A zero-stiffness vibration isolation seat for train drivers

Abstract

The present invention relates to the technical field of train seats, and specifically relates to a zero-stiffness vibration damping seat for train drivers. The vibration damping assembly includes an upper top plate and a lower bottom plate. At both ends between the upper top plate and the lower bottom plate, deformable main brackets are provided. A guide frame is fixedly arranged on the inner side wall of the main brackets; a horizontally arranged guide through groove is penetrated through the surface of the adjustment assembly. The adjustment shaft is located at the intersection of the guide through groove and the guide frame and sequentially passes through the inner cavities of the guide through groove and the guide frame in a movable manner; The beneficial effects are as follows: By arranging adjustment assemblies in both the upper and lower regions of the main brackets, and the two adjustment assemblies are respectively fixedly connected to the upper top plate and the lower bottom plate. When the entire vibration damping assembly is deformed by vibration, the main brackets rotate and squeeze the adjustment shaft, causing the adjustment shaft to slide horizontally along the length direction of the guide through groove, thereby changing the connection position between the main spring and the main brackets, improving the absorption effect of vibration impact force, and ensuring that the vibration damping assembly has better buffer and vibration damping performance.

Description

Technical Field

[0001] The present invention relates to the technical field of train seats, and specifically to a zero-stiffness vibration-damping seat for train drivers. Background Art

[0002] A train is a vehicle running on a railway track, usually composed of multiple carriages. The seats of train drivers usually have vibration-damping performance.

[0003] In the prior art, a Chinese utility model with the publication number CN202987162U discloses a train driver seat. By setting a three-stage adjustment device, the seat is made suitable for people with different physical characteristics. A toolbox is fixed on the floor, and a shock-absorbing device is provided on the tool.

[0004] Currently, a spring and a damper are usually arranged in cooperation in the vibration-damping frame of a train driver seat. The performance and deformation degree of the spring itself have a great influence on the absorption effect of vibration impact force. At present, the spring and the vibration-damping frame are mostly fixedly connected, and the two deform synchronously. The deformation amount of the spring is insufficient, and it is difficult to fully absorb the vibration impact. The overall vibration-damping effect of the seat is poor. For this reason, the present invention proposes a zero-stiffness vibration-damping seat for train drivers to solve the above problems. Summary of the Invention

[0005] The purpose of the present invention is to provide a zero-stiffness vibration-damping seat for train drivers to solve the problem of poor absorption effect of the vibration-damping frame of the seat proposed in the above background art.

[0006] To achieve the above purpose, the present invention provides the following technical solution: A zero-stiffness vibration-damping seat for train drivers, including a seat body. A turntable base fixed to the train floor is provided below the seat body. A vibration-damping component is provided between the seat body and the turntable base. The vibration-damping component includes an upper top plate and a lower bottom plate. Deformable main brackets are provided at both ends between the upper top plate and the lower bottom plate. The main brackets are formed by rotatably splicing two rigid strip-shaped plates into a "<" shape, and the two main brackets are symmetrically distributed. A guide frame is fixedly provided on the inner side wall of the main bracket;

[0007] Adjustment components are provided at both the upper and lower ends of the main bracket, and the two adjustment components are respectively fixedly connected to the upper top plate and the lower bottom plate. A horizontally arranged guide through groove is formed through the surface of the adjustment component, and the guide through groove and the guide frame intersect to form an "X" shape. A main spring is horizontally placed between the two main brackets. Adjustment shafts are fixedly provided at both ends of the main spring. The adjustment shafts are located at the intersection of the guide through groove and the guide frame and sequentially pass through the inner cavities of the guide through groove and the guide frame movably.

[0008] Preferably, the hard strip plates of the upper and lower parts of the main bracket are both L-shaped and symmetrically distributed, and recessed grooves are provided at the upper and lower corners of the main bracket, and the surfaces of the upper top plate and the lower bottom plate are installed with hinge supports corresponding to the recessed grooves.

[0009] Preferably, a connecting shaft for rotatably connecting the upper and lower parts is provided in the middle of the main bracket, and an avoidance groove is opened through the middle of the surfaces of the upper and lower parts of the main bracket, and the adjustment component is movably connected with the avoidance groove, and the guide frames are arranged in groups of two and are symmetrically distributed on both sides of the avoidance groove.

[0010] Preferably, both ends of the main spring are fixedly connected with a main ring, and the main ring is movably sleeved on the outside of the adjusting shaft. The main springs are arranged in two groups and are symmetrically installed on the upper and lower parts of the main bracket. Each group of the main springs is provided with two main springs, which are symmetrically distributed on both sides of the avoidance groove.

[0011] Preferably, auxiliary brackets are provided on both sides between the upper top plate and the lower bottom plate, and the two main brackets and the two auxiliary brackets are distributed in a circular array. The auxiliary brackets have the same structure as the main brackets, and the upper and lower ends of the auxiliary brackets are rotatably connected to the upper top plate and the lower bottom plate respectively.

[0012] Preferably, the endpoints of the upper and lower ends of the main bracket are arranged in a "匚" shape and are fixedly installed with auxiliary pins. Two horizontally arranged auxiliary springs are arranged between the two main brackets. Auxiliary rings are fixed at both ends of the auxiliary springs, and the auxiliary rings are movably sleeved on the outside of the main rings.

[0013] Preferably, a sliding block is slidably mounted in the inner cavity of the guide through groove, the sliding block is fixedly mounted in the middle of the adjusting shaft, and hydraulic dampers are arranged on both sides of the sliding block.

[0014] Preferably, the hydraulic damper comprises a hydraulic cylinder, which is colinear with the guide groove and fixed to the side wall of the adjustment component, and a piston rod is movably inserted at one end of the hydraulic cylinder, and one end of the piston rod is fixedly connected to the sliding block.

[0015] Preferably, a sealing piston is slidably installed in the inner cavity of the hydraulic cylinder, and the sealing piston is fixedly connected to the other end of the piston rod, a cylinder base for placing the hydraulic cylinder is fixed to the side wall of the adjusting component, a damping through hole is opened inside the cylinder base, and the damping through hole passes through the adjusting component, an oil pipe is provided at one end of the hydraulic cylinder, the oil pipe connects the inner cavity of the hydraulic cylinder and the inner cavity of the damping through hole, and the inner diameter of the damping through hole is smaller than the inner diameter of the oil pipe.

[0016] Preferably, the upper top plate and the lower bottom plate are respectively fixedly connected to the seat body and the turntable base. On both sides of one end of the adjusting assembly away from the guiding through groove, connecting wing plates are fixedly provided. The upper top plate and the lower bottom plate are respectively fixedly connected to the corresponding connecting wing plates through bolts.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0018] In the present invention, adjusting assemblies are provided in both the upper and lower regions of the main bracket, and the two adjusting assemblies are respectively fixedly connected to the upper top plate and the lower bottom plate. The upper and lower ends of the main bracket are respectively rotatably connected to the upper top plate and the lower bottom plate. A guiding frame is fixedly provided on the surface of the main bracket. A guiding through groove is horizontally formed on the surface of the adjusting assembly. The guiding through groove intersects with the guiding frame, and an adjusting shaft is provided at the intersection. When the entire vibration damping assembly is deformed due to vibration, the main bracket rotates and presses the adjusting shaft, causing the adjusting shaft to horizontally slide along the length direction of the guiding through groove, thereby changing the connection position between the main spring and the main bracket, increasing the deformation degree of the main spring, improving the absorption effect of vibration impact force, and ensuring that the entire vibration damping assembly has better buffer and vibration damping performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a three-dimensional schematic diagram of the overall structure of the present invention;

[0020] Figure 2 is a three-dimensional schematic diagram of the structure of the vibration damping assembly of the present invention;

[0021] Figure 3 is a side view schematic diagram of the structure of the main bracket and the adjusting assembly of the present invention;

[0022] Figure 4 is a three-dimensional schematic diagram of the structure of the main bracket of the present invention;

[0023] Figure 5 is an exploded schematic diagram of the structure of the main bracket and the adjusting assembly of the present invention;

[0024] Figure 6 is a sectional schematic diagram of the structure of the adjusting assembly of the present invention;

[0025] Figure 7 is a schematic diagram of the rotational deformation of the structure of the main bracket of the present invention;

[0026] Figure 8 is a schematic diagram of the force analysis of the zero stiffness structure of the present invention;

[0027] Figure 9 is a zero load schematic diagram of the zero stiffness structure of the present invention.

[0028] In the figure: 1. Seat body; 2. Turntable base; 3. Vibration damping component; 31. Upper top plate; 32. Lower bottom plate; 321. Hinge support; 33. Main support; 331. Guide frame; 332. Avoidance through slot; 333. Avoidance groove; 334. Connecting shaft; 335. Concave groove; 336. Auxiliary pin; 34. Sub support; 35. Main spring; 351. Main collar; 36. Adjusting shaft; 37. Auxiliary spring; 371. Auxiliary collar; 4. Adjusting component; 41. Guide through slot; 42. Sliding block; 43. Hydraulic cylinder; 44. Piston rod; 45. Sealing piston; 46. Cylinder base; 47. Damping through hole; 48. Oil pipe; 49. Connecting wing plate. Detailed implementation manners

[0029] In order to clearly and completely describe the purpose, technical solution of the present invention, and make the advantages more clearly understood, the following further details the embodiments of the present invention with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are part of the embodiments of the present invention, rather than all the embodiments, and are only used to explain the embodiments of the present invention, not to limit the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0030] Please refer to Figures 1 to 9 , the present invention provides a technical solution:

[0031] Embodiment 1, a zero-stiffness vibration damping seat for train drivers, includes a seat body 1. A turntable base 2 fixed to the train floor is provided below the seat body 1. The turntable base 2 is a known double-layer turntable structure in the prior art. The upper layer of the turntable base 2 can rotate a certain angle to change the orientation of the seat body 1, facilitating the train driver to operate the instruments around in front of himself. A vibration damping component 3 is provided between the seat body 1 and the turntable base 2.

[0032] Specifically, the vibration damping component 3 includes an upper top plate 31 and a lower bottom plate 32. Deformable main supports 33 are provided at both ends between the upper top plate 31 and the lower bottom plate 32. The main support 33 is formed by two rigid strip plates rotatably spliced to form a "<" shape, and the two main supports 33 are symmetrically distributed. A horizontally placed main spring 35 is provided between the two main supports 33. When the train travels and generates vibrations, the vibrations of the train are transmitted to the vibration damping component 3 through the turntable base 2. The vibration damping component 3 deforms itself and the main spring 35 absorbs the impact force of the vibration, thereby reducing the vibration received by the train driver sitting on the seat body 1.

[0033] Based on the 3D printing manufacturing method of the midsole of an anti-vibration shoe based on an absolute zero-stiffness structure disclosed in a Chinese invention with the publication number of CN114274500B, the accompanying drawings of its specification Figure 2Three configurations that satisfy zero equivalent stiffness are disclosed. Combining with the present invention Figure 8 It can be known that the vibration damping component 3 of the present device is the optimal configuration with absolute zero stiffness. Analyze its mechanical properties:

[0034] Assume that a quasi-static pressure is applied to the top of the vibration damping component 3, and the mass of the vibration damping component 3 itself and the spring is ignored. Assume that the input force at the bottom of the vibration damping component 3 is F, and the top plane of the vibration damping component 3 leans against a fixed wall to simulate a fixed static load, such as Figure 8 As shown, the angle formed by the rod (i.e., the main bracket 33) and the bottom surface is θ. To simplify the analysis, the k1 spring is divided into two sub-springs with a spring coefficient of k1 / 2 in parallel. Due to symmetry, only the general structure is considered. From the moment balance at point A, we can get:

[0035] F1h1 + F2h2 - F y h x = 0 ①

[0036] The calculation formula for the spring force is:

[0037] F1 = k1acosθ ②

[0038] F2 = 2k2b(1 - sinθ) ③

[0039] Substitute equations ② and ③ into ①, we can get:

[0040]

[0041] Through the force balance at point A, we can get:

[0042] F Ay = F y = k1a ⑤

[0043] F out = 2F Ay = 2ak1 ⑥

[0044] From this, it can be obtained that no matter what value the angle θ takes, the output force F out is a constant value. Thus, it can be seen that this system is a constant force system;

[0045] Therefore, the structure of the vibration damping component 3 of the present device has been theoretically proven to be able to achieve vibration isolation in the full frequency domain and reach absolute zero stiffness, that is, no matter how the vertical displacement of the turntable base 2 changes (vibrates at different frequencies or amplitudes), the horizontal position of the seat body 1 remains unchanged, and the vibration transfer rate from the turntable base 2 to the seat body 1 is 0;

[0046] However, this structure has limitations: once the stiffness of the two springs of the structure and the positions of the springs are given, the load that the vibration damping component 3 can bear becomes unique, which does not meet the actual operation requirements.

[0047] For this reason, in combination with Figure 9 as shown in

[0048] The spring k1 in the middle of the structure is divided into two, and the spring connection position (the distance △a between the spring and the hinge point) is adjusted. At the same time, the upper and lower two springs k2 also need to cooperate to change their positions (△b). The specific constraint relationship is as follows:

[0049]

[0050] where k1 is half of k1. At this time, the load M that the structure can bear satisfies the following relational expression (m is the mass of the structure itself, and this mass should be minimized in practice):

[0051] (2M + m)g = 8k2bδ = 8k′1γ = 8k′1(a - Δa)

[0052] If the mass of the structure itself is ignored, the mass that the structure can bear (including the mass of the seat body 1 and the driver) is:

[0053] Mg = 4k′1γ = 4k′1(a - Δa)

[0054] It can be seen that when the middle spring k1 is placed in the middle position, the load that the structure can bear is the largest. On the contrary, the farther the middle spring k1 is from the middle position, the smaller the load that the structure can bear.

[0055] Secondly, a guide frame 331 is fixedly arranged on the inner side wall of the main bracket 33 of the device. Adjusting components 4 are arranged at both the upper and lower ends of the main bracket 33, and the two adjusting components 4 are respectively fixedly connected to the upper top plate 31 and the lower bottom plate 32. A horizontally arranged guide through groove 41 is penetrated on the surface of the adjusting component 4, and the guide through groove 41 and the guide frame 331 intersect to form an "X" shape. Both ends of the main spring 35 are fixedly provided with adjusting shafts 36. The adjusting shafts 36 are located at the intersection of the guide through groove 41 and the guide frame 331 and sequentially pass through the inner cavities of the guide through groove 41 and the guide frame 331 movably. As Figure 5 and Figure 6 shown, the sliding of the adjusting shaft 36 is guided by both the guide frame 331 and the guide through groove 41 at the same time. Therefore, in combination with Figure 7 as shown, when the main bracket 33 rotates, the guide frame 331 will exert extrusion on the adjusting shaft 36, forcing the adjusting shaft 36 to slide horizontally along the length direction of the guide through groove 41 and at the same time slide along the length direction of the guide frame 331. Therefore, the adjusting shaft 36 will gradually approach (or move away from) the middle position of the main bracket 33, and in combination with Figure 3It can be seen that when the load on the upper top plate 31 increases, the shock absorption assembly 3 deforms, and the adjusting shaft 36 approaches the center position of the main bracket 33. At this time, the main spring 35 is quickly stretched; conversely, when the load on the upper top plate 31 decreases, the main spring 35 quickly contracts. Therefore, when the train driver sits on the seat body 1, the shock absorption assembly 3 of the device can adapt to the load. On the one hand, it ensures that the height position of the seat body 1 does not change too significantly. On the other hand, the shock absorption assembly 3 can also adapt to the vibration transmitted upward from the lower bottom plate 32, and cooperate with the main spring 35 to absorb the impact force of the vibration, preventing the seat body 1 and the train driver from being violently shaken in the vertical direction due to the vibration.

[0056] To install the main bracket 33 as a whole, the rigid strip plates of the upper and lower parts of the main bracket 33 of this application are both in an "L" shape and symmetrically distributed. Concave grooves 335 are provided at the corners of the upper and lower ends of the main bracket 33. Hinge supports 321 corresponding to the concave grooves 335 are installed on the surfaces of the upper top plate 31 and the lower bottom plate 32. As Figure 4 and Figure 5 shown, both the upper and lower ends of the main bracket 33 can rotate, so as to realize its folding or unfolding.

[0057] To improve the stability of the adjusting shaft 36 during sliding, this application also has a connecting shaft 334 provided in the middle of the main bracket 33 for rotatably connecting its upper and lower parts. Avoidance through grooves 332 are provided through the middle of the surfaces of the upper and lower parts of the main bracket 33. The adjusting assembly 4 is movably connected through the avoidance through grooves 332. The setting of the avoidance through grooves 332 is used to prevent the main bracket 33 from colliding with the adjusting assembly 4 during rotation, resulting in structural damage. Two guide frames 331 are provided as a group and symmetrically distributed on both sides of the avoidance through grooves 332. The two avoidance through grooves 332 are used as a group to limit the two ends of the adjusting shaft 36 respectively, ensuring that the sliding of the adjusting shaft 36 is more stable and not prone to tilting easily.

[0058] To improve the absorption effect of the vibration impact force, this application also has main collar rings 351 fixedly connected to both ends of the main spring 35, and the main collar rings 351 are movably sleeved on the outside of the adjusting shaft 36. Avoidance grooves 333 corresponding to the main collar rings 351 are provided on the surface of the main bracket 33. The setting of the main collar rings 351 is used to connect the adjusting shaft 36 and the main spring 35. And because the main collar rings 351 can rotate, the main spring 35 can always be kept in a horizontally stretched state. Two groups of main springs 35 are symmetrically installed on the upper and lower parts of the main bracket 33. Each group of main springs 35 has two and is symmetrically distributed on both sides of the avoidance through grooves 332. As Figure 2 and Figure 5 shown, multiple main springs 35 of this device cooperate together, which can effectively improve the absorption effect of the vibration impact force.

[0059] To prevent the upper top plate 31 and the seat body 1 from tilting, the present application further has auxiliary brackets 34 provided on both sides between the upper top plate 31 and the lower bottom plate 32. The two main brackets 33 and the two auxiliary brackets 34 are distributed in a circular array. The auxiliary brackets 34 have the same structure as the main brackets 33. The upper and lower ends of the auxiliary brackets 34 are respectively rotatably connected to the upper top plate 31 and the lower bottom plate 32. As Figure 2 shown, the auxiliary brackets 34 are mainly provided to prevent the upper top plate 31 from moving horizontally along the plane where the main brackets 33 are located, thereby preventing the upper top plate 31 and the seat body 1 on the upper top plate 31 from tilting, and ensuring that the seat body 1 of the device can only move up and down in the vertical direction.

[0060] To share the force borne by the main spring 35, the present application further has the upper and lower ends of the main brackets 33 being set in a "C" shape at the endpoints and fixedly installed with auxiliary pins 336. Two horizontally arranged auxiliary springs 37 are provided between the two main brackets 33. Both ends of the auxiliary springs 37 are fixed with auxiliary collar rings 371, and the auxiliary collar rings 371 are movably sleeved outside the main collar ring 351. The auxiliary springs 37 are mainly provided to assist and strengthen the elastic force of the main spring 35, but the connection positions between the auxiliary springs 37 and the main brackets 33 do not move. Therefore, when the device deforms, only the position change of the adjustment shaft 36 needs to be considered.

[0061] To limit the adjustment shaft 36, the present application further has a sliding block 42 slidably installed in the inner cavity of the guiding through groove 41. The sliding block 42 is fixedly installed in the middle of the adjustment shaft 36. Hydraulic dampers are provided on both sides of the sliding block 42. As Figure 6 shown, the sliding block 42 is provided to limit the adjustment shaft 36. The sliding block 42 can only slide in the inner cavity of the guiding through groove 41, thereby preventing the adjustment shaft 36 from moving along its own length direction.

[0062] To describe the structure of the hydraulic damper, the hydraulic damper of the present application includes a hydraulic cylinder 43. The hydraulic cylinder 43 is collinear with the guiding through groove 41 and fixed to the side wall of the adjusting assembly 4. One end of the hydraulic cylinder 43 is movably inserted with a piston rod 44, and one end of the piston rod 44 is fixedly connected to the sliding block 42. The inner cavity of the hydraulic cylinder 43 is filled with incompressible hydraulic oil. When the sliding block 42 moves, the piston rod 44 and the sealing piston 45 move accordingly, and the volume of the inner cavity of the hydraulic cylinder 43 can be changed, so as to discharge the hydraulic oil in the inner cavity of the hydraulic cylinder 43 to the outside or absorb hydraulic oil from the outside into the inner cavity of the hydraulic cylinder 43. Secondly, a sealing piston 45 is slidably installed in the inner cavity of the hydraulic cylinder 43, and the sealing piston 45 is fixedly connected to the other end of the piston rod 44. An oil cylinder base 46 for placing the hydraulic cylinder 43 is fixed to the side wall of the adjusting assembly 4. A damping through hole 47 is formed inside the oil cylinder base 46, and the damping through hole 47 penetrates the adjusting assembly 4. One end of the hydraulic cylinder 43 is provided with an oil pipe 48, and the oil pipe 48 communicates the inner cavity of the hydraulic cylinder 43 and the inner cavity of the damping through hole 47. The inner diameter of the damping through hole 47 is smaller than the inner diameter of the oil pipe 48. As Figure 6 shown, the inner cavities of the hydraulic cylinders 43 on both sides of the sliding block 42 can be kept in a mutually communicating state through the damping through hole 47. Since the two piston rods 44 move synchronously and in the same direction when the adjusting shaft 36 slides, the hydraulic oil in the inner cavities of the two hydraulic cylinders 43 can just be exchanged with each other through the damping through hole 47. And because the inner diameter of the damping through hole 47 is small, it can produce a damping effect on the flow of the hydraulic oil, that is, it can produce a damping effect on the sliding of the adjusting shaft 36. Therefore, the hydraulic damper of the present device can cooperate with the main spring 35 to effectively buffer vibrations.

[0063] To prevent the vibration damping assembly 3 from being deformed by horizontal torsional forces, the upper top plate 31 and the lower bottom plate 32 of the present application are respectively fixedly connected to the seat body 1 and the turntable base 2. Connecting wing plates 49 are fixed to both side surfaces of one end of the adjusting assembly 4 away from the guiding through groove 41. The upper top plate 31 and the lower bottom plate 32 are respectively fixedly connected to the connecting wing plates 49 at the corresponding positions through bolts, so as to ensure the stability of the structure of the present device, and the vibration damping assembly 3 can transmit torque without being deformed, enabling the train driver to sit on the seat body 1 and adjust his own orientation at any time.

[0064] Although the embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that various changes, modifications, substitutions and variations can be made in these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A zero-stiffness vibration-damping seat for a train driver, comprising a seat body (1), a turntable base (2) fixed to a train floor being arranged below the seat body (1), a vibration-damping assembly (3) being arranged between the seat body (1) and the turntable base (2), and characterized in that: The vibration reduction assembly (3) comprises an upper top plate (31) and a lower bottom plate (32), and deformable main brackets (33) are provided at both ends between the upper top plate (31) and the lower bottom plate (32), the main brackets (33) are formed by two hard strip plates that are rotated and spliced ​​to form a "<" shape, and the two main brackets (33) are symmetrically distributed, and the inner side wall of the main bracket (33) is fixedly provided with a guide frame (331); The upper and lower ends of the main bracket (33) are both provided with adjustment components (4), and the two adjustment components (4) are respectively fixedly connected to the upper top plate (31) and the lower bottom plate (32); a horizontally arranged guide slot (41) is opened through the surface of the adjustment component (4), and the guide slot (41) and the guide frame (331) intersect each other to form an "X" shape; a horizontally placed main spring (35) is provided between the two main brackets (33); both ends of the main spring (35) are fixedly provided with adjustment shafts (36); the adjustment shafts (36) are located at the intersection of the guide slot (41) and the guide frame (331) and move through the inner cavities of the guide slot (41) and the guide frame (331) in sequence; A sliding block (42) is slidably mounted in the inner cavity of the guide groove (41), the sliding block (42) is fixedly mounted on the middle of the adjustment shaft (36), and hydraulic dampers are arranged on both sides of the sliding block (42); The hydraulic damper comprises a hydraulic cylinder (43), the hydraulic cylinder (43) being colinear with the guide slot (41) and fixed to the side wall of the adjustment assembly (4), a piston rod (44) being movably inserted at one end of the hydraulic cylinder (43), and one end of the piston rod (44) being fixedly connected to the sliding block (42); A sealing piston (45) is slidably mounted in the inner cavity of the hydraulic cylinder (43), and the sealing piston (45) is fixedly connected to the other end of the piston rod (44); a cylinder base (46) on which the hydraulic cylinder (43) is placed is fixedly mounted on the side wall of the adjustment component (4); a damping through hole (47) is provided inside the cylinder base (46), and the damping through hole (47) passes through the adjustment component (4); an oil pipe (48) is provided at one end of the hydraulic cylinder (43), and the oil pipe (48) communicates the inner cavity of the hydraulic cylinder (43) and the inner cavity of the damping through hole (47); the inner diameter of the damping through hole (47) is smaller than the inner diameter of the oil pipe (48).

2. A zero-stiffness vibration-damping seat for train drivers according to claim 1, characterized in that: The hard strip plates of the upper and lower parts of the main bracket (33) are both L-shaped and symmetrically distributed. The upper and lower corners of the main bracket (33) are both provided with recessed grooves (335). The surfaces of the upper top plate (31) and the lower bottom plate (32) are both provided with hinge supports (321) corresponding to the recessed grooves (335).

3. A zero-stiffness vibration-damping seat for train drivers according to claim 2, characterized in that: A connecting shaft (334) for rotatably connecting the upper and lower parts thereof is provided in the middle of the main bracket (33). Avoidance through grooves (332) are respectively formed through the middle parts of the surfaces of the upper and lower parts of the main bracket (33). The adjusting assembly (4) is movably and penetratingly connected with the avoidance through grooves (332). Two guiding brackets (331) are provided as a group and symmetrically distributed on both sides of the avoidance through grooves (332).

4. A zero-stiffness vibration-damping seat for train drivers according to claim 3, characterized in that: Main collar rings (351) are fixedly connected to both ends of the main spring (35), and the main collar rings (351) are movably sleeved on the outer side of the adjusting shaft (36). Two groups of main springs (35) are provided and symmetrically installed on the upper and lower parts of the main bracket (33). Each group of main springs (35) has two and is symmetrically distributed on both sides of the avoidance through grooves (332).

5. A zero-stiffness vibration-damping seat for train drivers according to claim 4, characterized in that: Auxiliary brackets (34) are provided on both sides between the upper top plate (31) and the lower bottom plate (32). The two main brackets (33) and the two auxiliary brackets (34) are annularly and arrayedly distributed. The auxiliary brackets (34) have the same structure as the main brackets (33). The upper and lower ends of the auxiliary brackets (34) are respectively rotatably connected to the upper top plate (31) and the lower bottom plate (32).

6. A zero-stiffness vibration-damping seat for train drivers according to claim 5, characterized in that: The endpoints at the upper and lower ends of the main bracket (33) are both set in a "C" shape and fixedly installed with auxiliary pins (336). Two horizontally arranged auxiliary springs (37) are provided between the two main brackets (33). Auxiliary collar rings (371) are fixedly connected to both ends of the auxiliary spring (37), and the auxiliary collar rings (371) are movably sleeved on the outer side of the main collar ring (351).

7. The zero-stiffness vibration-damping seat for train drivers according to claim 1, characterized in that: The upper top plate (31) and the lower bottom plate (32) are respectively fixedly connected to the seat body (1) and the turntable base (2). Connecting wing plates (49) are fixedly connected to both side surfaces of one end of the adjusting assembly (4) far from the guiding through groove (41). The upper top plate (31) and the lower bottom plate (32) are fixedly connected to the corresponding connecting wing plates (49) through bolts respectively.

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