Self-energized parallel damping device, damping seat and engineering vehicle

Abstract

The invention provides a self-energized parallel damping device which is arranged on a seat of a vehicle and comprises a plurality of damping units, an acceleration measuring unit and an electronic control unit. The multiple vibration reduction units are obliquely arranged between a seat and a cab bottom plate, each vibration reduction unit comprises a first damper, a second damper, a switcher and a self-energy-supply module, and the first dampers and the second dampers are arranged in parallel; the switcher is used for mutual switching of work between the first damper and the second damper so that the vibration reduction unit can conduct adaptive adjustment on different kinds of vibration, and the self-energy-supply module is used for collecting energy generated by vibration and providing the energy for the self-energy-supply parallel vibration reduction device. The acceleration measuring unit is used for measuring vibration generated when the vehicle runs; the electronic control unit is used for receiving measurement data input by the acceleration measurement unit, analyzing the measurement data in real time and then outputting a damping adjusting signal to the switcher. The invention further provides a damping seat and an engineering vehicle.

Description

Technical Field

[0001] The invention relates to the technical field of mining dump trucks, and in particular to a self-powered parallel vibration reduction device, a vibration reduction seat and an engineering vehicle. Background Art

[0002] Mining dump trucks are mechanical equipment used for loading, unloading and transporting earth, sand and bulk materials in open-pit mines. They mainly include cabs, power systems, frame systems, hydraulic systems, cargo boxes and cover assembly, etc. The bumpy road surface in mining areas will cause vibrations and affect the driver's operating stability and driving experience, which in turn affects the efficiency and safety of transportation work. The seat vibration reduction system can achieve the effect of vibration reduction, thereby improving the driver's driving comfort and safety.

[0003] In the prior art, seat suspension is generally divided into active suspension, semi-active suspension and passive suspension. Passive suspension has poor adaptability to vibration and limited vibration reduction effect; semi-active suspension has better vibration reduction effect than passive suspension; semi-active suspension has simpler structure and lower energy consumption than active suspension.

[0004] At present, the prior art discloses many semi-active seat suspensions. For example, a Chinese invention patent discloses a parallel semi-active multi-dimensional vibration-damping seat suspension for engineering vehicles (application number: 201910055322.9). The parallel semi-active multi-dimensional vibration-damping seat suspension for engineering vehicles mainly suppresses vertical vibrations through damping springs, and suppresses lateral and longitudinal vibrations through the cooperation of the spherical pair and the slide groove of the vibration-damping branch chain. The invention has poor ability to adjust lateral and longitudinal vibrations.

[0005] In addition, another Chinese invention patent discloses an innovative seat with magnetic levitation vibration reduction (application number: 202410884619.7). The innovative seat with magnetic levitation vibration reduction achieves seat shock absorption and comfort control through magnetic levitation technology. Its disadvantages are that the parametric mass is large, the equivalent stiffness and equivalent damping of the system are limited by the stable region of the control parameters, and the vibration reduction effect is not ideal when the vibration amplitude is large; and the magnetic levitation vibration reduction requires continuous power supply, and continuous electromagnetic adjustment is also required for roads with good smoothness, and the energy consumption is relatively large; the energy supply of the innovative seat with magnetic levitation vibration reduction uses the in-vehicle power supply as well as photovoltaic energy storage and piezoelectric power generation. The energy supply of photovoltaic energy storage is greatly affected by external factors, while piezoelectric power generation is suitable for energy supply under high-frequency vibration, and partially meets the energy supply demand under low-frequency vibration. When photovoltaic energy storage and piezoelectric power generation are insufficient, the in-vehicle power supply is still required. Summary of the invention

[0006] The purpose of the present invention is to provide a self-powered parallel vibration reduction device, a vibration reduction seat and an engineering vehicle, aiming to solve or at least partially solve the deficiencies of the above-mentioned background technology. It can suppress vibrations in vertical, lateral, longitudinal and other directions, adaptively adjust vibrations of different frequencies while reducing energy consumption, and can be self-powered under high or low frequency vibrations.

[0007] The present invention provides a self-powered parallel vibration reduction device, which is arranged on a seat of a vehicle and includes a plurality of vibration reduction units, an acceleration measurement unit and an electronic control unit. The plurality of vibration reduction units are arranged obliquely between the seat and the bottom plate of the cab, and the vibration reduction unit includes a first damper, a second damper, a switcher and a self-powered module. The first damper and the second damper are arranged in parallel, and the switcher is used to switch the operation between the first damper and the second damper so that the vibration reduction unit can perform adaptive adjustment to different vibrations. The self-powered module is used to collect the energy generated by the vibration and provide it to the self-powered parallel vibration reduction device; the acceleration measurement unit is used to measure the vibration generated when the vehicle is running; the electronic control unit is used to receive the measurement data input by the acceleration measurement unit, analyze it in real time, and then output the damping adjustment signal to the switcher.

[0008] Furthermore, the first damper is a magnetorheological damper, and the second damper is a hydraulic damper.

[0009] Furthermore, the first damper and the second damper are distributed in a ring shape, the first damper is arranged in the ring of the second damper, the switch is arranged above the first damper and the second damper, and the self-powered module is arranged below the first damper and the second damper.

[0010] Furthermore, the switch includes a sliding rod that can slide on the first damper and the second damper and a driving component for driving the sliding rod to slide back and forth. The driving component drives the sliding rod to slide to the upper surface of the first damper or the upper surface of the second damper to call the first damper or the second damper to work.

[0011] Furthermore, the upper surface of the first damper and the upper surface of the second damper are respectively recessed with a first limiting groove and a second limiting groove; the driving component drives the sliding rod to slide to the first limiting groove to call the first damper to work, and the driving component drives the sliding rod to slide to the second limiting groove to call the second damper to work.

[0012] Furthermore, the self-powered module includes a first energy capture device and a second energy capture device, the first energy capture device is responsible for capturing energy of high-frequency vibrations, and the second energy capture device is responsible for capturing energy of low-frequency vibrations.

[0013] Furthermore, the first energy capture device and the second energy capture device are arranged in a vertically overlapping manner; when the vibration of the vehicle is transmitted to the vibration reduction unit, the first energy capture device and the second energy capture device work simultaneously to capture energy.

[0014] Furthermore, a plurality of vibration-damping units are circumferentially arranged below the seat.

[0015] The present invention also provides a vibration-damping seat, comprising a seat and the above-mentioned self-powered parallel vibration-damping device, wherein the self-powered parallel vibration-damping device is installed below the seat.

[0016] The present invention also provides an engineering vehicle, comprising the above-mentioned vibration-damping seat.

[0017] The self-powered parallel vibration reduction device provided by the present invention can perform different damping adjustments in different directions through the inclined arrangement of several vibration reduction units, thereby realizing vibration suppression in the lateral, longitudinal, vertical and other directions of the seat; by arranging the first damper and the second damper in parallel, the first damper and the second damper work together, integrating passive vibration reduction and active vibration reduction, realizing adaptive adjustment to different vibrations and having a wider adjustment range; through the cooperation of the switch, the acceleration measurement unit, and the electronic control unit, the first damper and the second damper can reasonably switch the working state, reducing the continuous working time of the first damper, reducing energy consumption, and realizing the purpose of energy saving; the self-powered parallel vibration reduction device is self-powered through the self-powered module, thereby achieving energy saving and environmental protection effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Schematic diagram of a self-powered parallel vibration reduction device in an embodiment of the present invention.

[0019] Figure 2 for Figure 1 The schematic structural diagram of the vibration reduction unit is shown.

[0020] Figure 3 for Figure 2 The structural diagram of the switch is shown.

[0021] Figure 4 for Figure 2 The structural schematic diagram of the self-powered module is shown. DETAILED DESCRIPTION

[0022] The specific implementation of the present invention is further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0023] The terms "first", "second", "third", "fourth" and the like (if any) in the description and claims of the present invention are used to distinguish similar objects and are not necessarily used to describe a particular sequence or order.

[0024] The directional words such as up, down, left, right, front, back, top, bottom, etc. (if any) involved in the specification and claims of the present invention are defined by the positions of the structures in the drawings and the positions of the structures relative to each other, and are only for the clarity and convenience of expressing the technical solution. It should be understood that the use of directional words should not limit the scope of protection claimed in this application.

[0025] See also Figure 1-Figure 2 An embodiment of the present invention provides a self-powered parallel vibration reduction device 1, which is arranged on a seat 2 of a vehicle and includes a plurality of vibration reduction units 10, an acceleration measurement unit 20 and an electronic control unit 30.

[0026] Several vibration reduction units 10 are arranged obliquely between the seat 2 and the floor of the cab. The vibration reduction unit 10 includes a first damper 12, a second damper 13, a switch 11 and a self-powered module 14. The first damper 12 and the second damper 13 are arranged in parallel. The switch 11 is used to switch the operation between the first damper 12 and the second damper 13 so that the vibration reduction unit 10 can adaptively adjust to different vibrations. The self-powered module 14 is used to collect the energy generated by the vibration and provide it to the self-powered parallel vibration reduction device 1.

[0027] The acceleration measuring unit 20 is used to measure the vibration generated when the vehicle is running.

[0028] The electronic control unit 30 is used to receive the measurement data input by the acceleration measurement unit 20 , analyze the data in real time, and then output a damping adjustment signal to the switch 11 .

[0029] When the acceleration measurement unit 20 measures that the vibration frequency generated during the operation of the vehicle changes greatly, the switch 11 calls the first damper 12 to adjust the damping force in real time for vibration reduction; when the acceleration measurement unit 20 measures that the vibration frequency generated during the operation of the vehicle is relatively stable, the switch 11 calls the second damper 13 for vibration reduction.

[0030] The self-powered parallel vibration reduction device 1 provided in the embodiment of the present invention can perform different damping adjustments in different directions through the inclined arrangement of several vibration reduction units 10, thereby realizing vibration suppression in the lateral, longitudinal, vertical and other directions of the seat 2; the first damper 12 and the second damper 13 are arranged in parallel, so that the first damper 12 and the second damper 13 work together, integrating passive vibration reduction and active vibration reduction, realizing adaptive adjustment to different vibrations and having a wider adjustment range; through the cooperation of the switch 11, the acceleration measurement unit 20, and the electronic control unit 30, the first damper 12 and the second damper 13 can reasonably switch the working state, reduce the continuous working time of the first damper 12, reduce energy consumption, and achieve the purpose of energy saving; the self-powered parallel vibration reduction device 1 is self-powered through the self-powered module 14, thereby achieving energy saving and environmental protection effects.

[0031] See also Figure 2 In this embodiment, the first damper 12 is a magnetorheological damper, and the second damper 13 is a hydraulic damper. The hydraulic damper can use a spring hydraulic damper or an air hydraulic damper to meet the needs of different usage scenarios.

[0032] The magnetorheological damper is composed of magnetorheological fluid, piston, coil and outer cylinder. Ferromagnetic particles are suspended in the magnetorheological fluid. When the power is turned on, the magnetic field changes and the ferromagnetic particles are instantly magnetized into magnetic dipoles. The viscosity of the magnetorheological fluid changes, presenting a non-Newtonian state, and the shear stress of the liquid is enhanced, thereby achieving the effect of energy absorption and vibration reduction. The hydraulic damper is composed of a hydraulic pipe, a piston rod, a damping valve and a cylinder. When vibration acts on the damper, the flow of hydraulic oil is adjusted through the bottom valve, and the viscous resistance of the liquid is used to consume the vibration energy, thereby achieving vibration reduction.

[0033] Compared with the magnetic levitation vibration reduction in the prior art, which relies on the principle of electromagnetic induction, the first damper 12 in the present invention adopts a magnetorheological damper, which relies on the viscosity change of the magnetorheological fluid to achieve high-speed response to vibration suppression, higher damping force and wider adjustment range; the second damper 13 in the present invention adopts a hydraulic damper, which cannot effectively control vibrations with large changes in vibration frequency. Therefore, the first damper 12 and the second damper 13 are arranged in parallel, and the first damper 12 and the second damper 13 work together. When the acceleration measurement unit 20 measures that the vibration frequency generated during the operation of the vehicle changes greatly, the switch 11 will call the first damper 12 to work; when the vibration frequency is relatively stable, the switch 11 will call the second damper 13 to work, thereby realizing adaptive adjustment to different vibrations.

[0034] Since the first damper 12 needs to be continuously powered when working, when the vibration of the vehicle is within the applicable range of the hydraulic damper, the switch 11 calls the second damper 13 to suppress the vibration to reduce the energy consumption of the first damper 12 and achieve the purpose of energy saving.

[0035] See also Figure 2-Figure 3 The vibration reduction unit 10 also includes a casing 15 and a base 16. The base 16 is located at the bottom of the casing 15 and is movably connected to the casing 15 through a movable rod 18. The casing 15 is provided with a hole groove that matches the movable rod 18, and the movable rod 18 extends into the hole groove.

[0036] The casing 15 and the first damper 12 and the second damper 13 are distributed in a ring shape. The first damper 12 and the second damper 13 are respectively arranged in the ring of the casing 15. The switch 11 is arranged above the casing 15 through a bracket 113 and is connected to the seat 2. The self-powered module 14 is arranged on a base 16, and the base 16 is connected to the bottom plate of the driver's seat.

[0037] Furthermore, the first damper 12 and the second damper 13 are distributed in a ring shape, the first damper 12 is arranged in the ring of the second damper 13, the switch 11 is arranged above the first damper 12 and the second damper 13, and the self-powered module 14 is arranged below the first damper 12 and the second damper 13.

[0038] See also Figure 2-Figure 3 The switch 11 includes a sliding rod 111 that can slide on the first damper 12 and the second damper 13 and a driving component 112 for driving the sliding rod 111 to slide back and forth. The driving component 112 drives the sliding rod 111 to slide to the upper surface of the first damper 12 or the upper surface of the second damper 13 to call the first damper 12 or the second damper 13 to work.

[0039] More specifically, the bracket 113 has a bracket platform 1131, and the driving assembly 112 is arranged above the bracket platform 1131. The driving assembly 112 includes a one-way cylinder 1121 and a slide bar platform 1122 connected to the movable end of the one-way cylinder 1121. The slide bar 111 passes through the bracket platform 1131 and one end of the slide bar 111 is connected to the slide bar platform 1122. The other end of the slide bar 111 is slidably arranged on the upper surface of the first damper 12 and the upper surface of the second damper 13. In this embodiment, the switch 11 has three slide bars 111, and the three slide bars 111 are evenly distributed in the circumferential direction.

[0040] The upper surfaces of the first damper 12 and the second damper 13 are respectively recessed with a first guide rail and a second guide rail corresponding to the slide bar 111. The first guide rail is connected to the second guide rail and constitutes a switch guide rail 17. The slide bar 111 slides along the switch guide rail 17.

[0041] Furthermore, the upper surfaces of the first damper 12 and the second damper 13 are respectively provided with a first limiting groove 121 and a second limiting groove 131; the first limiting groove 121 and the second limiting groove 131 are respectively located on the first guide rail and the second guide rail, and the first limiting groove 121 and the second limiting groove 131 are respectively used to cooperate with the slide bar 111. The driving component 112 drives the slide bar 111 to slide to the first limiting groove 121 to call the first damper 12 to work, and the driving component 112 drives the slide bar 111 to slide to the second limiting groove 131 to call the second damper 13 to work.

[0042] When the switch 11 is working: the electronic control unit 30 outputs a damping adjustment signal to the switch 11, and the one-way cylinder 1121 works. When the first damper 12 needs to be called, the one-way cylinder 1121 drives the slide bar 111 to slide along the switch guide rail 17 to the first limit groove 121, and the slide bar 111 is stuck in the first limit groove 121 and stays, completing the switching. Then, when the second damper 13 needs to be called, the one-way cylinder 1121 drives the slide bar 111 to slide along the switch guide rail 17 to disengage from the first limit groove 121, and then slide to the second limit groove 131, and the slide bar 111 is stuck in the second limit groove 131 and stays, completing the switching.

[0043] See also Figure 1 and Figure 4 The self-powered module 14 includes a first energy capture device 141 and a second energy capture device 142. The first energy capture device 141 is responsible for capturing energy from high-frequency vibrations, and the second energy capture device 142 is responsible for capturing energy from low-frequency vibrations.

[0044] During the process of the vibration reduction unit 10 suppressing the vibration of the vehicle, when the vibration of the vehicle is a high-frequency vibration, the first energy capture device 141 generates electricity to meet the self-energy supply; when the vibration of the vehicle is a low-frequency vibration, the second energy capture device 142 collects sufficient DC regulated electric energy for the first damper 12 to achieve self-energy supply.

[0045] Furthermore, the first energy capture device 141 and the second energy capture device 142 are arranged in a vertically stacked manner; when the vibration of the vehicle is transmitted to the vibration reduction unit 10, the first energy capture device 141 and the second energy capture device 142 work simultaneously to capture energy. In this embodiment, the first energy capture device 141 is a piezoelectric stack vibration energy capture device, and the second energy capture device 142 is a two-phase tube-type linear electromagnetic induction vibration energy capture device. The first energy capture device 141 is arranged on the base 16, and the second energy capture device 142 is arranged above the first energy capture device 141.

[0046] More specifically, the first energy capture device 141 includes a piezoelectric energy capture upper plate 1411 and a piezoelectric energy capture lower plate 1412 located below the piezoelectric energy capture upper plate 1411; the second energy capture device 142 includes a magnet 1421 disposed on the upper surface of the piezoelectric energy capture upper plate 1411 and an electromagnetic induction power generation coil 1422 disposed on the side of the magnet 1421. When the vibration of the vehicle is transmitted to the base 16, the distance between the piezoelectric energy capture upper plate 1411 and the piezoelectric energy capture lower plate 1412 changes, thereby performing piezoelectric power generation; at the same time, the piezoelectric energy capture upper plate 1411 drives the magnet 1421 to move upward, and the magnet 1421 moves relative to the electromagnetic induction power generation coil 1422, thereby performing electromagnetic induction power generation, and realizing self-power supply under low-frequency and high-frequency vibration conditions.

[0047] The acceleration measurement unit 20 includes an acceleration sensor, which is used to measure the vibration generated when the vehicle bumps. Compared with the semi-active vibration reduction technology in the prior art, the embodiment of the present invention actively senses road information through the acceleration sensor, and adjusts the damping of the vibration reduction unit 10 in real time through the electronic control unit 30 to achieve active vibration reduction.

[0048] The electronic control unit 30 is electrically connected to the switch 11 , the self-powered module 14 , and the acceleration sensor respectively.

[0049] Several vibration reduction units 10 are arranged circumferentially below the seat 2. Compared with the vertical arrangement of the conventional damping shock absorber, the several vibration reduction units 10 of the embodiment of the present invention are arranged circumferentially in an inclined manner, which can simultaneously achieve vibration suppression in the lateral, longitudinal, vertical and other directions. In this embodiment, several vibration reduction units 10 are arranged circumferentially below the seat 2 in a single layer.

[0050] In another embodiment, a plurality of vibration damping units 10 are arranged in multiple layers under the seat 2, wherein the vibration damping units 10 in each layer may be distributed circumferentially or in a non-circumferential multi-point distribution. In addition, the arrangement spacing between the vibration damping units 10 may be changed according to actual conditions, and the arrangement quantity may also be adjusted.

[0051] The working process of the self-powered parallel vibration reduction device 1 in the embodiment of the present invention is as follows: When the vehicle is operating, the acceleration measurement unit 20 transmits the acquired vibration information to the electronic control unit 30. The electronic control unit 30 analyzes and processes information such as vibration velocity, vibration acceleration, vibration frequency and vibration direction, and outputs a damping adjustment signal to the switching unit of the vibration reduction unit 10 to call the first damper 12 or the second damper 13 to perform vibration reduction. When the acceleration measurement unit 20 measures that the vibration frequency generated during the operation of the vehicle varies greatly, the switch 11 calls the first damper 12 to adjust the damping force in real time for vibration reduction. When the acceleration measurement unit 20 measures that the vibration frequency generated during the operation of the vehicle is relatively stable, the switch 11 calls the second damper 13 for vibration reduction, thereby realizing adaptive adjustment to different vibrations. During the vibration suppression process, the first energy capture device 141 and the second energy capture device 142 respectively capture the energy of low-frequency and high-frequency vibrations to realize power supply to the vibration reduction unit 10, the acceleration measurement unit 20 and the electronic control unit 30.

[0052] An embodiment of the present invention further provides a vibration-damping seat, comprising a seat 2 and the above-mentioned self-powered parallel vibration-damping device 1 , wherein the self-powered parallel vibration-damping device 1 is installed below the seat 2 .

[0053] An embodiment of the present invention further provides an engineering vehicle, comprising the above-mentioned vibration-damping seat.

[0054] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A self-powered parallel vibration reduction device, arranged on a seat (2) of a vehicle, characterized in that: include: A plurality of vibration reduction units (10), wherein the plurality of vibration reduction units (10) are arranged obliquely between a seat (2) and a cab floor, the vibration reduction unit (10) comprising a first damper (12), a second damper (13), a switch (11) and a self-powered module (14), the first damper (12) and the second damper (13) being arranged in parallel, the switch (11) being used for switching the operation between the first damper (12) and the second damper (13) so that the vibration reduction unit (10) can perform adaptive adjustment to different vibrations, and the self-powered module (14) being used for collecting energy generated by vibration and providing it to the self-powered parallel vibration reduction device (1); An acceleration measurement unit (20), the acceleration measurement unit (20) being used to measure vibrations generated when the vehicle is running; An electronic control unit (30), the electronic control unit (30) being used to receive measurement data input by the acceleration measurement unit (20), perform real-time analysis, and then output a damping adjustment signal to the switch (11).

2. The self-powered parallel vibration reduction device according to claim 1, characterized in that: The first damper (12) is a magnetorheological damper, and the second damper (13) is a hydraulic damper.

3. The self-powered parallel vibration reduction device according to claim 1, characterized in that: The first damper (12) and the second damper (13) are distributed in a ring shape, the first damper (12) is arranged in the ring shape of the second damper (13), the switch (11) is arranged above the first damper (12) and the second damper (13), and the self-powered module (14) is arranged below the first damper (12) and the second damper (13).

4. The self-powered parallel vibration reduction device according to claim 3, characterized in that: The switch (11) comprises a sliding rod (111) that can slide on the first damper (12) and the second damper (13) and a driving component (112) for driving the sliding rod (111) to slide back and forth, and the driving component (112) drives the sliding rod (111) to slide to the upper surface of the first damper (12) or the upper surface of the second damper (13) to call the first damper (12) or the second damper (13) to work.

5. The self-powered parallel vibration reduction device according to claim 4, characterized in that: The upper surfaces of the first damper (12) and the upper surfaces of the second damper (13) are respectively provided with a first limiting groove (121) and a second limiting groove (131); the driving component (112) drives the sliding rod (111) to slide to the first limiting groove (121) to activate the first damper (12), and the driving component (112) drives the sliding rod (111) to slide to the second limiting groove (131) to activate the second damper (13).

6. The self-powered parallel vibration reduction device according to claim 1, characterized in that: The self-powered module (14) comprises a first energy capture device (141) and a second energy capture device (142), wherein the first energy capture device (141) is responsible for capturing energy of high-frequency vibrations, and the second energy capture device (142) is responsible for capturing energy of low-frequency vibrations.

7. The self-powered parallel vibration reduction device according to claim 6, characterized in that: The first energy capture device (141) and the second energy capture device (142) are arranged in a vertically stacked manner; when the vibration of the vehicle is transmitted to the vibration reduction unit (10), the first energy capture device (141) and the second energy capture device (142) work simultaneously to capture energy.

8. The self-powered parallel vibration reduction device according to claim 1, characterized in that: A plurality of the vibration reduction units (10) are arranged circumferentially below the seat (2).

9. A vibration-damping seat, comprising a seat (2), characterized in that: It also comprises a self-powered parallel vibration reduction device (1) as claimed in any one of claims 1 to 8, wherein the self-powered parallel vibration reduction device (1) is installed under the seat (2).

10. An engineering vehicle, characterized in that: Comprising a vibration reducing seat as described in claim 9.

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