Force control clutch device and seat suspension

Abstract

The invention relates to a force control clutch device and a seat suspension frame, and the force control clutch device comprises a mounting frame which is used for being connected with the bottom of a seat body; the weighing sensor comprises a strain block connecting column; the base frame is used for bearing the weighing sensor; the connecting piece comprises a connecting part and limiting parts, the limiting parts are located at the two ends of the connecting part, and the mounting frame, the weighing sensor and the base frame are connected through the connecting piece; the clutch control part comprises a driving part and a piston rod, the driving part is located at the top end of the piston rod, the piston rod is connected with the strain block connecting column, and the driving part is used for driving the piston rod to ascend or descend so as to control the working state of the weighing sensor. The working state of the weighing sensor can be flexibly controlled, the weighing sensor is prevented from being affected by high-frequency vibration, the service life of the weighing sensor is prolonged, and the damping effect of the seat suspension is improved.

Description

Technical Field

[0001] The present application mainly relates to the technical field of seat vibration reduction control, and in particular to a force-controlled clutch device and a seat suspension having the force-controlled clutch device. Background Art

[0002] Vehicle seats, such as car seats, come into direct contact with the human body. Vibrations and shocks generated during travel are transmitted through the seats to the body, reducing passenger comfort and potentially causing bodily harm. Traditional vehicle seats rely on suspension adjustment for vibration reduction. Current seat suspensions typically use fixed or manually adjustable air pressure. Fixed air pressure cannot be adjusted adaptively, while manual adjustment is cumbersome and lacks real-time, precise dynamic adjustment. This lack of effective dynamic adjustment makes it difficult to meet the differentiated comfort needs of passengers of varying weights.

[0003] By installing a weighing sensor on the seat suspension, corresponding seat vibration reduction adjustment solutions can be adopted for passengers of different weights based on the data from the weighing sensor. However, the existing setting method causes the weighing sensor to work continuously to output weighing data. This may cause the weighing sensor to be damaged by high-frequency vibration loads for a long time, affecting the accuracy of the weighing data and resulting in poor seat suspension vibration reduction effect. Summary of the Invention

[0004] The technical problem to be solved by this application is to provide a force-controlled clutch device and a seat suspension, which can flexibly control the working state of the weighing sensor, avoid the weighing sensor from being affected by high-frequency vibration, and improve the service life of the weighing sensor and the vibration reduction effect of the seat suspension.

[0005] The technical solution adopted in this application to solve the above-mentioned technical problems is a force-controlled clutch device, including: a mounting frame for connecting to the bottom of a seat body; a weighing sensor, including a strain block connecting column; a base frame for carrying the weighing sensor; a connecting piece, including a connecting part and a limiting part, the limiting part is located at both ends of the connecting part, and the mounting frame, the weighing sensor and the base frame are connected through the connecting piece; a clutch control part, including a driving part and a piston rod, the driving part is located at the top end of the piston rod, the piston rod is connected to the strain block connecting column, and the driving part is used to drive the piston rod to rise or fall, thereby controlling the working state of the weighing sensor.

[0006] In one embodiment of the present application, when the driving portion drives the piston rod to rise to a first stroke position, the piston rod is separated from the base, a first distance is defined between the limiting portion and the mounting bracket, and an end face of the strain block connecting column contacts the mounting bracket, thereby controlling the weighing sensor to be in a measuring state; or when the driving portion drives the piston rod to descend to a second stroke position, the piston rod contacts the base and lifts the mounting bracket, the limiting portion contacts the mounting bracket, and a second distance is defined between the end face of the strain block connecting column and the mounting bracket, thereby controlling the weighing sensor to be in a non-measuring state, wherein the first distance is equal to the second distance.

[0007] In one embodiment of the present application, when the driving portion drives the piston rod to descend to the second stroke position, the driving portion is in a self-locking state.

[0008] In one embodiment of the present application, the driving unit includes one or any combination of an oil cylinder, a pneumatic cylinder, and an electric cylinder.

[0009] In one embodiment of the present application, a limiting groove is provided on the base frame, and the limiting groove and the bottom end of the piston rod are arranged opposite to each other, and the limiting groove is used to limit the piston rod during the descending process.

[0010] In one embodiment of the present application, the mounting frame is provided with a first inner through hole and a first outer through hole, and the first outer through hole is located on the outside of the first inner through hole; the weighing sensor is provided with a second inner through hole and a second outer through hole, and the second outer through hole is located on the outside of the second inner through hole; the base frame is provided with a third outer through hole, and the third outer through hole is located on the outside of the limiting portion; the connecting portion passes through the first outer through hole, the second outer through hole and the third outer through hole; the piston rod passes through the first inner through hole and the second inner through hole.

[0011] In one embodiment of the present application, there are multiple weighing sensors and multiple clutch control parts, the weighing sensors and the clutch control parts correspond one to one, and the multiple weighing sensors are evenly distributed on the base frame.

[0012] In one embodiment of the present application, the mounting frame is provided with an enclosing portion and a mounting portion that are interconnected, the mounting portion is used to be connected to the bottom of the seat body, the driving portion protrudes outward from the surface of the mounting frame, and the driving portion is located within the projection of the enclosing portion.

[0013] In order to solve the above-mentioned technical problems, the present application also proposes a seat suspension, comprising: a top frame, comprising the force-controlled clutch device as described above, the top frame being used to connect to a seat body; a bottom frame being used to connect to a floor of a vehicle; a motion mechanism being connected to the top frame and the bottom frame respectively, the motion mechanism being provided with an air spring, the motion mechanism being used to drive the top frame to move; a displacement sensor being connected to the top frame, the displacement sensor being used to detect the height of the seat suspension; and a processor being electrically connected to the force-controlled clutch device, the air spring and the displacement sensor respectively, the processor being configured to adjust the air volume of the air spring according to the weighing data of the weighing sensor and the height information of the displacement sensor, so that the object carried by the seat body moves to a preset equilibrium position.

[0014] In one embodiment of the present application, adjusting the air volume of the air spring according to the weighing data of the weighing sensor and the height information of the displacement sensor includes:

[0015] In response to a subject sitting on the seat body, the initial air pressure value of the air spring is calculated using the following formula:

[0016] F=M·g=P s0 ·A s

[0017] Wherein, F represents the weighing data; M represents the sprung mass; g represents the acceleration due to gravity; P s0 Indicates the initial air pressure value of the air spring; A s Represents the effective action area of ​​the air spring;

[0018] The air volume of the air spring is adjusted according to an initial air pressure value of the air spring and a deviation between a current height of the seat suspension and a preset equilibrium position.

[0019] In one embodiment of the present application, a magnetorheological damper is further provided on the motion mechanism, and the magnetorheological damper is electrically connected to the processor; the processor is further configured to: calculate the friction coefficient based on the sprung mass in response to the vehicle being in a driving state; calculate the friction force based on the friction coefficient and the dynamic balance equation; calculate the magnetorheological desired damping force based on the friction force and the damping force of the magnetorheological damper; and control the movement of the magnetorheological damper based on the magnetorheological desired damping force.

[0020] In one embodiment of the present application, the seat suspension further includes an air pressure sensor connected to the air spring and the processor, respectively, and the air pressure sensor is used to output the air pressure value of the air spring; the friction coefficient is calculated using the following formula:

[0021]

[0022] Among them, K f represents the friction coefficient; P s represents the air pressure value of the air spring; U0 represents the initial damping force of the magnetorheological damper; Δx represents the relative displacement between the sprung mass and the unsprung mass; x s represents the displacement of the sprung mass; x u represents the displacement of the unsprung mass; represents the relative velocity between the sprung mass and the unsprung mass; represents the velocity of the sprung mass; represents the velocity of the unsprung mass; represents the acceleration of the sprung mass.

[0023] In one embodiment of the present application, the friction force is calculated using the following dynamic balance equation:

[0024]

[0025] Among them, F f represents the friction force; K f represents the friction coefficient; Δx represents the relative displacement between the sprung mass and the unsprung mass; represents the relative velocity between the sprung mass and the unsprung mass.

[0026] In one embodiment of the present application, the magnetorheological expected damping force is calculated using the following formula:

[0027]

[0028] Among them, F f represents the friction force; f MRD represents the magnetorheological damping force; B represents the magnetorheological damping coefficient; f(I max ) represents the maximum damping force of the magnetorheological damper; I max represents the maximum current of the magnetorheological damper; f(·) represents the conversion function between current and damping force; represents the velocity of the sprung mass.

[0029] The technical solution of the present application controls the lifting and lowering motion of the piston rod through a clutch control unit, thereby achieving flexible switching of the working state of the weighing sensor; when the driving unit drives the piston rod upward, the weighing sensor enters a measuring state; when the driving unit drives the piston rod downward, the weighing sensor enters a non-measuring state. The present application mechanically adjusts the working state of the weighing sensor, which not only ensures the accuracy of weighing measurement, but also protects the weighing sensor from long-term high-frequency vibration loads in non-measuring conditions, thereby increasing the life of the weighing sensor and the vibration reduction effect of the seat suspension. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to make the above-mentioned objects, features and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings, wherein:

[0031] Figure 1 is a schematic diagram of a force-controlled clutch device according to an embodiment of the present application;

[0032] Figure 2 This is an exploded view of a force-controlled clutch device according to an embodiment of the present application;

[0033] Figure 3 is a schematic diagram of a base frame in one embodiment of the present application;

[0034] Figure 4 This is a cross-sectional view of a piston rod of a force-controlled clutch device in one embodiment of the present application when it rises to a first stroke position;

[0035] Figure 5 This is a cross-sectional view of the piston rod of the force-controlled clutch device in one embodiment of the present application when it descends to the second stroke position;

[0036] Figure 6 This is a three-dimensional diagram of the piston rod of the force-controlled clutch device in one embodiment of the present application when it rises to the first stroke position;

[0037] Figure 7 This is a perspective view of the piston rod of the force-controlled clutch device in one embodiment of the present application when it descends to the second stroke position;

[0038] Figure 8 This is an overall cross-sectional view of the piston rod of the force-controlled clutch device in one embodiment of the present application when it rises to the first stroke position;

[0039] Figure 9 This is an overall cross-sectional view of the piston rod of the force-controlled clutch device in one embodiment of the present application when it descends to the second stroke position;

[0040] Figure 10 This is a schematic diagram of the corresponding oil circuit or gas circuit when the driving part adopts an oil cylinder or an air cylinder in one embodiment of the present application;

[0041] Figure 11 is a schematic diagram of a seat suspension in one embodiment of the present application;

[0042] Figure 12 is a schematic diagram of a seat suspension and a seat body in one embodiment of the present application;

[0043] Figure 13 is a schematic diagram of a force-controlled clutch device according to another embodiment of the present application;

[0044] Figure 14 is an exploded view of a force-controlled clutch device according to another embodiment of the present application;

[0045] Figure 15 is a cross-sectional view of a piston rod of a force-controlled clutch device in another embodiment of the present application when it rises to a first stroke position;

[0046] Figure 16 is a cross-sectional view of a piston rod of a force-controlled clutch device in another embodiment of the present application when it descends to a second stroke position;

[0047] Figure 17 This is an overall cross-sectional view of a piston rod of a force-controlled clutch device in another embodiment of the present application when it rises to a first stroke position;

[0048] Figure 18 This is an overall cross-sectional view of the piston rod of the force-controlled clutch device in another embodiment of the present application when it descends to the second stroke position;

[0049] Figure 19 This is a flow chart of the air pressure adaptive adjustment of the seat suspension in one embodiment of the present application.

[0050] Description of the accompanying drawings in the specific embodiment:

[0051] 1. Movement mechanism;

[0052] 100. Seat suspension;

[0053] 10. Force-controlled clutch device;

[0054] 101. Mounting frame;

[0055] 1011. First inner through hole;

[0056] 1012. First external through hole;

[0057] 1013. Enclosure Department;

[0058] 1014. Installation Department;

[0059] 102. Weighing sensor;

[0060] 1021. Second inner through hole;

[0061] 1022. Second external through hole;

[0062] 1023. Strain block;

[0063] 1024. Strain block connecting column;

[0064] 1025. The end face of the strain block connecting column;

[0065] 103. Frame;

[0066] 1031. Limit slot;

[0067] 1032. Third external through hole;

[0068] 104. Connectors;

[0069] 1041. Connecting part;

[0070] 1042. Limiting part;

[0071] 1043. Fixing screws;

[0072] 105. Clutch control unit;

[0073] 1051. Drive unit;

[0074] 1052. Piston rod;

[0075] 1053. Driving parts;

[0076] 1054. Energy transmission components;

[0077] 110. Top rack;

[0078] 120. Chassis;

[0079] 2. Air spring;

[0080] 20. Seat body;

[0081] D1. First distance;

[0082] D2. Second distance. DETAILED DESCRIPTION

[0083] In order to make the above-mentioned objectives, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below with reference to the accompanying drawings.

[0084] In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application may also be implemented in other ways different from those described herein. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0085] As used in this application, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not intended to refer to the singular but may include the plural. Generally speaking, the terms "comprise" and "include" only indicate the inclusion of the steps and elements specifically identified, and these steps and elements do not constitute an exclusive list. A method or apparatus may also include other steps or elements.

[0086] In the description of this application, it should be understood that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "horizontal, vertical, vertical, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of this application; the directional words "inside and outside" refer to the inside and outside relative to the outline of each component itself.

[0087] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0088] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is solely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. Furthermore, while the terms used in this application are selected from commonly known and commonly used terms, some terms mentioned in this specification may have been selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant sections of this description. Furthermore, this application should be understood not only by the actual terms used, but also by the meaning implied by each term.

[0089] The following describes embodiments of the present application with reference to the accompanying drawings. However, the embodiments described below are merely illustrative examples of a force-controlled clutch device and seat suspension for embodying the technical concepts of the present application. The force-controlled clutch device and seat suspension of the present application are not limited to the following. The dimensions, materials, shapes, and relative arrangements of the components described in the embodiments are in no way intended to limit the scope of the present application. In particular, unless otherwise specified, these are not intended to limit the scope of the present application to these specific components and are merely illustrative examples.

[0090] However, the dimensions or positional relationships of the components shown in the drawings are sometimes exaggerated for the purpose of clarifying the description. Furthermore, in the following description, for components that are identical or homogeneous, the same name or symbol indicates that its detailed description will be omitted as appropriate. Furthermore, the various elements constituting the present application may be in the form of multiple elements being constituted by the same component so that one component serves as multiple elements, or conversely, multiple components sharing the function of one component. In addition, the contents described in some embodiments and implementation methods may also be utilized in other embodiments, implementation methods, etc. In addition, in this specification, "on" is not limited to the case where it is formed in contact with the upper surface, but also includes the case where it is formed separately above, and is also used to include the meaning of the presence of an intervening layer between layers.

[0091] This application proposes a force-controlled clutch device that can be used in scenarios where seat vibration control is required, or where the operating state of a load cell needs to be flexibly controlled. The seat suspension of this application is connected to a vehicle, which can be a passenger vehicle such as a commercial vehicle, train, bus, truck, or ship. This application does not limit the type of vehicle.

[0092] The following text will use a vehicle as an example to introduce the technical principles of this application.

[0093] Figure 1 is a schematic diagram of a force-controlled clutch device according to an embodiment of the present application. Figure 2 This is an exploded view of a force-controlled clutch device according to an embodiment of the present application. Figure 4 This is a cross-sectional view of the piston rod of the force-controlled clutch device in one embodiment of the present application when it rises to the first stroke position. Figure 5 This is a cross-sectional view of the piston rod of the force-controlled clutch device in one embodiment of the present application when it descends to the second stroke position. Figure 12 It is a schematic diagram of a seat suspension and a seat body in one embodiment of the present application.

[0094] refer to Figure 1 、 Figure 2 、 Figure 4 、 Figure 5 and Figure 12As shown, the force-controlled clutch device 10 of this embodiment includes a mounting frame 101, a weighing sensor 102, a base frame 103, a connecting piece 104 and a clutch control unit 105, wherein the mounting frame 101 is used to connect with the bottom of the seat body 20; the weighing sensor 102 includes a strain block connecting column 1024; the base frame 103 is used to carry the weighing sensor 102; the connecting piece 104 includes a connecting part 1041 and a limiting part 1042, and the limiting part 1042 is located at both ends of the connecting part 1041. The mounting frame 101, the weighing sensor 102 and the base frame 103 are connected by the connecting piece 104; the clutch control unit 105 includes a driving part 1051 and a piston rod 1052, the driving part 1051 is located at the top end of the piston rod 1052, the piston rod 1052 is connected to the strain block connecting column 1024, and the driving part 1051 is used to drive the piston rod 1052 to rise or fall, thereby controlling the working state of the weighing sensor 102.

[0095] For example, Figure 4 The piston rod 1052 is at the top position, which is the first stroke position mentioned in this application. At this time, the weighing sensor 102 is in the measuring state; Figure 5 The piston rod 1052 is in the downward position, which is the second stroke position mentioned in this application. At this time, the weighing sensor 102 is in a non-measuring state. The strain block 1023 of the weighing sensor 102 is set on the outside of the strain block connecting column 1024. The weighing sensor 102 can quickly collect the weight data of the passengers on the seat body 20. According to the weighing data output by the weighing sensor 102, corresponding seat vibration reduction adjustment solutions can be adopted for passengers of different weights, so that passengers of different weights can enjoy the comfort of semi-active anti-roll. After obtaining the weight data, the weighing sensor 102 needs to unload the load in time to avoid damage to the weighing sensor 102 due to long-term high-frequency vibration load.

[0096] Figure 3 Schematic diagram of the base frame in one embodiment of the present application. Figure 2 and Figure 3 As shown, for example, the base frame 103 of the present application is a multi-link parallel passive anti-roll frame. The connecting member 104 is an equal height limit screw, and the connection between other components can use a fixing screw 1043.

[0097] The technical solution of the present application controls the lifting and lowering movement of the piston rod 1052 through the clutch control unit 105, thereby achieving flexible switching of the working state of the weighing sensor 102; when the driving unit 1051 drives the piston rod 1052 upward, the weighing sensor 102 enters a measuring state; when the driving unit 1051 drives the piston rod 1052 downward, the weighing sensor 102 enters a non-measuring state. The present application mechanically adjusts the working state of the weighing sensor 102, which not only ensures the accuracy of weighing measurement, but also protects the weighing sensor 102 from long-term high-frequency vibration loads under non-measuring conditions, thereby improving the service life of the weighing sensor 102 and the vibration reduction effect of the seat suspension 100.

[0098] Figure 13 is a schematic diagram of a force-controlled clutch device according to another embodiment of the present application. Figure 14 This is an exploded view of a force-controlled clutch device according to another embodiment of the present application. Figure 15 This is a cross-sectional view of the piston rod of the force-controlled clutch device in another embodiment of the present application when it rises to the first stroke position. Figure 16 This is a cross-sectional view of the piston rod of the force-controlled clutch device in another embodiment of the present application when it descends to the second stroke position. Figure 17 This is an overall cross-sectional view of the piston rod of the force-controlled clutch device in another embodiment of the present application when it rises to the first stroke position. Figure 18 It is an overall cross-sectional view of the piston rod of the force-controlled clutch device in another embodiment of the present application when it descends to the second stroke position.

[0099] In some embodiments, the driving unit 1051 includes one or any combination of an oil cylinder, a pneumatic cylinder, and an electric cylinder. Figures 13 to 18 In the embodiment shown, the driving part 1051 adopts an electric cylinder, the driving member 1053 is a cable connector, the energy transmission member 1054 is a cable, the driving member 1053 is connected to the driving part 1051 through the energy transmission member 1054, and the piston rod 1052 is an electric push rod. Figure 1 、 Figure 2 、 Figure 4 and Figure 5 In the embodiment shown, the driving part 1051 is an oil cylinder, the driving member 1053 is a plunger pump, and the energy transmission member 1054 is an oil pipe; or the driving part 1051 is an air cylinder, the driving member 1053 is an air pump, and the energy transmission member 1054 is an air pipe. Figure 1 The energy transmission member 1054 shown in the figure is V-shaped, which can form the shortest energy transmission path between the driving member 1053 and the driving part 1051, thereby improving the efficiency of energy transmission. The present application does not limit the type of the driving part 1051.

[0100] Figure 10This is a schematic diagram of the oil circuit or gas circuit corresponding to an embodiment of the present application when the drive unit adopts an oil cylinder or an air cylinder. Figure 10 As shown, the oil pump or air pump serves as the power source to generate fluid pressure, which is prevented from backflow through the one-way valve; the reversing valve can control the direction of the fluid and distribute the fluid to different oil cylinders or air cylinders; the oil pressure sensor or air pressure sensor is used to monitor the pressure, provide feedback and ensure stable operation of the system.

[0101] This application provides flexible and diverse power options by using hydraulic cylinders, pneumatic cylinders, or electric cylinders as optional solutions for the drive unit 1051. For example, hydraulic cylinders provide high thrust and operate smoothly; pneumatic cylinders offer fast response and a simple structure; and electric cylinders offer high control accuracy and facilitate digital adjustment. By using different types of drive units 1051, the force-controlled clutch device 10 can adapt to different load requirements.

[0102] Figure 8 This is an overall cross-sectional view of the piston rod of the force-controlled clutch device in one embodiment of the present application when it rises to the first stroke position. Figure 9 It is an overall cross-sectional view of the piston rod of the force-controlled clutch device in one embodiment of the present application when it descends to the second stroke position.

[0103] refer to Figure 4 and Figure 8 As shown, in some embodiments, when the driving portion 1051 drives the piston rod 1052 to rise to the first stroke position, the piston rod 1052 is separated from the base 103, and a first distance D1 is provided between the limiting portion 1042 and the mounting frame 101 (such as the upper surface of the mounting frame 101), and the end face 1025 of the strain block connecting column contacts the mounting frame 101 (such as the lower surface of the mounting frame 101), thereby controlling the weighing sensor 102 to be in a measuring state.

[0104] refer to Figure 5 and Figure 9 As shown, in some embodiments, when the driving portion 1051 drives the piston rod 1052 to descend to the second stroke position, the piston rod 1052 contacts the base 103 and lifts the mounting frame 101, the limiting portion 1042 contacts the mounting frame 101 (such as the upper surface of the mounting frame 101), and a second distance D2 is provided between the end face 1025 of the strain block connecting column and the mounting frame 101 (such as the lower surface of the mounting frame 101), thereby controlling the weighing sensor 102 to be in a non-measuring state, wherein the first distance D1 is equal to the second distance D2.

[0105] For example, the first distance D1 and the second distance D2 can be 1 mm (millimeter). When the piston rod 1052 contacts the base frame 103 and lifts the mounting frame 101 by 1 mm, the load on the load cell 102 is unloaded. The present application controls the lifting stroke of the piston rod 1052 by the driving unit 1051, achieving flexible switching of the working state of the load cell 102, avoiding the problem of the load cell 102 being subjected to long-term load pressure, and improving the service life and measurement accuracy of the load cell 102.

[0106] In some embodiments, when the driving unit 1051 drives the piston rod 1052 to descend to the second stroke position, the driving unit 1051 is in a self-locking state. For example, the self-locking function of the driving unit 1051 prevents accidental displacement of the piston rod 1052 when the load cell 102 is not measuring, avoids accidental contact caused by vibration or external interference, and improves the reliability of the entire force-controlled clutch device 10.

[0107] Figure 6 This is a three-dimensional diagram of the piston rod of the force-controlled clutch device in one embodiment of the present application when it rises to the first stroke position. Figure 7 This is a three-dimensional diagram of the piston rod of the force-controlled clutch device in one embodiment of the present application when it descends to the second stroke position. Figure 6 and Figure 7 As shown, in some embodiments, the base frame 103 is provided with a limiting groove 1031 (such as Figure 6 The limiting groove 1031 and the bottom end of the piston rod 1052 are arranged relative to each other, and the limiting groove 1031 is used to limit the piston rod 1052 during the descending process.

[0108] For example, the limit groove 1031 can serve as a force point when the piston rod 1052 descends, and the limit groove 1031 also guides the piston rod 1052. By providing the limit groove 1031, the present application allows the piston rod 1052 to stop accurately when it descends to the second stroke position, preventing the piston rod 1052 from being over-pressed, and protecting the weighing sensor 102 from over-travel impact.

[0109] refer to Figure 2 and Figure 4As shown, in some embodiments, the mounting frame 101 is provided with a first inner through hole 1011 and a first outer through hole 1012, and the first outer through hole 1012 is located outside the first inner through hole 1011; the weighing sensor 102 is provided with a second inner through hole 1021 and a second outer through hole 1022, and the second outer through hole 1022 is located outside the second inner through hole 1021; the base frame 103 is provided with a third outer through hole 1032, and the third outer through hole 1032 is located outside the limiting portion 1042; the connecting portion 1041 passes through the first outer through hole 1012, the second outer through hole, and the third outer through hole 1032; and the piston rod 1052 passes through the first inner through hole 1011 and the second inner through hole 1021. For example, the present application achieves precise positioning and stable connection between the various components through the coordinated design of multiple groups of through holes on the mounting frame 101, the weighing sensor 102, and the base frame 103.

[0110] refer to Figure 1 and Figure 2 As shown, in some embodiments, there are multiple weighing sensors 102 and multiple clutch control units 105, and the weighing sensors 102 and the clutch control units 105 correspond one to one, and the multiple weighing sensors 102 are evenly distributed on the base frame 103. For example, Figure 2 Four load cells and four clutch control units are shown. This application does not limit the number of load cells 102 and clutch control units 105. By evenly distributing multiple load cells 102, this application can substantially cover the load-bearing area of ​​the base frame 103, effectively eliminating the potential for eccentric load errors caused by single-point measurement and improving overall weighing accuracy. Even if some load cells 102 malfunction, measurement functions can still be performed, allowing the seat suspension 100 to maintain adaptive adjustment.

[0111] refer to Figure 2 As shown, in some embodiments, the mounting frame 101 is provided with an interconnected enclosure portion 1013 and a mounting portion 1014. The mounting portion 1014 is configured to connect to the bottom of the seat body 20. The driving portion 1051 protrudes outward from the surface of the mounting frame 101 and is located within the projection of the enclosure portion 1013. For example, the present application forms a rigid support frame through the enclosure portion 1013 and the mounting portion 1014, providing a stable mounting base for the seat body 20, preventing damage to the driving portion 1051 from external collisions or intrusion of foreign objects, and improving the space utilization of the force control clutch device 10.

[0112] Here, an embodiment is used to introduce the working principle of the oil circuit or the gas circuit.

[0113] refer to Figure 4As shown, when weighing data needs to be collected, the reversing valve is opened to the pressure relief circuit to release the pressure of the oil cylinder or the air cylinder, so that the piston rod 1052 is retracted due to the weight of the seat. At this time, the end face 1025 of the strain block connecting column is in contact with the lower surface of the mounting bracket 101, and data can be collected in time.

[0114] refer to Figure 5 As shown, after the weighing data is collected, the reversing valve switches to the circuit for adding pressurized oil to the cylinder or adding air to the cylinder. At the same time, the plunger pump or air pump starts working and pushes the piston rod 1052 downward. The piston head of the piston rod 1052 hits the base frame 103, thereby lifting the mounting frame 101 as a whole until it is restricted by the equal height limit screw and stops and enters a self-locking pressure-maintaining state (the one-way valve and the reversing valve have dual self-locking pressure-maintaining functions), thereby removing the load on the end face 1025 of the strain block connecting column.

[0115] Here, an embodiment is used to introduce the working principle of the electric push rod.

[0116] refer to Figure 15 As shown, when weighing data needs to be collected, the electric push rod retreats, and the end surface 1025 of the strain block connecting column is in contact with the lower surface of the mounting bracket 101, so that data can be collected in time.

[0117] refer to Figure 16 As shown, after collecting the weighing data, the electric push rod is moved downward, and the end of the electric push rod hits the base frame 103, thereby lifting the mounting frame 101 as a whole until it is restricted by the equal height limit screw and stops and enters a self-locking pressure-maintaining state, thereby removing the load on the end face 1025 of the strain block connecting column.

[0118] Figure 11 Schematic diagram of a seat suspension in one embodiment of the present application. Figure 11 and Figure 12 As shown, the embodiment of the present application also discloses a seat suspension 100, including a top frame 110, a bottom frame 120, a motion mechanism 1, a displacement sensor (not shown in the figure) and a processor (not shown in the figure), wherein the top frame 110 includes the force control clutch device 10 as mentioned above, the top frame 110 is used to connect with the seat body 20; the bottom frame 120 is used to connect with the bottom plate of the vehicle; the motion mechanism 1 is respectively connected to the top frame 110 and the bottom frame 120, and an air spring 2 is provided on the motion mechanism 1, and the motion mechanism 1 is used to drive the top frame 110 to move; the displacement sensor is connected to the top frame 110, and the displacement sensor is used to detect the height of the seat suspension 100; the processor is respectively electrically connected to the force control clutch device 10, the air spring 2 and the displacement sensor, and the processor is configured to adjust the air volume of the air spring 2 according to the weighing data of the weighing sensor 102 and the height information of the displacement sensor, so that the object carried by the seat body 20 moves to a preset equilibrium position.

[0119] For example, the air spring 2 in this application functions as an airbag and is connected to an air pressure control device. During vehicle operation, a displacement sensor can detect the height and displacement of the seat suspension 100 in real time. The motion mechanism 1 can drive the top frame 110, thereby raising or lowering the seat body 20.

[0120] The technical solution of this application detects the deviation between the height of the seat suspension 100 and a preset equilibrium position, automatically adjusting the air volume of the air spring 2 to move the object (e.g., a passenger) along with the seat body 20 to the preset equilibrium position, thereby improving the passenger's initial comfort. This application also adaptively controls the inflation pressure based on the weight of different passengers, achieving a "one person, one air pressure" mode. This improves the vibration reduction effect of the seat suspension 100.

[0121] In some embodiments, adjusting the air volume of the air spring according to the weighing data of the weighing sensor and the height information of the displacement sensor includes:

[0122] In response to a subject sitting on the seat body, the initial air pressure value of the air spring is calculated using the following formula (1):

[0123] F=M·g=P s0 ·A s (1)

[0124] Where F is the weight data; M is the sprung mass (i.e. the mass of the seat and the passenger); g is the acceleration due to gravity; P s0 Indicates the initial air pressure value of the air spring; A s Indicates the effective area of ​​the air spring;

[0125] The air volume of the air spring is adjusted according to the initial air pressure value of the air spring and the deviation between the current height of the seat suspension and the preset equilibrium position.

[0126] For example, after a passenger gets on the vehicle and sits on the seat, the processor can automatically calculate the sprung mass M and the initial air pressure value P of the air spring using the above formula (1). s0 If the seat suspension is detected to be too low, the air spring is inflated to adjust the seat suspension to the set equilibrium position. This application calculates the initial air pressure value of the air spring, allowing the air spring to automatically generate the appropriate initial support force based on different passenger weights. The air spring inflation volume is further adjusted based on the height deviation detected by the displacement sensor, improving the stability and accuracy of seat suspension height adjustment.

[0127] In practical applications, since the passive vibration reduction system includes moving parts that can move up and down, there is friction between the joints of each moving component. If only the initial air pressure value P of the air spring is used,s0 It may be impossible to overcome friction and adjust the vibration damping system to an equilibrium position. A magnetorheological damper can also be installed on the motion mechanism. By controlling the operating state of the magnetorheological damper, the relative motion between the top and bottom frames of the seat suspension can be controlled. For details on how to control the magnetorheological damper, please refer to the patent (publication number: CN120396794A, entitled "Air Pressure Adaptive Control Method, Apparatus, and Computer-Readable Medium for Seat Suspension"), which can be used to help understand the method for controlling the magnetorheological damper in this application.

[0128] For example, compensating for friction during the adjustment of the magnetorheological damper's damping force can achieve better seat vibration reduction. However, friction is affected by many factors. For example, even within the same batch of components, friction can vary due to manufacturing consistency and installation errors. Friction also varies under varying loads, necessitating dynamic adaptive calculation of friction.

[0129] In some embodiments, the motion mechanism is further provided with a magnetorheological damper (not shown in the figure), and the magnetorheological damper is electrically connected to the processor; the processor is further configured to:

[0130] In response to the vehicle being in a moving state, calculating a friction coefficient based on the sprung mass;

[0131] Calculate friction based on friction coefficient and dynamic equilibrium equation;

[0132] Calculate the magnetorheological expected damping force based on the friction force and the damping force of the magnetorheological damper;

[0133] The movement of the magnetorheological damper is controlled according to the desired magnetorheological damping force.

[0134] For example, the present application can timely adjust the height of the seat suspension by calculating the friction force and the desired magnetorheological damping force in real time and controlling the movement of the magnetorheological damper, thereby improving the riding comfort of the passengers in the vehicle under complex road conditions.

[0135] In some embodiments, the seat suspension further includes an air pressure sensor (not shown in the figure), which is connected to the air spring and the processor respectively, and is used to output the air pressure value of the air spring; the friction coefficient is calculated using the following formulas (2) to (4):

[0136]

[0137] Among them, K f represents the friction coefficient; P srepresents the air pressure value of the air spring (the air pressure sensor can output the air pressure value of the air spring in real time); U0 represents the initial damping force of the magnetorheological damper; Δx represents the relative displacement between the sprung mass and the unsprung mass; x s represents the displacement of the sprung mass; x u represents the displacement of the unsprung mass; Indicates the relative velocity between the sprung mass and the unsprung mass; represents the velocity of the sprung mass; represents the velocity of the unsprung mass; It represents the acceleration of the sprung mass.

[0138] For example, when a vehicle travels on a bumpy road, the seat suspension moves up and down. Formula (2) above can be used to perform a dynamic force analysis on the suspension system, thereby calculating the friction values ​​corresponding to different seat heights and further calculating the actual required magnetorheological damping force. This application achieves high-precision dynamic modeling of the friction characteristics of the seat suspension system, which can accurately reflect the friction conditions within the suspension system under different driving conditions (such as cornering or bumps).

[0139] In some embodiments, the friction force is calculated using the following dynamic balance equation (5):

[0140]

[0141] Among them, F f represents friction; K f represents the friction coefficient; Δx represents the relative displacement between the sprung mass and the unsprung mass; Indicates the relative velocity between the sprung and unsprung masses.

[0142] For example, the dynamic balance equation (5) mentioned above is equivalent to the mathematical model of friction. By introducing the dynamic balance equation based on relative displacement and relative velocity, this application can more accurately capture the transient changes of friction in actual working conditions and achieve dynamic and accurate calculation of friction.

[0143] In some embodiments, the magnetorheological desired damping force is calculated using the following formula (6):

[0144]

[0145] Among them, F f represents friction; f MRD represents the desired magnetorheological damping force; B represents the magnetorheological damping coefficient; f(I max ) represents the maximum damping force of the magnetorheological damper; I max represents the maximum current of the magnetorheological damper; f(·) represents the conversion function between current and damping force; represents the velocity of the sprung mass.

[0146] Illustratively, the present application linearly superimposes the friction force and the velocity of the sprung mass, and achieves proportional adjustment through the magnetorheological damping coefficient, so that the desired magnetorheological damping force can compensate for the friction loss of the suspension system, thereby improving the vibration reduction effect of the seat suspension.

[0147] The following is a complete example to introduce the air pressure adaptive control method of the seat suspension of the present application.

[0148] Figure 19 This is a flow chart of the air pressure adaptive adjustment of the seat suspension in one embodiment of the present application. Figure 19 As shown, in step S1910, it is recognized that a passenger has taken a seat; in step S1920, the initial air pressure value of the air spring is obtained according to the weighing data of the weighing sensor; in step S1930, the seat height is adjusted to a preset equilibrium position according to the initial air pressure value and the height information of the seat suspension detected by the displacement sensor; in step S1940, the initial damping force U0 is set in response to the vehicle starting; in step S1950, the friction force is adaptively calculated according to the dynamic balance equation; in step S1960, it is determined whether If the answer is yes, the process goes to step S1971, and the magnetorheological damping force f MRD =f(I max )-F f If the answer is no, the process goes to step S1972, where the magnetorheological damping force is expected. The movement of the magnetorheological damper is controlled according to the desired magnetorheological damping force.

[0149] The technical solution of this application implements a semi-active control algorithm. By automatically adjusting the air volume of the air spring, the passenger moves with the seat body to a preset equilibrium position, improving the passenger's initial seat comfort. By calculating the desired magnetorheological damping force, the magnetorheological damper can be precisely controlled in real time. This application can adaptively match the vibration reduction requirements under different operating conditions based on the weight of different passengers, achieving a "one person, one air pressure" function, effectively reducing the vibration transmission rate, and improving the vibration reduction effect of the seat suspension, passenger comfort and stability, and the versatility and environmental adaptability of the seat suspension system.

[0150] Although the above disclosure discusses some currently useful embodiments through various examples, it should be understood that such details are for illustrative purposes only, and the present application is not limited to the disclosed embodiments. On the contrary, the present application is intended to cover all modifications and equivalent combinations that are consistent with the spirit and scope of the embodiments of the present application. For example, although the system components described above can be implemented through hardware devices, they can also be implemented through software solutions, such as installing the described system on an existing server or mobile device.

[0151] Similarly, it should be noted that, in order to simplify the description of the present disclosure and thus facilitate understanding of one or more embodiments, the foregoing descriptions of the embodiments of the present disclosure sometimes combine multiple features into a single embodiment, figure, or description thereof. However, this disclosure method does not mean that the subject matter of the present disclosure requires more features than those mentioned above. In fact, the features of the embodiments may be fewer than all the features of the individual embodiments disclosed above.

[0152] In some embodiments, numbers are used to describe the quantity of components and attributes. It should be understood that such numbers used in the description of the embodiments are modified by the modifiers "about", "approximately" or "substantially" in some examples. Unless otherwise stated, "about", "approximately" or "substantially" indicate that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in this application are all approximate values, which may change according to the required characteristics of individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and adopt the general method of retaining digits. Although the numerical domains and parameters used to confirm the breadth of their range in some embodiments of the present application are approximate values, in specific embodiments, the settings of such numerical values ​​are as accurate as possible within the feasible range.

[0153] Although the present application has been described with reference to the current specific embodiments, ordinary technicians in this technical field should recognize that the above embodiments are only used to illustrate the present application, and various equivalent changes or substitutions can be made without departing from the spirit of the present application. Therefore, as long as the changes and modifications to the above embodiments are within the scope of the essential spirit of the present application, they will fall within the scope of the present application.

Claims

1. A force-controlled clutch device, characterized in that: include: A mounting bracket, used for connecting to the bottom of the seat body; a load cell including a strain gauge connecting post; A base frame, used for carrying the weighing sensor; A connecting member, comprising a connecting portion and a limiting portion, wherein the limiting portions are located at both ends of the connecting portion, and the mounting frame, the weighing sensor and the base frame are connected by the connecting member; The clutch control unit includes a drive unit and a piston rod. The drive unit is located at the top end of the piston rod. The piston rod is connected to the strain block connecting column. The drive unit is used to drive the piston rod to rise or fall, thereby controlling the working state of the weighing sensor.

2. The force-controlled clutch device according to claim 1, wherein: When the driving portion drives the piston rod to rise to a first stroke position, the piston rod is separated from the base frame, a first distance is defined between the limiting portion and the mounting frame, and an end surface of the strain block connecting column contacts the mounting frame, thereby controlling the load cell to be in a measuring state; or When the driving portion drives the piston rod to descend to the second stroke position, the piston rod contacts the base and lifts the mounting frame, the limiting portion contacts the mounting frame, and a second distance is provided between the end face of the strain block connecting column and the mounting frame, thereby controlling the weighing sensor to be in a non-measuring state, wherein the first distance is equal to the second distance.

3. The force-controlled clutch device according to claim 2, wherein: When the driving unit drives the piston rod to descend to the second stroke position, the driving unit is in a self-locking state.

4. The force-controlled clutch device according to claim 1, wherein: The driving part includes one or any combination of an oil cylinder, an air cylinder, and an electric cylinder.

5. The force-controlled clutch device according to claim 1, wherein: A limiting groove is provided on the base frame. The limiting groove and the bottom end of the piston rod are arranged opposite to each other. The limiting groove is used to limit the piston rod during the descending process.

6. The force-controlled clutch device according to claim 5, characterized in that: The mounting frame is provided with a first inner through hole and a first outer through hole, wherein the first outer through hole is located outside the first inner through hole; The weighing sensor is provided with a second inner through hole and a second outer through hole, wherein the second outer through hole is located outside the second inner through hole; The base frame is provided with a third external through hole, and the third external through hole is located outside the limiting portion; The connecting portion passes through the first outer through hole, the second outer through hole, and the third outer through hole; the piston rod passes through the first inner through hole and the second inner through hole.

7. The force-controlled clutch device according to claim 1, wherein: There are multiple weighing sensors and multiple clutch control parts. The weighing sensors and the clutch control parts correspond to each other one by one. The multiple weighing sensors are evenly distributed on the base frame.

8. The force-controlled clutch device according to claim 1, wherein: The mounting frame is provided with an enclosure portion and a mounting portion which are connected to each other. The mounting portion is used to be connected to the bottom of the seat body. The driving portion protrudes outward from the surface of the mounting frame and is located within the projection of the enclosure portion.

9. A seat suspension, characterized in that: include: A top frame, comprising the force-controlled clutch device according to any one of claims 1 to 8, wherein the top frame is used to connect to the seat body; An underframe, used for connection to the floor of a vehicle; A motion mechanism is connected to the top frame and the bottom frame respectively, and an air spring is provided on the motion mechanism, and the motion mechanism is used to drive the top frame to move; a displacement sensor connected to the top frame, the displacement sensor being used to detect the height of the seat suspension; as well as A processor is electrically connected to the force-controlled clutch device, the air spring and the displacement sensor, respectively. The processor is configured to adjust the air volume of the air spring according to the weighing data of the weighing sensor and the height information of the displacement sensor, so that the object carried by the seat body moves to a preset equilibrium position.

10. The seat suspension according to claim 9, characterized in that Adjusting the air volume of the air spring according to the weighing data of the weighing sensor and the height information of the displacement sensor includes: In response to a subject sitting on the seat body, the initial air pressure value of the air spring is calculated using the following formula: F=M·g=P s0 ·A s Wherein, F represents the weighing data; M represents the sprung mass; g represents the acceleration due to gravity; P s0 Indicates the initial air pressure value of the air spring; A s Represents the effective action area of ​​the air spring; The air volume of the air spring is adjusted according to an initial air pressure value of the air spring and a deviation between a current height of the seat suspension and a preset equilibrium position.

11. The seat suspension according to claim 10, wherein The motion mechanism is further provided with a magnetorheological damper, which is electrically connected to the processor; the processor is further configured to: In response to the vehicle being in a driving state, calculating a friction coefficient based on the sprung mass; Calculating friction force based on the friction coefficient and the dynamic balance equation; Calculating a magnetorheological expected damping force according to the friction force and the damping force of the magnetorheological damper; The movement of the magnetorheological damper is controlled according to the magnetorheological desired damping force.

12. The seat suspension according to claim 11, wherein Also included is an air pressure sensor, connected to the air spring and the processor respectively, the air pressure sensor is used to output the air pressure value of the air spring; The friction coefficient is calculated using the following formula: Δx=x s -x u Among them, K f represents the friction coefficient; P s represents the air pressure value of the air spring; U0 represents the initial damping force of the magnetorheological damper; Δx represents the relative displacement between the sprung mass and the unsprung mass; x s represents the displacement of the sprung mass; x u represents the displacement of the unsprung mass; represents the relative velocity between the sprung mass and the unsprung mass; represents the velocity of the sprung mass; represents the velocity of the unsprung mass; represents the acceleration of the sprung mass.

13. The seat suspension according to claim 11, wherein The friction force is calculated using the following dynamic balance equation: Among them, F f represents the friction force; K f represents the friction coefficient; Δx represents the relative displacement between the sprung mass and the unsprung mass; represents the relative velocity between the sprung mass and the unsprung mass.

14. The seat suspension according to claim 11, wherein The magnetorheological desired damping force is calculated using the following formula: Among them, F f represents the friction force; f MRD represents the magnetorheological damping force; B represents the magnetorheological damping coefficient; f(I max ) represents the maximum damping force of the magnetorheological damper; I max represents the maximum current of the magnetorheological damper; f(·) represents the conversion function between current and damping force; represents the velocity of the sprung mass.

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