | CN | national |
| 202223212561.7 | Dec 2022 | CN | national |
| 202310425505.1 | Apr 2023 | CN | national |
| 202310465987.3 | Apr 2023 | CN | national |
| 202310499408.7 | May 2023 | CN | national |
