Self-powered parallel vibration damping device, vibration damping seat and engineering vehicle

Abstract

This invention provides a self-powered parallel vibration damping device, installed on a vehicle seat, comprising several damping units, an acceleration measurement unit, and an electronic control unit. The damping units are all arranged obliquely between the seat and the cab floor. Each damping unit includes a first damper, a second damper, a switcher, and a self-powered module. The first and second dampers are connected in parallel. The switcher allows for switching the operation of the first and second dampers to enable the damping unit to adaptively adjust to different vibrations. The self-powered module collects the energy generated by the vibrations and supplies it to the self-powered parallel vibration damping device. The acceleration measurement unit measures the vibrations generated during vehicle operation. The electronic control unit receives the measurement data input from the acceleration measurement unit, analyzes it in real time, and then outputs a damping adjustment signal to the switcher. This invention also provides a vibration-damping seat and an engineering vehicle.

Description

Technical Field

[0001] This invention relates to the field of mining dump truck technology, and in particular to a self-powered parallel vibration damping device, a vibration damping seat, and an engineering vehicle. Background Technology

[0002] Mining dump trucks are mechanical equipment used in open-pit mines for loading, unloading, and transporting earth, sand, gravel, and bulk materials. They mainly consist of a cab, power system, chassis system, hydraulic system, cargo box, and cover assembly. Bumpy road surfaces in mining areas cause vibrations that affect the driver's operational stability and driving experience, thus impacting transportation efficiency and safety. Seat vibration damping systems can effectively reduce vibrations, thereby improving driver comfort and safety.

[0003] In existing technologies, seat suspensions are generally classified into active suspensions, semi-active suspensions, and passive suspensions. Passive suspensions have poor adaptability to vibrations and limited damping effects; while semi-active suspensions have better damping effects than passive suspensions; and compared to active suspensions, semi-active suspensions have a simpler structure and lower energy consumption.

[0004] Currently, many semi-active seat suspensions have been disclosed in the prior art. For example, a Chinese invention patent discloses a parallel semi-active multi-dimensional damping seat suspension for engineering vehicles (application number: 201910055322.9). This parallel semi-active multi-dimensional damping seat suspension for engineering vehicles mainly suppresses vertical vibrations through damping springs, while suppressing lateral and longitudinal vibrations through the spherical pair of the damping branch and the groove cooperation. However, this 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). This innovative seat with magnetic levitation vibration reduction achieves vibration reduction and comfort control through magnetic levitation technology. Its disadvantages are that the vibrating mass is large, the equivalent stiffness and equivalent damping of the system are limited by the stable range of the control parameters, and the vibration reduction effect is not ideal when the vibration amplitude is large. Moreover, magnetic levitation vibration reduction requires a continuous power supply, and even on roads with good smoothness, continuous electromagnetic adjustment is required, resulting in relatively large energy consumption. In addition to the in-vehicle power supply, the energy supply of this innovative seat with magnetic levitation vibration reduction also uses photovoltaic energy storage and piezoelectric power generation. The power supply of photovoltaic energy storage is greatly affected by external factors, while piezoelectric power generation is suitable for power supply under high-frequency vibration and partially meets the power supply needs 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 this invention is to provide a self-powered parallel vibration damping device, a vibration damping seat, and an engineering vehicle, which aims to solve or at least partially solve the shortcomings of the above-mentioned background technology. It can suppress vibrations in the vertical, horizontal, longitudinal, and other directions, adaptively adjust to vibrations of different frequencies while reducing energy consumption, and can be self-powered under high-frequency or low-frequency vibrations.

[0007] This invention provides a self-powered parallel vibration damping device, installed on a vehicle seat, comprising several damping units, an acceleration measurement unit, and an electronic control unit. The damping units are all arranged obliquely between the seat and the cab floor. Each damping unit includes a first damper, a second damper, a switcher, and a self-powered module. The first and second dampers are connected in parallel. The switcher is used to switch the operation of the first and second dampers to allow the damping unit to adaptively adjust to different vibrations. The self-powered module collects the energy generated by the vibration and provides it to the self-powered parallel vibration damping device. The acceleration measurement unit measures the vibration generated during vehicle operation. The electronic control unit receives the measurement data input from the acceleration measurement unit, analyzes it in real time, and then outputs a 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 arranged in a ring, with the first damper located inside the ring of the second damper. The switcher is located above the first damper and the second damper, and the self-powered module is located below the first damper and the second damper.

[0010] Furthermore, the switcher includes a slide bar that can slide on the first damper and the second damper, and a drive assembly for driving the slide bar to slide back and forth. The drive assembly drives the slide bar to slide to the upper surface of the first damper or the upper surface of the second damper to activate the first damper or the second damper.

[0011] Furthermore, the upper surfaces of the first damper and the second damper are respectively recessed with a first limiting groove and a second limiting groove; the drive assembly drives the slide rod to slide to the first limiting groove to activate the first damper, and the drive assembly drives the slide rod to slide to the second limiting groove to activate the second damper.

[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 the energy of high-frequency vibrations, and the second energy capture device is responsible for capturing the energy of low-frequency vibrations.

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

[0014] Furthermore, several damping units are arranged circumferentially under the seat.

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

[0016] The present invention also provides an engineering vehicle including the above-described shock-absorbing seat.

[0017] The self-powered parallel vibration damping device provided by this invention, through the inclined arrangement of several damping units, can adjust the damping in different directions, achieving vibration suppression of the seat in the lateral, longitudinal, vertical, and other directions. By connecting the first and second dampers in parallel, they work together, integrating passive and active vibration damping, achieving adaptive adjustment to different vibrations and possessing a wide adjustment range. Through the cooperation of the switcher, acceleration measurement unit, and electronic control unit, the first and second dampers can rationally switch their working states, reducing the continuous working time of the first damper, lowering energy consumption, and achieving energy saving. The self-powered parallel vibration damping device is self-powered by a self-powered module, thus achieving energy-saving and environmentally friendly effects. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of a self-powered parallel vibration reduction device according to an embodiment of the present invention.

[0019] Figure 2 for Figure 1 The diagram shows the structure of the vibration damping unit.

[0020] Figure 3 for Figure 2 The diagram shows the structure of the switch.

[0021] Figure 4 for Figure 2 The diagram shows the structure of the self-powered module. Detailed Implementation

[0022] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0023] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and claims of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

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

[0025] Please see Figure 1-Figure 2 This invention provides a self-powered parallel vibration damping device 1, which is installed on the seat 2 of a vehicle and includes several vibration damping units 10, an acceleration measurement unit 20 and an electronic control unit 30.

[0026] Several vibration damping units 10 are arranged at an angle between the seat 2 and the cab floor. Each vibration damping unit 10 includes a first damper 12, a second damper 13, a switcher 11, and a self-powered module 14. The first damper 12 and the second damper 13 are connected in parallel. The switcher 11 is used to switch the operation between the first damper 12 and the second damper 13 so that the vibration damping 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 damping device 1.

[0027] Acceleration measurement unit 20 is used to measure the vibration generated when the vehicle is running.

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

[0029] When the acceleration measurement unit 20 measures a large change in the vibration frequency generated by the vehicle during operation, the switch 11 calls the first damper 12 to adjust the damping force in real time to reduce vibration; when the acceleration measurement unit 20 measures a relatively stable vibration frequency generated by the vehicle during operation, the switch 11 calls the second damper 13 to reduce vibration.

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

[0031] Please see 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 be a spring-type hydraulic damper or an air-type hydraulic damper, thus meeting the needs of different application scenarios.

[0032] A magnetorheological damper consists of a magnetorheological fluid, a piston, a coil, and an outer cylinder. Ferromagnetic particles are suspended in the magnetorheological fluid. When an electric current is applied, adjusting the magnetic field causes the ferromagnetic particles to be instantaneously magnetized into magnetic dipoles. This alters the viscosity of the magnetorheological fluid, causing it to exhibit a non-Newtonian state and increasing the fluid's shear stress, thus achieving energy absorption and vibration reduction. A hydraulic damper consists of hydraulic pipes, a piston rod, a damping valve, and a cylinder. When vibration acts on the damper, the flow of hydraulic oil is regulated via a bottom valve, utilizing the fluid's viscous resistance to dissipate vibration energy, thereby achieving vibration reduction.

[0033] Compared to existing magnetic levitation vibration reduction technologies, which rely on the principle of electromagnetic induction, the first damper 12 in this invention uses a magnetorheological damper, which relies on the viscosity change of the magnetorheological fluid to achieve a high-speed response to vibration suppression, with higher damping force and a wider adjustment range. The second damper 13 in this invention uses a hydraulic damper, which cannot effectively control vibrations with large frequency variations. Therefore, the first damper 12 and the second damper 13 are set in parallel. The first damper 12 and the second damper 13 work together. When the acceleration measurement unit 20 measures a large change in the vibration frequency generated by the vehicle during operation, the switch 11 will activate the first damper 12. When the vibration frequency is relatively stable, the switch 11 will activate the second damper 13. This achieves adaptive adjustment for different vibrations.

[0034] Since the first damper 12 needs to be continuously powered when it is 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, so as to reduce the energy consumption of the first damper 12 and achieve the purpose of energy saving.

[0035] Please see Figure 2-Figure 3 The vibration damping unit 10 also includes a housing 15 and a base 16. The base 16 is located at the bottom of the housing 15 and is movably connected to the housing 15 via a movable rod 18. The housing 15 has a slot that mates with the movable rod 18, and the movable rod 18 extends into the slot.

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

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

[0038] Please see Figure 2-Figure 3 The switch 11 includes a slide bar 111 that can slide on the first damper 12 and the second damper 13, and a drive assembly 112 for driving the slide bar 111 to slide back and forth. The drive assembly 112 drives the slide bar 111 to slide to the upper surface of the first damper 12 or the upper surface of the second damper 13 to activate the first damper 12 or the second damper 13.

[0039] More specifically, the bracket 113 has a bracket platform 1131, and the drive assembly 112 is disposed above the bracket platform 1131. The drive assembly 112 includes a one-way cylinder 1121 and a slide rod platform 1122 connected to the movable end of the one-way cylinder 1121. The slide rod 111 passes through the bracket platform 1131 and one end of the slide rod 111 is connected to the slide rod platform 1122. The other end of the slide rod 111 slides on the upper surface of the first damper 12 and the upper surface of the second damper 13. In this embodiment, the switcher 11 has three slide rods 111, which are evenly distributed circumferentially.

[0040] The upper surfaces of the first damper 12 and the second damper 13 are respectively recessed with the first guide rail and the second guide rail corresponding to the slide rod 111. The first guide rail and the second guide rail are connected and form the switcher guide rail 17. The slide rod 111 slides along the switcher guide rail 17.

[0041] Furthermore, the upper surfaces of the first damper 12 and the second damper 13 are respectively recessed with a first limiting groove 121 and a second limiting groove 131; the first limiting groove 121 and the second limiting groove 131 are located on the first guide rail and the second guide rail, respectively, and are used to cooperate with the slide rod 111. The drive assembly 112 drives the slide rod 111 to slide to the first limiting groove 121 to activate the first damper 12, and the drive assembly 112 drives the slide rod 111 to slide to the second limiting groove 131 to activate the second damper 13.

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

[0043] Please see 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 the energy of high-frequency vibrations, and the second energy capture device 142 is responsible for capturing the energy of low-frequency vibrations.

[0044] During the process of the vibration damping unit 10 suppressing the vibration of the vehicle, when the vehicle vibration is high-frequency, the first energy harvesting device 141 generates electricity to meet the self-powering requirement; when the vehicle vibration is low-frequency, the second energy harvesting device 142 collects enough DC regulated power for the first damper 12 to achieve self-powering.

[0045] Furthermore, the first energy harvesting device 141 and the second energy harvesting device 142 are arranged vertically stacked; when the vehicle's vibration is transmitted to the vibration damping unit 10, the first energy harvesting device 141 and the second energy harvesting device 142 work simultaneously to harvest energy. In this embodiment, the first energy harvesting device 141 is a piezoelectric stack vibration energy harvesting device, and the second energy harvesting device 142 is a two-phase tube linear electromagnetic induction vibration energy harvesting device. The first energy harvesting device 141 is mounted on the base 16, and the second energy harvesting device 142 is positioned above the first energy harvesting device 141.

[0046] More specifically, the first energy harvesting device 141 includes a piezoelectric upper plate 1411 and a piezoelectric lower plate 1412 located below the upper plate 1411; the second energy harvesting device 142 includes a magnet 1421 disposed on the upper surface of the piezoelectric 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 upper plate 1411 and the piezoelectric lower plate 1412 changes, thereby generating piezoelectric power; at the same time, the piezoelectric 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 generating electromagnetic induction power, realizing self-powered operation 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.

[0049] Several damping units 10 are arranged circumferentially below the seat 2. Compared to the vertical arrangement of traditional damping shock absorbers, the damping units 10 in this embodiment of the invention are arranged in a circumferentially inclined manner, which can simultaneously suppress vibrations in the lateral, longitudinal, vertical, and other directions. In this embodiment, the damping units 10 are arranged in a single layer circumferentially below the seat 2.

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

[0051] The working process of the self-powered parallel vibration damping device 1 in this embodiment of the invention is as follows:

[0052] When the vehicle is in operation, 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 for vibration reduction. When the acceleration measurement unit 20 measures that the vibration frequency generated by the vehicle is relatively variable, 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 by the vehicle is relatively stable, the switch 11 calls the second damper 13 for vibration reduction, thus achieving adaptive adjustment for different vibrations. During the vibration suppression process, the first energy capture device 141 and the second energy capture device 142 capture the energy of low-frequency and high-frequency vibrations, respectively, to power the vibration reduction unit 10, the acceleration measurement unit 20, and the electronic control unit 30.

[0053] This invention also provides a vibration-damping seat, including a seat 2 and the aforementioned self-powered parallel vibration-damping device 1, wherein the self-powered parallel vibration-damping device 1 is installed below the seat 2.

[0054] This invention also provides an engineering vehicle, including the aforementioned shock-absorbing seat.

[0055] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A self-powered parallel vibration damping device, installed on a vehicle seat (2), characterized in that, include: Several vibration damping units (10) are arranged obliquely between the seat (2) and the cab floor. Each vibration damping 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 connected 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 damping unit (10) can adapt 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 damping device (1). An acceleration measurement unit (20) is used to measure the vibrations generated during vehicle operation; Electronic control unit (30) is used to receive the measurement data input by the acceleration measurement unit (20), analyze it in real time, and then output a damping adjustment signal to the switch (11).

2. The self-powered parallel vibration damping device as described in 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 damping device as described in claim 1, characterized in that, The first damper (12) and the second damper (13) are arranged in a ring. The first damper (12) is located inside the ring of the second damper (13). The switch (11) is located above the first damper (12) and the second damper (13). The self-powered module (14) is located below the first damper (12) and the second damper (13).

4. The self-powered parallel vibration damping device as described in claim 3, characterized in that, The switch (11) includes a slide bar (111) that can slide on the first damper (12) and the second damper (13) and a drive assembly (112) for driving the slide bar (111) to slide back and forth. The drive assembly (112) drives the slide bar (111) to slide to the upper surface of the first damper (12) or the upper surface of the second damper (13) to activate the first damper (12) or the second damper (13).

5. The self-powered parallel vibration damping device as described in claim 4, characterized in that, The upper surface of the first damper (12) and the upper surface 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 slide rod (111) to slide to the first limiting groove (121) to activate the first damper (12), and the driving component (112) drives the slide rod (111) to slide to the second limiting groove (131) to activate the second damper (13).

6. The self-powered parallel vibration damping device as described in claim 1, characterized in that, 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 the energy of high-frequency vibrations, and the second energy capture device (142) is responsible for capturing the energy of low-frequency vibrations.

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

8. The self-powered parallel vibration damping device as described in claim 1, characterized in that, Several of the vibration damping units (10) are arranged circumferentially below the seat (2).

9. A shock-absorbing seat, comprising a seat (2), characterized in that, It also includes a self-powered parallel vibration damping device (1) as described in any one of claims 1-8, wherein the self-powered parallel vibration damping device (1) is installed below the seat (2).

10. An engineering vehicle, characterized in that, Including the vibration-damping seat as described in claim 9.

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