Zero-rigidity vibration reduction seat for train driver

Abstract

The invention relates to the technical field of train seats, in particular to a train driver zero-rigidity vibration reduction seat, a vibration reduction assembly comprises an upper top plate and a lower bottom plate, deformable main supports are arranged at the two ends between the upper top plate and the lower bottom plate, and guide frames are fixedly arranged on the inner side walls of the main supports; a horizontally-arranged guide through groove is formed in the surface of the adjusting assembly in a penetrating mode, and the adjusting shaft is located at the intersection of the guide through groove and the guide frame and movably penetrates through the guide through groove and an inner cavity of the guide frame in sequence. The damping assembly has the beneficial effects that the adjusting assemblies are arranged in the upper area and the lower area of the main support correspondingly, the two adjusting assemblies are fixedly connected with the upper top plate and the lower bottom plate correspondingly, and when the whole damping assembly deforms due to vibration, the main support rotates and extrudes the adjusting shaft, so that the adjusting shaft horizontally slides in the length direction of the guide through groove; therefore, the connecting position between the main spring and the main support is changed, the absorption effect on vibration impact force is improved, and it is guaranteed that the damping assembly has better buffering and damping performance.

Description

Technical Field

[0001] The invention relates to the technical field of train seats, in particular to a zero-rigidity vibration-damping seat for train drivers. Background Art

[0002] A train is a vehicle that travels on railway tracks, usually consisting of multiple carriages, and the train driver's seat usually has vibration reduction performance.

[0003] In the prior art, a Chinese utility model with publication number CN202987162U discloses a train driver's seat, which is provided with a three-level adjustment device so as to make the seat suitable for people with different physical characteristics. A tool box is fixed on the floor, and a shock absorbing device is provided on the tool.

[0004] At present, the vibration damping frame of the train driver's seat is usually equipped with a spring and a damper to cooperate with each other. The spring's own performance and deformation degree 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 of the spring is insufficient, and it is difficult to fully absorb the vibration impact, and the overall vibration damping effect of the seat is poor. To this end, the present invention proposes a zero-stiffness vibration damping seat for train drivers to solve the above problems. Summary of the invention

[0005] The object of the present invention is to provide a zero-rigidity vibration-damping seat for train drivers, so as to solve the problem that the seat vibration-damping frame proposed in the above-mentioned background technology has a poor effect of absorbing vibration impact.

[0006] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a zero-rigidity vibration-damping seat for a train driver, comprising a seat body, a turntable base fixed to a train floor is arranged below the seat body, a vibration-damping assembly is arranged between the seat body and the turntable base, the vibration-damping assembly comprises an upper top plate and a lower bottom plate, both ends between the upper top plate and the lower bottom plate are provided with a deformable main bracket, the main bracket is composed of two hard strip plates that are rotated and spliced ​​to form a "<" shape, and the two main brackets are symmetrically distributed, and the inner side wall of the main bracket is fixedly provided with a guide frame;

[0007] Adjustment components are provided at both ends of the upper and lower ends of the main bracket, and the two adjustment components are fixedly connected to the upper top plate and the lower bottom plate respectively. A horizontally arranged guide slot is penetrated through the surface of the adjustment component, and the guide slot and the guide frame intersect with each other to form an "X" shape. A horizontally placed main spring is provided between the two main brackets, and adjustment shafts are fixedly provided at both ends of the main spring. The adjustment shaft is located at the intersection of the guide slot and the guide frame and moves through the inner cavity of the guide slot and the guide frame in turn.

[0008] Preferably, the rigid strip plates of the upper and lower parts of the main bracket are both in an "L" shape and are symmetrically distributed with each other. Concave grooves are provided at the corners of the upper and lower ends of the main bracket, and hinge supports corresponding to the concave grooves are installed on the surfaces of the upper top plate and the lower bottom plate.

[0009] Preferably, a connecting shaft for rotatably connecting the upper and lower parts thereof is provided in the middle of the main bracket. Avoidance through grooves are provided through the middle parts of the surfaces of the upper and lower parts of the main bracket, and the adjusting assembly is movably and penetratingly connected with the avoidance through grooves. Two guiding frames are provided as a group and are symmetrically distributed on both sides of the avoidance through groove.

[0010] Preferably, both ends of the main spring are fixedly connected with main collar rings, and the main collar rings are movably sleeved on the outside of the adjusting shaft. Two groups of main springs are provided and symmetrically installed on the upper and lower parts of the main bracket. Each group of main springs has two and is symmetrically distributed on both sides of the avoidance through groove.

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

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

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

[0014] Preferably, the hydraulic damper includes a hydraulic cylinder. The hydraulic cylinder is collinear with the guiding through groove and is fixed to the side wall of the adjusting assembly. A piston rod is movably inserted into 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. An oil cylinder base for placing the hydraulic cylinder is fixed to the side wall of the adjusting assembly. A damping through hole is provided inside the oil cylinder base and penetrates through the adjusting assembly. An oil pipe is provided at one end of the hydraulic cylinder, and the oil pipe communicates the inner cavity of the hydraulic cylinder and the inner cavity of the damping through hole. 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 fixedly connected to the seat body and the turntable base respectively, and connecting wing plates are fixed on both side surfaces of the end of the adjustment component away from the guide slot, and the upper top plate and the lower bottom plate are fixedly connected to the connecting wing plates at corresponding positions by bolts.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] The present invention provides adjustment components in the upper and lower regions of the main bracket, and the two adjustment components 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 guide frame is fixed on the surface of the main bracket, a guide through groove is horizontally opened on the surface of the adjustment component, the guide through groove and the guide frame intersect with each other, and an adjustment shaft is provided at the intersection, when the vibration reduction component as a whole is deformed due to vibration, the main bracket rotates and squeezes the adjustment shaft, so that the adjustment shaft slides horizontally along the length direction of the guide through groove, thereby changing the connection position between the main spring and the main bracket, increasing the deformation degree of the main spring, so as to improve the absorption effect of the vibration impact force, and ensuring that the entire vibration reduction component has better buffering and vibration reduction performance. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

[0021] Figure 3 It is a schematic side view of the main support and the adjustment assembly structure of the present invention;

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

[0023] Figure 5 This is an exploded schematic diagram of the main support and the adjustment assembly structure of the present invention;

[0024] Figure 6 This is a schematic cross-sectional view of the regulating assembly structure of the present invention;

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

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

[0027] Fig. 9 It is a zero-load schematic diagram of the zero-rigidity structure of the present invention.

[0028] In the figure: 1. seat body; 2. turntable base; 3. vibration reduction assembly; 31. upper top plate; 32. lower bottom plate; 321. hinge support; 33. main bracket; 331. guide frame; 332. avoidance groove; 333. avoidance groove; 334. connecting shaft; 335. recessed groove; 336. auxiliary pin; 34. auxiliary bracket; 35. main spring; 351. main sleeve; 36. adjusting shaft; 37. auxiliary spring; 371. auxiliary sleeve; 4. adjusting assembly; 41. guide sleeve; 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 DESCRIPTION

[0029] In order to make the purpose and technical solution of the present invention clearly and completely described, and the advantages more clearly understood, the embodiments of the present invention are further described in detail 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 of the embodiments, and are only used to explain the embodiments of the present invention, and are not used to limit the embodiments of the present invention. All other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

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

[0031] Embodiment 1, a zero-rigidity vibration-damping seat for a train driver, comprises a seat body 1, a turntable base 2 fixed to a train floor is arranged below the seat body 1, the turntable base 2 is a double-layer turntable structure known in the prior art, the upper layer of the turntable base 2 can be rotated by a certain angle to change the orientation of the seat body 1, so as to facilitate the train driver to operate the instruments around him in front of him, and a vibration-damping assembly 3 is arranged between the seat body 1 and the turntable base 2.

[0032] Specifically, the vibration reduction assembly 3 includes an upper top plate 31 and a lower bottom plate 32, and both ends between the upper top plate 31 and the lower bottom plate 32 are provided with a deformable main bracket 33, the main bracket 33 is formed by two hard strip plates rotating and splicing each other to form a "<" shape, and the two main brackets 33 are symmetrically distributed, and a horizontally placed main spring 35 is provided between the two main brackets 33. When the train generates vibration during running, the vibration of the train is transmitted to the vibration reduction assembly 3 through the turntable base 2, and the vibration reduction assembly 3 itself is deformed and the main spring 35 absorbs the impact force of the vibration, thereby reducing the vibration received by the train driver when sitting on the seat body 1;

[0033] A 3D printing method for producing a vibration isolation shoe midsole based on an absolute zero stiffness structure disclosed in a Chinese invention with publication number CN114274500B, and the accompanying drawings of the specification Figure 2Disclosed are three configurations that satisfy the equivalent stiffness of zero. Figure 8 It can be seen that the vibration reduction component 3 of the device is the optimal configuration with absolutely zero stiffness, and its mechanical properties are analyzed:

[0034] Assume that a quasi-static pressure is applied to the top of the vibration reduction component 3, the mass of the vibration reduction component 3 itself and the spring is negligible, and the input force at the bottom of the vibration reduction component 3 is assumed to be F. The top plane of the vibration reduction component 3 is against a fixed wall to simulate a fixed static load, such as Figure 8 As shown, the angle between the rod (i.e., the main support 33) and the bottom surface is θ. In order to simplify the analysis, the k1 spring is divided into two parallel sub-springs with a spring coefficient of k1 / 2. Due to symmetry, only the general structure is considered. From the moment balance at point A, it can be obtained:

[0035] F1h1+F2h2-F y h x =0 ①

[0036] The spring force is calculated as:

[0037] F1=k1acosθ②

[0038] F2=2k2b(1-sinθ) ③

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

[0040]

[0041] The force balance at point A gives:

[0042] F Ay =F y =k1a ⑤

[0043] F out =2F Ay =2ak1 ⑥

[0044] It can be seen that no matter what value the angle θ takes, the output force F out are all constant values, which shows that the system is a constant force system;

[0045] Therefore, the structure of the vibration reduction component 3 of the device has been proved in the above theory to be able to achieve full-frequency vibration isolation and achieve 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 plane position of the seat body 1 remains unchanged, and the vibration transmission rate from the turntable base 2 to the seat body 1 is 0;

[0046] However, this structure has limitations: once the two spring stiffnesses and the positions of the springs are given, the load that the vibration reduction assembly 3 can withstand becomes unique, which does not meet the actual operation requirements.

[0047] To this end, combined Fig. 9 As shown:

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

[0049]

[0050] Among them, k1 is half of k1. At this time, the load M that the structure can withstand satisfies the following relationship (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 withstand is the largest. Conversely, the farther the middle spring k1 is from the middle position, the smaller the load that the structure can withstand.

[0055] Secondly, the device is fixedly provided with a guide frame 331 on the inner side wall of the main bracket 33, and the upper and lower ends of the main bracket 33 are 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, and a horizontally arranged guide slot 41 is opened on 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, and the two ends of the main spring 35 are fixedly provided with an adjustment shaft 36, which is located at the intersection of the guide slot 41 and the guide frame 331 and moves through the inner cavity of the guide slot 41 and the guide frame 331 in turn, such as Figure 5 and Figure 6 As shown, the sliding of the adjustment shaft 36 is guided by the guide frame 331 and the guide groove 41 at the same time, so Figure 7 As shown, when the main bracket 33 rotates, the guide frame 331 will squeeze the adjustment shaft 36, forcing the adjustment shaft 36 to slide horizontally along the length direction of the guide slot 41 and slide along the length direction of the guide frame 331 at the same time, so that the adjustment shaft 36 will gradually approach (or move away from) the center position of the main bracket 33, and combined with Figure 3It can be seen that when the load on the upper top plate 31 increases, the shock absorbing assembly 3 is deformed and the adjusting shaft 36 will be close to the center position of the main bracket 33. At this time, the main spring 35 is rapidly stretched; conversely, when the load on the upper top plate 31 decreases, the main spring 35 contracts rapidly; therefore, when the train driver sits on the seat body 1, the shock absorbing assembly 3 of the device can adapt to the load on the one hand to ensure that the height position of the seat body 1 does not change too obviously; on the other hand, the shock absorbing 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, thereby preventing the seat body 1 and the train driver from shaking violently in the vertical direction due to vibration.

[0056] In order to install the main bracket 33 as a whole, the hard strip plates of the upper and lower parts of the main bracket 33 of the present application are both "L"-shaped and symmetrically distributed. Concave grooves 335 are provided at the upper and lower corners of the main bracket 33, and 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. Figure 4 and Figure 5 As shown, both upper and lower ends of the main bracket 33 can be rotated to achieve folding or unfolding of the main bracket 33.

[0057] In order to improve the stability of the adjustment shaft 36 when it slides, the present application also has a connecting shaft 334 for rotatably connecting the upper and lower parts thereof provided in the middle of the main bracket 33, and an avoidance groove 332 is opened through the middle of the surfaces of the upper and lower parts of the main bracket 33, and the adjustment component 4 is movably connected with the avoidance groove 332. The setting of the avoidance groove 332 is used to avoid the main bracket 33 from colliding with the adjustment component 4 during rotation and causing structural damage. The guide frames 331 are arranged in groups of two and are symmetrically distributed on both sides of the avoidance groove 332. The two avoidance grooves 332 are set as a group to limit the two ends of the adjustment shaft 36 respectively, to ensure that the sliding of the adjustment shaft 36 is more stable and will not tilt easily.

[0058] In order to improve the effect of absorbing vibration impact force, the present application also has main collars 351 fixedly connected to both ends of the main spring 35, and the main collar 351 is movably sleeved on the outside of the adjustment shaft 36, and an avoidance groove 333 corresponding to the main collar 351 is opened on the surface of the main bracket 33. The main collar 351 is used to connect the adjustment shaft 36 with the main spring 35, and because the main collar 351 can rotate, the main spring 35 can always maintain a horizontal stretched state. The main spring 35 is provided in two groups and symmetrically installed on the upper and lower parts of the main bracket 33. Each group of main springs 35 is provided with two, and are symmetrically distributed on both sides of the avoidance groove 332, such as Figure 2 and Figure 5 As shown, the main springs 35 of the device are provided in plurality and cooperate with each other to effectively improve the absorption effect of 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 setting of the auxiliary brackets 34 is mainly used 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 on the outside of the main collar ring 351. The setting of the auxiliary springs 37 is mainly used to assist and strengthen the elastic force of the main spring 35. However, the connection position between the auxiliary springs 37 and the main brackets 33 does not move. Therefore, when the device deforms, only the position change of the adjusting shaft 36 needs to be considered.

[0061] To limit the adjusting 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 adjusting shaft 36. Hydraulic dampers are provided on both sides of the sliding block 42. As Figure 6 shown, the setting of the sliding block 42 is used to limit the adjusting shaft 36. The sliding block 42 can only slide in the inner cavity of the guiding through groove 41, thereby preventing the adjusting shaft 36 from moving along its own length direction.

[0062] In order to describe the structure of the hydraulic damper, the hydraulic damper of the present application includes a hydraulic cylinder 43, which is colinear with the guide groove 41 and fixed to the side wall of the adjustment component 4. A piston rod 44 is movably inserted at one end of the hydraulic cylinder 43, 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 can change the volume of the inner cavity of the hydraulic cylinder 43, thereby discharging the hydraulic oil in the inner cavity of the hydraulic cylinder 43 to the outside or Hydraulic oil is absorbed 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. A cylinder base 46 for placing the hydraulic cylinder 43 is fixed to the side wall of the adjustment component 4. A damping through hole 47 is opened inside the cylinder base 46, and the damping through hole 47 runs through the adjustment component 4. An oil pipe 48 is provided at one end of the hydraulic cylinder 43. The oil pipe 48 connects 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. Figure 6 As shown, the inner cavities of the hydraulic cylinders 43 on both sides of the sliding block 42 can maintain mutual communication through the damping through hole 47. When the adjusting shaft 36 slides, the two piston rods 44 move synchronously in the same direction. Therefore, the hydraulic oil in the inner cavities of the two hydraulic cylinders 43 can be exchanged with each other through the damping through hole 47. Since 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 device cooperates with the main spring 35 to effectively buffer the vibration.

[0063] In order to prevent the vibration reduction assembly 3 from being deformed by horizontal torsional force, 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, and the two side surfaces of the adjustment assembly 4 away from the guide groove 41 are fixed with connecting wing plates 49. The upper top plate 31 and the lower bottom plate 32 are respectively fixedly connected to the connecting wing plates 49 at corresponding positions by bolts, thereby ensuring the stability of the structure of the device, and the vibration reduction assembly 3 can transmit torque without deformation, so that the train driver can sit on the seat body 1 and adjust his own orientation at any time.

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

Claims

1. A zero-rigidity vibration-damping seat for a train driver, comprising a seat body (1), a turntable base (2) fixed to a train floor is arranged below the seat body (1), a vibration-damping assembly (3) is arranged between the seat body (1) and the turntable base (2), and is characterized in that: The damping component (3) includes an upper top plate (31) and a lower bottom plate (32). At both ends between the upper top plate (31) and the lower bottom plate (32), deformable main brackets (33) are provided. The main brackets (33) are formed by rotatably splicing two rigid strip plates into a "<" shape, and the two main brackets (33) are symmetrically distributed. A guide frame (331) is fixedly arranged on the inner side wall of the main bracket (33). Adjusting components (4) are provided 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 formed through the surface of the adjusting component (4), and the guide through groove (41) intersects with the guide frame (331) to form an "X" shape. A main spring (35) is horizontally arranged between the two main brackets (33). Adjusting shafts (36) are fixedly arranged at both ends of the main spring (35). 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.

2. A zero-stiffness vibration-damping seat for train drivers according to claim 1, characterized in that: The rigid strip plates of the upper and lower parts of the main bracket (33) are both in an "L" shape and are symmetrically distributed with each other. Concave grooves (335) are formed at the corners of the upper and lower ends of the main bracket (33). Hinge supports (321) corresponding to and cooperating with the concave grooves (335) are installed on the surfaces of the upper top plate (31) and the lower bottom plate (32).

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 of the main bracket (33) is arranged in the middle of the main bracket (33). Avoidance through grooves (332) are formed through the middle of the surfaces of the upper and lower parts of the main bracket (33). The adjusting component (4) is movably connected through the avoidance through groove (332). Two guide frames (331) are provided as a group and are symmetrically distributed on both sides of the avoidance through groove (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 sides of the adjusting shafts (36). Two groups of main springs (35) are provided and are symmetrically installed on the upper and lower parts of the main bracket (33). Each group of the main springs (35) has two and is symmetrically distributed on both sides of the avoidance through groove (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 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).

6. A zero-stiffness vibration-damping seat for train drivers according to claim 5, characterized in that: The endpoints at both the upper and lower ends of the main bracket (33) are both in a "匚" shape and are fixedly installed with auxiliary pins (336). Two horizontally arranged auxiliary springs (37) are arranged 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 sides of the main collar rings (351).

7. The zero-stiffness vibration-damping seat for train drivers according to claim 1, characterized in that: A sliding block (42) is slidably mounted in the inner cavity of the guide groove (41), and the sliding block (42) is fixedly mounted on the middle part of the adjustment shaft (36). Hydraulic dampers are arranged on both sides of the sliding block (42).

8. A zero-stiffness vibration-damping seat for train drivers according to claim 7, characterized in that: The hydraulic damper comprises a hydraulic cylinder (43), the hydraulic cylinder (43) is colinear with the guide groove (41) and fixed to the side wall of the adjustment component (4), one end of the hydraulic cylinder (43) is movably connected with a piston rod (44), and one end of the piston rod (44) is fixedly connected to the sliding block (42).

9. A zero-stiffness vibration-damping seat for train drivers according to claim 8, characterized in that: 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) for placing the hydraulic cylinder (43) 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).

10. 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 provided on both side surfaces of one end of the adjustment component (4) away from the guide slot (41); the upper top plate (31) and the lower bottom plate (32) are respectively fixedly connected to the connecting wing plates (49) at corresponding positions by bolts.

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