Vibration reduction device, equipment, vehicle and vibration reduction method

Abstract

The invention relates to the technical field of vibration reduction, in particular to a vibration reduction device, equipment, a vehicle and a vibration reduction method.The vibration reduction device comprises a pneumatic adjusting unit, an electromagnetic driving unit, a sensing unit and a controller; the sensing unit comprises a vibration detection unit for detecting vibration of a vibration reduction object and a displacement detection unit for detecting relative displacement of the vibration reduction object and the supporting base. The controller adjusts the gas capacity of the pneumatic adjusting unit according to the signal amplitude of the displacement detection unit. The current direction of the electromagnetic driving unit is changed according to the signal polarity of the vibration detection unit, so that electromagnetic force opposite to the vibration direction is generated through relative movement of the first electromagnetic component and the second electromagnetic component, the vibration reduction device is simple in structure, passive vibration reduction and real-time active vibration reduction are combined, and the vibration reduction efficiency is improved. The damping effect is good, the riding comfort of passengers on the vehicle seat is improved, and the riding fatigue of the passengers is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vibration damping, and particularly to a vibration damping device, equipment, vehicle and vibration damping method. Background Art

[0002] For vehicles for long-time driving and riding, such as commercial vehicles, various engineering vehicles, etc., the buffering and vibration damping effect of the vehicle seat is crucial, which directly affects the comfort of the driver and passengers. Effective vibration damping can avoid vibration fatigue.

[0003] However, the existing vehicle seats have deficiencies in terms of vibration damping effect and intelligence level. Traditional vehicle seats are mostly rigidly connected to the vehicle body and vibrate with the vehicle body, resulting in poor comfort. Although some commercial transport vehicle seats are equipped with vibration damping springs, the vibration damping effect is limited. Therefore, it is necessary to improve the existing vibration damping device or vibration damping method to overcome the above problems. Summary of the Invention

[0004] In view of the above disadvantages of the prior art, the purpose of the present invention is to provide a vibration damping device, equipment, vehicle and vibration damping method. The vibration damping device has a simple structure and combines passive vibration damping and real-time active vibration damping, with good vibration damping effect, improving the comfort of passengers sitting on the vehicle seat and reducing the fatigue of passengers during riding.

[0005] To achieve the above object and other related objects, the present invention provides a vibration damping device, including:

[0006] A pneumatic adjustment unit, including an adjustable air chamber and an air source interface communicated with the adjustable air chamber. The adjustable air chamber includes a first component and a second component moving relative to each other in a first direction; the first component and the second component are respectively used to connect different ones of the vibration damping object and the support base;

[0007] An electromagnetic drive unit, including a first electromagnetic component and a second electromagnetic component moving relative to each other in a first direction; the first electromagnetic component and the second electromagnetic component are respectively arranged on different ones of the vibration damping object, the support base, the first component and the second component; and these two different ones can move relative to each other in the first direction;

[0008] A sensing unit, including a vibration detection unit for detecting the vibration of the vibration damping object and a displacement detection unit for detecting the relative displacement between the vibration damping object and the support base;

[0009] A controller, respectively connected to the air source interface, the electromagnetic drive unit and the sensing unit; the controller is configured to,

[0010] Adjust the gas volume of the pneumatic adjustment unit according to the signal amplitude of the displacement detection unit; change the current direction of the electromagnetic drive unit according to the signal polarity of the vibration detection unit, so as to generate an electromagnetic force opposite to the vibration direction through the relative movement of the first electromagnetic component and the second electromagnetic component.

[0011] In an embodiment of the present invention, the vibration detection unit includes at least one of an acceleration sensor, a velocity sensor, and a displacement sensor; the displacement detection unit includes at least one of a linear displacement sensor, a laser ranging sensor, or a capacitive displacement sensor.

[0012] The first electromagnetic component is one of a magnetic field generating component and a driven component, and the second electromagnetic component is the other of the magnetic field generating component and the driven component.

[0013] In an embodiment of the present invention, the pneumatic adjustment unit and the electromagnetic drive unit are arranged along the same axis; or the pneumatic adjustment unit and the electromagnetic drive unit are respectively and independently connected between the vibration damping object and the support base.

[0014] In an embodiment of the present invention, the first component is one of an outer cylinder and a guide post, and the second component is the other of the outer cylinder and the guide post.

[0015] The guide post is axially slidably arranged relative to the inner wall of the outer cylinder, and a sealed space of the adjustable air chamber is formed between the outer cylinder and the guide post through a sealing structure.

[0016] In an embodiment of the present invention, the vibration detection unit is arranged on the vibration damping object or a component directly connected to the vibration damping object.

[0017] The displacement detection unit is arranged between two components that move relatively between the vibration damping object and the support base to detect the relative displacement amount between the vibration damping object and the support base.

[0018] In an embodiment of the present invention, the air source interface is communicated with the air source through a solenoid valve, and the opening degree of the solenoid valve is controlled by a controller.

[0019] Wherein, the air source is provided by the equipment where the support base is located or an independent air source.

[0020] To achieve the above object and other related objects, the present invention provides a device, including the vibration damping device, the device body, and the device base, the vibration damping object is the device body, and the support base is the device base.

[0021] To achieve the above and other related objectives, the present invention provides a vehicle, including the described device. The air source interface of the shock absorption device is connected to the vehicle air storage tank through a flexible pipeline. The object to be shock-absorbed is the seat body, and the support base is the seat base or the vehicle chassis.

[0022] To achieve the above and other related objectives, the present invention provides a shock absorption method, including the following steps:

[0023] The vibration signal of the object to be shock-absorbed is obtained in real time through the vibration detection unit, and the relative displacement signal between the object to be shock-absorbed and the support base is obtained in real time through the displacement detection unit;

[0024] According to the polarity direction of the vibration signal, the current flow direction in the electromagnetic drive unit is adjusted so that the electromagnetic drive unit generates an electromagnetic force opposite to the vibration direction;

[0025] According to the amplitude of the relative displacement signal, the gas capacity of the pneumatic adjustment unit is adjusted to change the support stiffness of the object to be shock-absorbed;

[0026] The controller coordinates the adjustment ratio of the electromagnetic force and the support stiffness to suppress the vibration amplitude of the object to be shock-absorbed.

[0027] In an embodiment of the present invention, in the step of the controller coordinating the adjustment ratio of the electromagnetic force and the support stiffness to suppress the vibration amplitude of the object to be shock-absorbed, the controller performs the following steps:

[0028] When the vibration amplitude reaches or exceeds the first threshold, the current amplitude of the electromagnetic drive unit is increased to enhance the electromagnetic force;

[0029] When the relative displacement reaches or exceeds the second threshold and the vibration amplitude is lower than or equal to the first threshold, the gas capacity of the pneumatic adjustment unit is increased to enhance the support stiffness;

[0030] When the vibration amplitude is lower than or equal to the first threshold and the relative displacement is lower than or equal to the second threshold, the current gas capacity and current direction are maintained.

[0031] In summary, the damping device of the present invention significantly improves the damping efficiency through the collaborative damping of the pneumatic adjustment unit and the electromagnetic drive unit; the pneumatic adjustment unit adjusts the support stiffness of the damping object in real time by changing the gas volume of the adjustable air chamber, forming an elastic adaptive adjustment for scenarios with strong vibration energy; the electromagnetic drive unit directly cancels the instantaneous disturbance of vibration transmission by the real-time reverse matching of the electromagnetic force direction and the vibration direction. The controller dynamically adjusts the gas volume of the air chamber based on the signal amplitude of the displacement detection unit to optimize the system stiffness to absorb vibration energy; at the same time, it switches the current direction of the electromagnetic drive unit according to the signal polarity of the vibration detection unit to generate an active damping force opposite to the vibration; through the complementary effect of pneumatic stiffness adjustment and electromagnetic active damping, it realizes the all-round suppression of different vibration amplitudes and directions, simplifies the mechanical structure, reduces energy consumption, improves the integration and adaptability of the damping device and the vehicle system, and can meet the dynamic adjustment requirements in complex vibration scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0033] Figure 1 Schematic diagram of the overall structure of the damping device in an embodiment of the present invention;

[0034] Figure 2 Schematic diagram of the structure of the damping device connecting the damping object and the support base in an embodiment of the present invention;

[0035] Figures 3-6 Schematic diagram of the adjustment principle of the damping device in an embodiment of the present invention;

[0036] Figure 7 Schematic diagram of the control principle of the damping device in an embodiment of the present invention;

[0037] Element number description: pneumatic adjustment unit 10, adjustable air chamber 11, first component 111, second component 112, upper connecting plate 113, upper connecting fastener 114, sealing ring 115, air source interface 12, electromagnetic drive unit 20, first electromagnetic component 21, second electromagnetic component 22, protective cover 23, sensing unit 30, vibration detection unit 31, displacement detection unit 32, damping object 40, support base 50, lower connecting fastener 51;

[0038] Among them, Figures 3-6Where a is the acceleration of the vibrating object or the acceleration of the seat body, z is the relative displacement between the vibrating object and the support base, or the relative displacement between the seat body and the vehicle body (z increases as positive and decreases as negative); m is the mass of the vibrating object, or the sum of the mass of the seat body and the mass of the driver and passengers; M is the mass of the equipment where the support base is located or the mass of the vehicle body; k is an elastic element or a pneumatic adjustment unit; A is an active actuator or an electromagnetic drive unit. Detailed implementation manners

[0039] The following specific examples illustrate the implementation manners of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, without conflict, the following embodiments and the features in the embodiments can be combined with each other. It should also be understood that the terms used in the embodiments of the present invention are for describing specific implementation manners and are not intended to limit the protection scope of the present invention. The test methods without specific conditions noted in the following embodiments are generally in accordance with conventional conditions or in accordance with the conditions recommended by each manufacturer.

[0040] Please refer to Figures 1 to 7 It should be noted that the structures, ratios, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those skilled in this technology to understand and read, and are not intended to limit the limited conditions under which the present invention can be implemented. Therefore, they do not have technical essential significance. Any modification of the structure, change of the proportional relationship, or adjustment of the size, without affecting the effects that the present invention can produce and the purposes that can be achieved, should still fall within the scope covered by the technical content disclosed in the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle", and "one" used in this specification are only for the convenience of clear description and are not intended to limit the scope under which the present invention can be implemented. The change or adjustment of their relative relationships, without substantial change in the technical content, should also be regarded as the scope under which the present invention can be implemented.

[0041] When the embodiments give a numerical range, it should be understood that unless otherwise specified in the present invention, any value at both ends of each numerical range and any value between the two ends can be selected. Unless otherwise defined, all technical and scientific terms used in the present invention, based on the understanding of those skilled in the art of the prior art and the description of the present invention, can also use any methods, devices, and materials similar to or equivalent to the methods, devices, and materials described in the embodiments of the present invention to implement the present invention.

[0042] The present invention relates to a vibration damping device, aiming to solve the technical problems of complex structure, high energy consumption, poor integration and insufficient dynamic response of traditional vehicle seat vibration damping devices. Traditional seats mostly rely on rigid connections or semi-active control, making it difficult to achieve real-time dynamic adjustment and having poor coordination with the vehicle system, resulting in limited vibration damping effect. The present invention uses pneumatic and electromagnetic cooperation for vibration damping, achieving full active adjustment while simplifying the structure, and significantly improving the vibration damping effect and riding comfort.

[0043] Please refer to Figures 1-7 , the present invention provides a vibration damping device, including a pneumatic adjustment unit 10, an electromagnetic drive unit 20, a sensing unit 30 and a controller;

[0044] The pneumatic adjustment unit 10 includes an adjustable air chamber 11 and a gas source interface 12 communicated with the adjustable air chamber 11. The adjustable air chamber 11 includes a first component 111 and a second component 112 moving relatively in a first direction; the first component 111 and the second component 112 are respectively used for connecting different ones of the vibration damping object 40 and the support base 50;

[0045] The first direction is the direction of the line connecting the vibration damping object 40 and the support base 50. The adjustable air chamber 11 of the pneumatic adjustment unit 10 is connected to the vehicle air source, an independent air pump, a high-pressure gas storage tank, or other air sources that meet the usage requirements through the air source interface 12. The inside of the adjustable air chamber 11 is filled with nitrogen, argon, helium, or a mixed inert gas thereof, and its stiffness is dynamically adjusted by changing the gas volume. The specific form of the air source interface 12 includes but is not limited to quick-disconnect connectors, flange connections, threaded connections, and ferrule-type sealed joints. The air source interface 12 is generally controlled to open and close or adjust the opening size by an electromagnetic valve. The air chamber structure of the adjustable air chamber 11 can be designed as a single-chamber type, a multi-chamber parallel type, a divided-chamber type, or a nested type. The air chamber wall material can be selected from high-strength aluminum alloy, titanium alloy, stainless steel, carbon fiber composite material, or engineering plastic, and the airtightness is ensured by an O-ring seal, rubber vulcanization seal, or bonding process, and it is necessary to ensure that the moving parts can move normally. The connection method between the pneumatic adjustment unit 10 and the vibration damping object 40 or the support base 50 includes but is not limited to bolt fastening, snap locking, hinge connection and fixation, or integral casting. The first component 111 and the second component 112 are generally arranged along the same axial direction. The first component 111 can be one end of the adjustable air chamber 11, and the second component 112 is the other end of the adjustable air chamber, that is, the first component 111 and the second component 112 can be respectively the two ends of the integral-structured adjustable air chamber 11; or the first component 111 is one of the outer cylinder and the guide post, and the second component 112 is the other of the outer cylinder and the guide post. The guide post is axially slidably arranged relative to the inner wall of the outer cylinder, and a sealed space of the adjustable air chamber 11 is formed between the outer cylinder and the guide post through a sealing structure. The sealing structure moves with the outer cylinder or the guide post to form a dynamic seal; or the first component 111 is one of the outer cylinder and the inner sleeve, and the second component 112 is the other of the outer cylinder and the inner sleeve; the inner cylinder is axially slidably arranged relative to the inner wall of the outer cylinder, and a sealed space of the adjustable air chamber 11 is formed between the outer cylinder and the inner sleeve. The first component 111 and the second component 112 change the effective length of the adjustable air chamber 11 through axial relative displacement. The first component 111 is used to connect one of the vibration damping object 40 and the support base 50, and the second component 112 is used to connect the other of the vibration damping object 40 and the support base 50. Generally, one pneumatic adjustment unit 10 and one electromagnetic drive unit 20 are provided. It should be understood that multiple units can also be extended. When the vibration damping object 40 is subjected to an external force, the first component 111 (such as the outer cylinder) and the second component 112 (such as the guide post) generate a relative displacement along the first direction, and this displacement directly changes the volume of the adjustable air chamber 11, forming a gas compression / expansion reaction force corresponding to the vibration energy.

[0046] The electromagnetic drive unit 20 includes a first electromagnetic component 21 and a second electromagnetic component 22 that move relative to each other in a first direction; the first electromagnetic component 21 and the second electromagnetic component 22 are respectively disposed on different ones of the vibration damping object 40, the support base 50, the first component 111, and the second component 112, and these two different ones can move relative to each other in the first direction.

[0047] In the electromagnetic drive unit 20, for example, when the first electromagnetic component 21 is a permanent magnet array and the second electromagnetic component 22 is a mover wound with a coil; or when the first electromagnetic component 21 is an iron core coil and the second electromagnetic component 22 is a movable armature; the magnetic fields are coaxially arranged to ensure that the direction of the Lorentz force is collinear with the vibration direction, and by changing the direction of the current, an effective electromagnetic reaction force is formed. The first electromagnetic component 21 and the second electromagnetic component 22 are respectively disposed on different ones of the vibration damping object 40, the support base 50, the first component 111, and the second component 112; and these two different ones can move relative to each other in the first direction; that is, the first electromagnetic component 21 is disposed on one of the first component 111, the second component 112, the vibration damping object 40, or the support base 50; the second electromagnetic component 22 is disposed on another one of the first component 111, the second component 112, the vibration damping object 40, or the support base 50; wherein, the first electromagnetic component 21 and the second electromagnetic component 22 must be located on components that can move relative to each other, and the magnetic field directions of the first electromagnetic component 21 and the second electromagnetic component 22 are coaxially arranged to generate relative movement through electromagnetic force. For example, if the first component 111 is connected to the vibration damping object 40 and the second component 112 is connected to the support base 50, and the first electromagnetic component 21 is disposed on the first component 111, then the second electromagnetic component 22 cannot be disposed on the vibration damping object 40, or if the first electromagnetic component 21 is disposed on the second component 112, then the second electromagnetic component 22 cannot be disposed on the support base 50, because the second component 112 and the support base 50 cannot move relative to each other in the first direction.

[0048] The sensing unit 30 includes a vibration detection unit 31 for detecting the vibration of the vibration reduction object 40 and a displacement detection unit 32 for detecting the relative displacement between the vibration reduction object 40 and the support base 50; the vibration detection unit 31 includes at least one of an acceleration sensor, a velocity sensor, and a displacement sensor. It should be understood that after the vibration detection unit 31 detects the corresponding data using the velocity sensor or the displacement sensor, it needs to be calculated and converted into acceleration data to obtain the corresponding vibration data. If a displacement sensor is used, the displacement sensor is generally suitable for vibration scenarios with low amplitude and large displacement. The displacement detection unit 32 includes at least one of a linear displacement sensor, a laser ranging sensor, or a capacitive displacement sensor. The displacement detection unit 32 can be either contact or non-contact. The polarity of the vibration signal represents the vibration direction vector, and the displacement signal amplitude reflects the vibration energy intensity, which is positively correlated with the air chamber volume adjustment amount.

[0049] The controller is electrically connected to the gas source interface 12, the electromagnetic drive unit 20 and the sensing unit 30 respectively, wherein the controller is electrically connected to the electromagnetic valve of the gas source interface 12; the connection is made by wired or wireless means; the controller hardware can be integrated into the vehicle suspension control domain controller, the independent seat control module, the vehicle-mounted central computing unit or the cloud collaborative control platform or the control module provided by other devices. For example, the hardware circuit of the controller includes a signal conditioning module, a main control chip, a drive circuit and a communication interface. The signal conditioning module converts the analog signals of the acceleration and displacement sensors into digital signals and inputs them into the main control chip through the amplification and filtering circuits; the main control chip is connected to the drive circuit through the SPI or I2C interface, and the drive circuit uses an H-bridge topology to control the current direction and amplitude of the electromagnetic coil; the communication interface interacts with the vehicle gas source valve and the suspension system through the CAN or Ethernet protocol to realize the coordinated control of the air chamber volume adjustment and the electromagnetic force, and each module is connected through the printed circuit board wiring to form a closed-loop control architecture.

[0050] The controller is configured to adjust the gas volume of the pneumatic adjustment unit 10 according to the signal amplitude of the displacement detection unit 32; for example, the signal processing module of the controller converts the sensor signal into a control command. When the displacement amplitude exceeds the threshold, it controls the opening degree of the solenoid valve at the gas source interface 12, changes the system stiffness by increasing or decreasing the gas mass, or dynamically adjusts the air chamber volume using a PID algorithm to make the system resonance frequency deviate from the excitation frequency; alternatively, the signal processing module of the controller converts the sensor signal into a control command. For example, when the vibration detection unit 31 detects an upward acceleration, the controller switches the current direction of the electromagnetic drive unit 20 to generate a reverse electromagnetic force. The controller changes the current direction of the electromagnetic drive unit 20 according to the signal polarity of the vibration detection unit 31 to generate an electromagnetic force opposite to the vibration direction through the relative movement of the first electromagnetic component 21 and the second electromagnetic component 22. For example, the current direction control strategy is to switch the output polarity of the H-bridge circuit according to the vibration signal phase, or to make the electromagnetic force vector always opposite to the vibration velocity vector by reversing the magnetic field direction to achieve active damping. For example, the displacement detection unit 32 monitors the relative displacement between the vibration damping object 40 and the support base 50 in real time, and its signal amplitude triggers the controller to adjust the gas volume of the pneumatic adjustment unit 10, and dynamically adjusts the system stiffness by changing the effective volume of the air chamber, so as to form a stiffness adaptive suppression of low-frequency large-amplitude vibration; at the same time, the vibration direction signal captured by the vibration detection unit 31 drives the controller to switch the current direction of the electromagnetic drive unit 20, so that the coaxially arranged electromagnetic components generate an active damping force opposite to the vibration phase, and precisely cancel the high-frequency small-amplitude vibration; for example, when the vehicle passes through a continuous undulating road surface, the pneumatic adjustment unit 10 buffers the low-frequency impact through volume change, and the electromagnetic drive unit 20 suppresses the high-frequency after-oscillation through the reverse force; in the scenarios of sharp turns or lane changes, the electromagnetic force actively cancels the lateral inertial force, and the pneumatic adjustment unit 10 maintains the longitudinal support stiffness balance. Through the above-mentioned cooperative working mechanism of pneumatic adjustment and electromagnetic drive, energy dissipation is achieved by adjusting the stiffness in the low-frequency band, and vibration cancellation is achieved by active damping in the high-frequency band, and finally an efficient attenuation of the vibration energy in the full frequency domain is achieved.

[0051] The vibration damping device in this case adaptively adjusts the stiffness through the pneumatic adjustment unit 10 and actively cancels in real time through the electromagnetic drive unit 20. It absorbs energy through the expansion of the air chamber volume in the low-frequency and large-displacement scenario, and quickly cancels the disturbance through the electromagnetic force in the high-frequency and micro-amplitude vibration. The collaborative control of pneumatic and electromagnetic significantly reduces the overall energy consumption. For example, the pneumatic adjustment unit 10 only needs to maintain the air pressure balance during static support, and the electromagnetic drive unit 20 only works briefly during dynamic vibration. Structurally, the mechanical components are simplified by sharing the guide column and the outer cylinder, reducing the number of parts and the assembly complexity. At the same time, the modular design supports quick adaptation to different vehicle models. For example, a compact coaxial nested structure is adopted in cars, and a split layout is adopted in construction machinery to enhance the impact resistance. Thus, while improving the vibration damping efficiency, the vibration damping device takes into account cost control and system maintainability.

[0052] In this case, by combining the air spring part with the outer cylinder and the guide column part, the electromagnetic drive unit 20 replaces the traditional shock absorber, enabling the active suspension to not require dampers (such as multiple damping valves), greatly simplifying the structure. Compared with the prior art, the full active control of the chassis and the full active control of the seat in this case have lower costs and significantly reduced energy consumption. The vibration damping device in this case has a simple structure, low cost and is easy to mass-produce and apply. The controller in this case can be integrated into the suspension control domain and can be well integrated with the intelligent suspension system. Due to the simplified structure and lightweight of the vibration damping device in this case, it can be flexibly configured according to requirements in the vehicle system, and one or more seats can be configured, suitable for a variety of scenarios.

[0053] Please refer to Figure 1 , as an optional embodiment of this case, the pneumatic adjustment unit 10 and the electromagnetic drive unit 20 are arranged along the same axis; or the pneumatic adjustment unit 10 and the electromagnetic drive unit 20 are respectively and independently connected between the vibration damping object 40 and the support base 50.

[0054] It should be noted that the layout relationship between the pneumatic adjustment unit 10 and the electromagnetic drive unit 20 includes two implementation modes: one is to be arranged along the same axis. For example, the outer cylinder of the pneumatic adjustment unit 10 and the electromagnetic drive unit 20 installed on the guide post adopt a coaxial nested structure. The inner wall of the outer cylinder and the outer surface of the guide post move axially relative to each other. The air chamber of the pneumatic adjustment unit 10 is arranged around the guide post. The annular coil of the electromagnetic drive unit 20 is fixed to the inner wall of the outer cylinder, and the permanent magnet array is arranged along the axial direction of the guide post. The other is that the pneumatic adjustment unit 10 and the electromagnetic drive unit 20 are respectively and independently connected between the vibration damping object 40 and the support base 50. For example, the pneumatic adjustment unit 10 is installed between the seat frame and the vehicle body floor through a hinge mechanism. The electromagnetic drive unit 20 is arranged parallel to the side of the pneumatic adjustment unit 10 through a slide rail assembly. The two are respectively connected to the vibration damping object 40 and the support base 50 through snap locking parts and elastic bushings, so as to provide a diversified layout mode for the pneumatic adjustment unit 10 and the electromagnetic drive unit 20.

[0055] Please refer to Figure 1 , as an optional embodiment of this case, the first electromagnetic component 21 is a magnetic field generating component, and the second electromagnetic component 22 is a driven component.

[0056] It should be noted that the first electromagnetic component 21, as a magnetic field generating component, for example, a ring-shaped electromagnetic coil group fixed to the connecting plate on the support base 50, and its winding method is multi-layer segmented winding; or a flat printed circuit board (PCB) coil embedded in the inner wall of the outer cylinder of the pneumatic adjustment unit 10, and insulation protection is achieved through epoxy resin potting; or a permanent magnet array integrated on the side of the seat frame of the vibration damping object 40, and the neodymium iron boron magnets are magnetized according to the Halbach array arrangement. The second electromagnetic component 22, as a driven component, for example, a radially magnetized permanent magnet ring fixed to the outer surface of the guide post, is connected to the guide post through interference fit; or a mover iron core installed at the bottom of the outer cylinder of the pneumatic adjustment unit 10, with ferrite magnetic sheets surface-mounted, and there are various ways to achieve it.

[0057] Please refer to Figure 1 , as an optional embodiment of this case, the magnetic field generating component is arranged around the driven component, and the driven component is axially movably arranged within the magnetic field action range of the magnetic field generating component, so as to realize the adjustment function of the electromagnetic drive unit 20.

[0058] Please refer to Figure 1 , as an optional embodiment of this case, the vibration detection unit 31 is arranged on the vibration damping object 40 or a component directly connected to the vibration damping object 40;

[0059] The displacement detection unit 32 is arranged between two components that move relatively between the vibration damping object 40 and the support base 50 to detect the relative displacement amount between the vibration damping object 40 and the support base 50.

[0060] It should be noted that in the existing vibration damping devices, the selection of the sensor installation position directly affects the accuracy of vibration and displacement detection and the structural complexity of the device. In the traditional solution, the vibration sensor is often set on the non-direct vibration transmission path, which may cause signal attenuation or delay and is difficult to accurately reflect the true vibration state of the vibration damping object 40; due to improper installation position, the displacement sensor may introduce mechanical structure interference or measurement error. Especially when the pneumatic and electromagnetic drive units 20 work together, the motion relationship of multiple components is complex, and the existing layout is difficult to balance the detection accuracy and structural compactness. To solve the above problems, in this solution, by optimizing the sensor layout, the vibration detection unit 31 is directly set on the vibration damping object 40 or its rigidly connected (welded, integrally formed or fixed by high-rigidity bolts) components to ensure high-fidelity acquisition of vibration signals. For example, the acceleration sensor is embedded in the bottom frame of the seat body, or fixed to the bracket rigidly connected to the vibration damping object 40 by bolts. Or when the first component 111 of the pneumatic adjustment unit 10 is connected to the vibration damping object 40, the vibration detection unit 31 can be set on the first component 111; when the second component 112 of the pneumatic adjustment unit 10 is set on the vibration damping object 40, the vibration detection unit 31 can be set on the second component 112, so as to reduce or eliminate the interference of the indirect transmission path; the displacement detection unit 32 is set between two components that move relatively between the vibration damping object 40 and the support base 50. For example, a linear displacement sensor is installed between the outer cylinder and the guide column of the pneumatic adjustment unit 10, or a laser range finder is set between the mover and the stator of the electromagnetic drive unit 20 to directly capture the relative displacement amount between the two, avoiding measurement errors introduced by the deformation of intermediate components or assembly gaps. This layout ensures that the detection data truly reflects the dynamic characteristics of the vibration damping object 40 through physical space isolation and signal direct acquisition mechanism. By reasonably setting the positions of the vibration detection unit 31 and the displacement detection unit 32, the detection accuracy and reliability of the vibration damping device are significantly improved; the direct installation of the vibration detection unit 31 eliminates the energy loss and phase delay in the signal transmission path, enabling the controller to quickly respond to high-frequency vibrations; the targeted layout of the displacement detection unit 32 avoids measurement distortion caused by the relative or staggered movement of multiple components, ensures accurate feedback of low-frequency displacement, simplifies the integration method of the sensor and the mechanical structure, reduces additional connectors and adjustment mechanisms, and reduces the manufacturing cost and failure rate, especially suitable for scenarios with strict requirements for space utilization and long-term stability such as vehicles and industrial equipment.

[0061] Please refer to Figure 1 , as an optional embodiment of this case, the air source interface 12 is connected to the air source through an electromagnetic valve, and the opening degree of the electromagnetic valve is controlled by the controller; wherein, the air source is provided by the equipment where the support base 50 is located or an independent air source.

[0062] It should be noted that the independent air source is an on-vehicle high-pressure gas storage tank or an external electric air pump. The air source interface 12 is connected to the air source through a solenoid valve. The opening degree of the solenoid valve is dynamically adjusted by the controller to achieve precise control of the gas volume in the air chamber. The solenoid valve can be a proportional or high-speed switch type solenoid valve (such as a PWM control type), and the opening degree of its valve core is linearly related to the current signal output by the controller, and the opening degree adjustment resolution can reach 0.1%-100%. The air source interface 12 is designed as a modular structure and supports multiple connection forms: if the air source is provided by the device (such as a vehicle) where the support base 50 is located, the interface is connected to the vehicle's air circuit (such as the air suspension gas storage tank) through a quick-release connector or a flange; if an independent air source (such as an on-vehicle gas cylinder or an external air pump) is used, the interface is fixed through a ferrule-type sealed joint or a threaded connection method. The controller calculates the target gas volume in real time according to the displacement amplitude feedback by the displacement sensor (such as the relative displacement between the seat and the vehicle body exceeds 10 mm), and outputs a PWM signal with a corresponding duty cycle to the solenoid valve drive circuit to dynamically adjust the opening degree of the valve core, so as to precisely control the inflow / outflow volume of the gas in the air chamber. For example, when low-frequency large-displacement vibration is detected, the controller increases the opening degree of the solenoid valve to fill more nitrogen into the air chamber to increase the stiffness; when the vibration weakens, the opening degree is reduced to maintain the air pressure balance.

[0063] Please refer to Figure 1 Or 2, as an alternative embodiment of this case, one end of the shock absorber device is provided with an upper connecting plate 113, and the other end is provided with a lower connecting plate or a support base 50; the upper connecting plate 113 is connected to the shock-absorbing object 40 through an upper connecting fastener 114, and the support base 50 is connected to the vehicle chassis or the equipment base through a lower fastener 51. It should be understood that the upper connecting plate 113 can be integrally formed with the shock-absorbing object 40, and the support base 50 can be integrally formed with the equipment base or the vehicle chassis.

[0064] Please refer to Figure 1 Or 2, as an alternative embodiment of this case, a protective cover 23 is provided outside the electromagnetic drive unit 20 to protect the internal components of the electromagnetic drive unit 20.

[0065] Please refer to Figure 2 , The present invention provides a device, including the shock absorber device, the device body and the device base described above. The shock-absorbing object 40 is the device body, and the support base 50 is the device base.

[0066] It should be noted that the device can be a vehicle seat, industrial equipment, precision instrument, medical equipment, etc. For example, the damping device is installed between the seat body of the vehicle seat and the equipment base. The equipment base can be a seat base or a vehicle chassis. Through the coordinated work of the pneumatic adjustment unit 10 and the electromagnetic drive unit 20, the road bumps and vibrations during vehicle driving are monitored and offset in real time, improving the riding comfort and reducing the fatigue of the driver and passengers. The damping device is installed between the industrial equipment body and the equipment base. Industrial equipment such as machine tools and printing presses are mechanical equipment that generates vibrations during operation. It can effectively isolate and absorb the vibrations generated during equipment operation, reduce the impact of vibrations on equipment performance and the surrounding environment, and improve the processing accuracy and operation stability of the equipment. The damping device installed in the precision instrument can actively offset the vibration interference in the external environment through relatively precise control and adjustment, creating a relatively stable operating environment for the precision instrument and ensuring the measurement accuracy and reliability of the instrument.

[0067] Please refer to Figure 2 , the present invention provides a vehicle, including the above-mentioned device. The air source interface 12 of the damping device is connected to the vehicle air storage tank through a flexible pipeline. The damping object 40 is the seat body, and the support base 50 is the seat base or the vehicle chassis. The air supply is connected through the vehicle air storage tank, thereby improving the integration of the system.

[0068] Please refer to Figures 2-6 , the present invention provides a damping method, including the following steps:

[0069] The vibration signal of the damping object 40 is obtained in real time through the vibration detection unit 31, and the relative displacement signal between the damping object 40 and the support base 50 is obtained in real time through the displacement detection unit 32;

[0070] According to the polarity direction of the vibration signal, the current flow direction in the electromagnetic drive unit 20 is adjusted so that the electromagnetic drive unit 20 generates an electromagnetic force opposite to the vibration direction;

[0071] According to the amplitude of the relative displacement signal, the gas capacity of the pneumatic adjustment unit 10 is adjusted to change the support stiffness of the damping object 40;

[0072] The controller coordinates the adjustment ratio of the electromagnetic force and the support stiffness to suppress the vibration amplitude of the damping object 40.

[0073] It should be noted that the process of the controller adjusting the electromagnetic force and the support stiffness is as follows:

[0074] Signal acquisition and processing: The controller obtains the vibration signal of the vibration damping object 40 in real time through the vibration detection unit 31, and obtains the relative displacement signal between the vibration damping object 40 and the support base 50 in real time through the displacement detection unit 32. The vibration signal reflects information such as the dynamic impact and vibration frequency received by the vibration damping object 40, and its polarity represents the vibration direction vector; the relative displacement signal reflects the position change of the vibration damping object 40 during the vibration process, and its amplitude reflects the vibration energy intensity. The controller performs preprocessing such as amplification and filtering on these signals and converts them into digital signals suitable for subsequent processing.

[0075] Electromagnetic force adjustment: According to the polarity direction of the vibration signal, the controller adjusts the current flow direction in the electromagnetic drive unit 20 to make the electromagnetic drive unit 20 generate an electromagnetic force opposite to the vibration direction. For example, when the vibration detection unit 31 detects an upward acceleration, the controller switches the current direction of the electromagnetic drive unit 20, so that the electromagnetic component generates a downward electromagnetic force to offset the upward impact force caused by the vibration, thereby effectively reducing the vibration amplitude of the vibration damping object 40 and improving the ride smoothness and comfort. In specific implementation, the controller controls the current direction and amplitude of the electromagnetic coil through the drive circuit with an H-bridge topology, switches the output polarity of the H-bridge circuit according to the vibration signal phase, or reverses the magnetic field direction to make the electromagnetic force vector always opposite to the vibration velocity vector to achieve active damping.

[0076] Support stiffness adjustment: Based on the amplitude of the relative displacement signal, the controller adjusts the gas volume of the pneumatic adjustment unit 10 to change the support stiffness of the vibration damping object 40. When the relative displacement is large, it indicates that the vibration damping object 40 has received a large impact or vibration. At this time, the controller controls the solenoid valve opening of the gas source interface 12, changes the system stiffness by increasing or decreasing the gas mass, increases the gas volume to increase the support stiffness, and enhances the anti-impact ability of the system; when the relative displacement is small, the gas volume is reduced to lower the system stiffness to adapt to a smaller vibration situation, realizing the adaptive adjustment of the stiffness.

[0077] Comprehensive Coordination Control: The controller combines the vibration signal and the relative displacement signal with the magnitude relationship of their corresponding thresholds, and controls the working states of the electromagnetic drive unit 20 and the pneumatic adjustment unit 10 according to the preset control algorithm or control logic to achieve the best cooperation between the electromagnetic force and the support stiffness. The controller dynamically distributes the action weights of the pneumatic and electromagnetic drive units 20 according to the vibration frequency, displacement amplitude and energy distribution. For example, in the low-frequency band (such as 0 - 5 Hz), the stiffness adjustment of the pneumatic adjustment unit 10 is mainly carried out; in the high-frequency band (such as 5 - 50 Hz), the cancellation of the electromagnetic force is mainly carried out. In specific implementation, the controller has a built-in priority strategy: when the vibration amplitude exceeds the first threshold (such as acceleration ≥ 0.5g), the electromagnetic force is preferentially increased; when the displacement amplitude exceeds the second threshold (such as relative displacement ≥ 15 mm), the pneumatic stiffness is preferentially adjusted. In addition, the controller interacts with the vehicle system (such as the suspension control module) through the CAN bus to obtain the road preview information and adjust the control parameters in advance.

[0078] Please refer to Figures 2-6 , as an optional embodiment of this case, in the step of suppressing the vibration amplitude of the vibration damping object 40 by the controller coordinating the adjustment ratio of the electromagnetic force and the support stiffness, the controller performs the following steps,

[0079] When the vibration amplitude reaches or exceeds the first threshold, increase the current amplitude of the electromagnetic drive unit 20 to enhance the electromagnetic force; based on the electromagnetic principle, increase the electromagnetic force generated by the electromagnetic component by increasing the current amplitude, so as to more effectively offset the impact brought by the external vibration. For example, when the vehicle encounters large road bumps or impacts during driving, the vibration amplitude detected by the vibration detection unit 31 exceeds the preset first threshold. At this time, the controller responds quickly and increases the current amplitude of the electromagnetic drive unit 20, so that the electromagnetic component generates a stronger electromagnetic force, which is opposite to the vibration direction, so as to greatly reduce the vibration amplitude of the vibration damping object 40 and improve the ride smoothness and comfort. In specific implementation, the controller controls the current magnitude and direction of the electromagnetic coil through the drive circuit with the H-bridge topology, and adjusts the current amplitude more accurately according to the intensity and phase of the vibration signal to ensure that the electromagnetic force can effectively offset the vibration energy.

[0080] When the relative displacement reaches or exceeds the second threshold and the vibration amplitude is lower than or equal to the first threshold, increase the gas volume of the pneumatic adjustment unit 10 to enhance the support stiffness; the relative displacement reflects the position change between the vibration damping object 40 and the support base 50. When it exceeds the second threshold, it indicates that the vibration damping object 40 has received a large displacement impact. At this time, it is necessary to increase the gas volume to enhance the support stiffness of the system and the anti-impact ability. For example, when the vehicle brakes or accelerates emergently, the relative displacement between the seat and the vehicle body may be large. Although the vibration amplitude does not exceed the first threshold, in order to ensure the riding stability, the controller controls the solenoid valve opening degree of the air source interface 12 to fill more gas into the pneumatic adjustment unit 10, increasing the air chamber volume, thereby enhancing the support stiffness and ensuring that the seat can stably support the driver and passengers, avoiding the discomfort caused by excessive displacement. In specific implementation, the air source interface 12 is connected to the vehicle air source, an independent air pump or a high-pressure gas storage tank through a solenoid valve. The controller accurately controls the solenoid valve opening degree and the ventilation time according to the signal amplitude of the displacement detection unit 32 to achieve the dynamic adjustment of the gas volume.

[0081] When the vibration amplitude is lower than or equal to the first threshold and the relative displacement is lower than or equal to the second threshold, maintain the current gas volume and the current direction. When both the vibration and the displacement are within a small range, the vibration damping system maintains the current working state without additional adjustment to maintain the stability and energy conservation of the system. For example, when the vehicle is driving at a constant speed on a relatively flat road surface, both the vibration amplitude and the relative displacement are small. At this time, the controller determines that no adjustment is needed and keeps the current direction of the electromagnetic drive unit 20 and the gas volume of the pneumatic adjustment unit 10 unchanged, enabling the vibration damping system to operate stably in a low-energy consumption state while ensuring that the riding comfort is not affected. The setting of the threshold may vary for different vehicle types, usage scenarios, and the comfort requirements of the driver and passengers. For example, through methods such as experimental data statistical analysis, vehicle dynamics simulation calculation, or by combining specific usage scenarios and comfort standards to set the threshold range. By reasonably determining the vibration amplitude and relative displacement thresholds, the vibration damping system can accurately judge whether it is necessary to adjust the electromagnetic force and support stiffness under different working conditions, thereby achieving precise control of the seat vibration. This can effectively reduce the vibration felt by the driver and passengers, enhancing the riding comfort and stability, especially when facing complex road conditions and different driving conditions, ensuring that the people in the vehicle are always in a relatively comfortable riding state.

[0082] Such as Figures 2-6As shown in the figure, when the vibration damping device of this case is applied to a vehicle seat, the device protected in this case is the vehicle seat at this time. The sensing unit 30 is, for example, an acceleration sensor and a displacement sensor. Among them, the acceleration sensor monitors the vibration information received by the seat body and the occupant. The direction of the acceleration determines the direction of the control force. The displacement sensor monitors the relative displacement state between the seat body and the vehicle body. The magnitude of the displacement determines the magnitude of the control current. The sensing unit 30 transmits the vibration and relative displacement information to the controller. After comprehensive decision-making, the controller controls the magnitude and direction of the current in the electromagnetic coil, changes the magnitude and direction of the electromagnetic force between the permanent magnet and the outer cylinder, and drives the outer cylinder in the execution system to slide relatively along the guide column, thereby improving the riding comfort.

[0083] As shown in Table 1 below, there are four forms of the adjustment scheme of the present invention. Among them, according to the direction of the seat acceleration a, the direction of applying force to the seat is judged, and the forward and reverse loading directions of the current are determined; according to the magnitude of the relative displacement z between the seat and the vehicle body, the magnitude of the current loading is judged. The specific method is shown in Table 1.

[0084]

[0085] Table 1 Control Status Table

[0086] In summary, the present invention effectively overcomes some practical problems in the prior art and thus has high utilization value and practical significance.

[0087] The above embodiments are only illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or changes completed by those with ordinary knowledge in the technical field without departing from the spirit and technical idea disclosed by the present invention should still be covered by the claims of the present invention.

Claims

1. A vibration reduction device, characterized in that: include: A pneumatic adjustment unit, comprising an adjustable air chamber and an air source interface connected to the adjustable air chamber, wherein the adjustable air chamber comprises a first component and a second component that can move relative to each other along a first direction; the first component and the second component are respectively used to connect different ones of a vibration reduction object and a support base; The electromagnetic drive unit comprises a first electromagnetic component and a second electromagnetic component that move relative to each other along a first direction; the first electromagnetic component and the second electromagnetic component are respectively arranged on different ones of a vibration reduction object, a support base, a first component and a second component; and the two different ones can move relative to each other along the first direction; A sensing unit, comprising a vibration detection unit for detecting vibration of the vibration reduction object and a displacement detection unit for detecting relative displacement between the vibration reduction object and the supporting base; A controller is connected to the gas source interface, the electromagnetic drive unit and the sensing unit respectively; the controller is configured as follows: The gas capacity of the pneumatic adjustment unit is adjusted according to the signal amplitude of the displacement detection unit; the current direction of the electromagnetic drive unit is changed according to the signal polarity of the vibration detection unit, and the electromagnetic drive unit generates an electromagnetic force opposite to the vibration direction through the relative movement of the first electromagnetic component and the second electromagnetic component.

2. The vibration reduction device according to claim 1, characterized in that: The vibration detection unit includes at least one of an acceleration sensor, a velocity sensor, and a displacement sensor; the displacement detection unit includes at least one of a linear displacement sensor, a laser ranging sensor, or a capacitive displacement sensor; The first electromagnetic component is one of a magnetic field generating component and a driven component, and the second electromagnetic component is the other of the magnetic field generating component and the driven component.

3. The vibration reduction device according to claim 1, characterized in that: The pneumatic adjustment unit and the electromagnetic drive unit are arranged along the same axis; or the pneumatic adjustment unit and the electromagnetic drive unit are independently connected between the vibration reduction object and the support base.

4. The vibration reduction device according to claim 1, characterized in that: The first component is one of the outer cylinder and the guide column, and the second component is the other of the outer cylinder and the guide column; The guide column and the inner wall of the outer tube are axially relatively slidably arranged, and a sealed space of the adjustable air chamber is formed between the outer tube and the guide column through a sealing structure.

5. The vibration reduction device according to claim 1, characterized in that: The vibration detection unit is arranged on the vibration reduction object or a component directly connected to the vibration reduction object; The displacement detection unit is disposed between two components that move relatively between the vibration reduction object and the support base to detect the relative displacement between the vibration reduction object and the support base.

6. The vibration reduction device according to claim 1, characterized in that: The gas source interface is connected to the gas source via a solenoid valve, and the opening of the solenoid valve is controlled by a controller; The gas source is provided by the equipment where the support base is located or by an independent gas source.

7. A device, characterized in that: It comprises the vibration reduction device as described in any one of claims 1 to 6, a device body and a device base, wherein the vibration reduction object is the device body, and the supporting base is the device base.

8. A vehicle, characterized in that: Including the equipment as claimed in claim 7, the air source interface of the vibration reduction device is connected to the vehicle air tank through a flexible pipeline, the vibration reduction object is the seat body, and the support base is the seat base or the vehicle chassis.

9. A vibration reduction method, characterized in that: The steps include: The vibration signal of the vibration reduction object is obtained in real time by a vibration detection unit, and the relative displacement signal between the vibration reduction object and the support base is obtained in real time by a displacement detection unit; According to the polarity direction of the vibration signal, adjusting the flow direction of the current in the electromagnetic drive unit so that the electromagnetic drive unit generates an electromagnetic force opposite to the vibration direction; According to the amplitude of the relative displacement signal, adjusting the gas capacity of the pneumatic adjustment unit to change the support stiffness of the vibration reduction object; The controller coordinates the adjustment ratio of the electromagnetic force and the support stiffness to suppress the vibration amplitude of the vibration reduction object.

10. The vibration reduction method according to claim 9, characterized in that: In the step of suppressing the vibration amplitude of the vibration reduction object by coordinating the adjustment ratio of the electromagnetic force and the support stiffness through the controller, the controller performs the following steps: When the vibration amplitude reaches or exceeds a first threshold, increasing the current amplitude of the electromagnetic drive unit to enhance the electromagnetic force; When the relative displacement reaches or exceeds the second threshold and the vibration amplitude is lower than or equal to the first threshold, increasing the gas capacity of the pneumatic adjustment unit to improve the support stiffness; When the vibration amplitude is lower than or equal to a first threshold and the relative displacement is lower than or equal to a second threshold, the current gas capacity and current direction are maintained.

Images