Double-damping mechanism of vehicle seat
By using a dual shock absorber mechanism with shock absorbing airbags and magnetorheological dampers on the vehicle seat, combined with real-time adjustment of sensors and ECU controllers, the problems of complex structure, high cost and poor shock absorption in the prior art are solved, and an efficient, economical and comfortable seat shock absorption effect is achieved.
Patent Information
- Application Number
- CN202422613174.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-29
- Publication Date
- 2025-06-10
- Estimated Expiration
- 2034-10-29
AI Technical Summary
The existing vehicle seat shock absorption technology has problems such as complex structure, high cost, insufficient shock absorption effect and may lead to low-frequency resonance, making it difficult to find a balance between improving comfort and reducing costs.
The dual shock absorber mechanism of shock absorber and magnetorheological damper is adopted. Through the cooperation of angle sensor, acceleration sensor and air pressure sensor and ECU controller, the inflation pressure of shock absorber and magnetorheological damper are adjusted in real time to achieve adaptive shock absorber effects.
The dual shock absorber mechanism of the vehicle seat is realized with a simple structure, low cost and good shock absorption effect, which improves riding comfort and reduces the possibility of low-frequency resonance through precise control.
Smart Images
Figure CN222959661U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of vehicle seat shock absorption, and particularly relates to a double shock absorption mechanism for vehicle seats. Background Technique
[0002] In the field of shock absorbers for engineering vehicle seats, an important way to improve the driving and riding environment is to use the seat spring suspension system to attenuate and isolate vibrations. The traditional passive seat suspension system mainly improves comfort through the matching of the link mechanism and spring mechanism of the shock absorber and high-rebound sponge, etc. However, these measures are very difficult to improve the comfort of the seat and the cost is very high. Even in some cases, the effect of the shock absorber is very unclear and it will cause low-frequency resonance. In recent years, there are mainly two mainstream technical solutions being studied. The first is the active seat suspension, which can control the vibration of the suspension according to the real-time road conditions, but its cost is very high, the system is very complex, and the technical difficulty is also very large. It is mainly applied to high-end automobile suspensions, such as the chassis suspensions of BMW, Audi, etc. Such suspensions have fully realized adaptive active control. The second is magnetorheological semi-active shock absorption, which is to adjust the damping of the shock absorption and cooperate with the airbag stiffness adjustment to adapt to the vibration acceleration of the road surface. Summary of the Invention
[0003] The purpose of the utility model is to provide a double shock absorption mechanism for vehicle seats with simple structure, low cost, good shock absorption effect and comfortable ride.
[0004] The purpose of the utility model is solved as follows:
[0005] A double shock absorption mechanism for vehicle seats includes a bottom plate assembly at the lower side and an upper plate assembly at the upper side. On both sides between the bottom plate assembly and the upper plate assembly, there are liftable brackets. The brackets include inner link rods and outer link rods that are cross-set. The intersection of the two brackets is hinged and connected by a connecting shaft. Between the middle of the bottom plate assembly and the inner link rod or between the bottom plate assembly and the connecting shaft, there are shock absorption airbags and magnetorheological dampers for absorbing the impact force of the seat's up and down vibrations. An angle sensor is arranged on the inner link rod or outer link rod or the connecting shaft. The shock absorption airbag is communicated with a pressure sensor. The controller controls the action of the magnetorheological damper according to the angle signal transmitted by the angle sensor. The controller also controls the inflation and deflation valve and the inflation motor to inflate or deflate the shock absorption airbag according to the signal transmitted by the pressure sensor.
[0006] As a further optimization of the above technical solution, the lower side of the shock absorption airbag is arranged in the middle of the bottom plate assembly, and the upper side of the shock absorption airbag is arranged in the middle of the inner link rod or the lower side of the middle of the connecting shaft.
[0007] As a further optimization of the above technical solution, the controller is an ECU controller.
[0008] As a further optimization of the above technical solution, the housing mounting lugs of the magnetorheological damper are hinged on the bottom plate assembly on the side where the lower end of the outer connecting rod is located, and the outer end of the telescopic rod of the magnetorheological damper is hinged to the middle of the inner connecting rod or the connecting shaft.
[0009] As a further optimization of the above technical solution, the middle parts of the inner connecting rods of the two brackets are connected by a cross beam, and the outer end of the telescopic rod of the magnetorheological damper is hinged to the middle of the cross beam.
[0010] As a further optimization of the above technical solution, the lower ends of the outer connecting rods of the two brackets are fixedly connected with a front cross shaft, and the housing mounting lugs of the magnetorheological damper are hinged to the middle or one side of the front cross shaft.
[0011] As a further optimization of the above technical solution, the lower ends of the inner connecting rods of the two brackets are fixedly connected with a rear cross shaft, rollers are arranged at both ends of the front cross shaft, and the rollers are slidably arranged in the slideways on both sides of the bottom plate assembly.
[0012] As a further optimization of the above technical solution, a front cross bar is arranged at the upper ends of the two inner connecting rods, a rear cross bar is arranged at the upper ends of the two outer connecting rods, and the upper plate assembly is mounted on the front cross bar and the rear cross bar.
[0013] As a further optimization of the above technical solution, the bottom plate assembly includes a rectangular frame and a support plate arranged in the rectangular frame, the lower side of the shock-absorbing airbag is arranged on the support plate, the slideways are arranged on the opposite inner sides of the two side beams of the rectangular frame, and the rollers are slidably arranged in the slideways on both sides of the bottom plate assembly.
[0014] As a further optimization of the above technical solution, an acceleration sensor is mounted on the upper plate assembly, and the controller controls the action of the magnetorheological damper according to the signals transmitted by the angle sensor and the acceleration sensor and simultaneously controls the air charging and discharging valve and the air charging motor to inflate or deflate the shock-absorbing airbag.
[0015] The prominent advantages of the present utility model compared with the prior art are:
[0016] 1. The present utility model adopts a double shock-absorbing mechanism combining a shock-absorbing airbag and a magnetorheological damper, which has a simple structure, low cost, good shock-absorbing effect and comfortable riding.
[0017] 2. The utility model uses an angle sensor, an acceleration sensor, and a pressure sensor to transmit signals such as pressure, angle, and acceleration to the controller, and jointly controls the inflation pressure of the shock-absorbing airbag and the damping force of the magnetorheological damper through the controller, thereby realizing seat shock absorption, with high control precision and good comfort for the occupant when sitting on the seat.
[0018] 3. By controlling the inflation pressure of the shock-absorbing airbag through the controller, the stiffness of the shock-absorbing airbag is adjusted, and its stiffness meets the comfort requirements of the occupant, making the seat more user-friendly. BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Figure 1 It is a three-dimensional schematic diagram of the present utility model.
[0020] Figure 2 It is a three-dimensional schematic diagram of the present utility model with the upper plate assembly removed.
[0021] Figure 3 It is a schematic diagram showing the relationship between the damping angle and the damping vertical force of the present utility model. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0022] The following further describes the present utility model with specific embodiments in conjunction with the drawings. See Figures 1 - 3 :
[0023] A dual shock-absorbing mechanism for a vehicle seat includes a bottom plate assembly 10 on the lower side and an upper plate assembly 20 on the upper side. Lifting brackets are provided on both sides between the bottom plate assembly 10 and the upper plate assembly 20. The brackets include inner link rods 30 and outer link rods 31 that are cross-set. The intersection of the two brackets is hingedly connected by a connecting shaft 37. A shock-absorbing airbag 40 and a magnetorheological damper 50 for absorbing the impact force of the up-and-down vibration of the seat are provided between the bottom plate assembly 10 and the middle of the inner link rod 30 or between the bottom plate assembly 10 and the connecting shaft 37. An angle sensor 61 is provided on the inner link rod 30, the outer link rod 31, or the connecting shaft 37. An air pressure sensor 62 is communicated with the shock-absorbing airbag 40. The controller 60 controls the action of the magnetorheological damper 50 according to the angle signal transmitted by the angle sensor 61. The controller 60 simultaneously controls the inflation and deflation valve 63 and the inflation motor 41 to inflate or exhaust the shock-absorbing airbag 40 according to the signal transmitted by the air pressure sensor 62.
[0024] As a further optimization of the above technical solution, the lower side of the shock-absorbing airbag 40 is arranged in the middle of the bottom plate assembly 10, and the upper side of the shock-absorbing airbag 40 is arranged in the middle of the inner link rod 30 or below the middle of the connecting shaft 37.
[0025] As a further optimization of the above technical solution, the controller 60 is an ECU controller.
[0026] As a further optimization of the above technical solution, the housing mounting lug 51 of the magnetorheological damper 50 is hinged on the bottom plate assembly 10 on the side where the lower end of the outer connecting rod 31 is located, and the outer end of the telescopic rod of the magnetorheological damper 50 is hinged to the middle of the inner connecting rod 30 or the connecting shaft 37.
[0027] As a further optimization of the above technical solution, the middle parts of the inner connecting rods 30 of the two brackets are connected by a cross beam 38, and the outer end of the telescopic rod of the magnetorheological damper 50 is hinged to the middle of the cross beam 38.
[0028] As a further optimization of the above technical solution, the lower ends of the outer connecting rods 31 of the two brackets are fixedly connected with a front transverse shaft 32, and the housing mounting lug 51 of the magnetorheological damper 50 is hinged to the middle of the front transverse shaft 32 or the lug 34 on one side.
[0029] As a further optimization of the above technical solution, the lower ends of the inner connecting rods 30 of the two brackets are fixedly connected with a rear transverse shaft, rollers 33 are arranged at both ends of the front transverse shaft 32, and the rollers 33 are slidably arranged in the slideways 13 on both sides of the bottom plate assembly 10.
[0030] As a further optimization of the above technical solution, a front cross bar 35 is arranged at the upper ends of the two inner connecting rods 30, a rear cross bar 36 is arranged at the upper ends of the two outer connecting rods 31, and the upper plate assembly 20 is mounted on the front cross bar 35 and the rear cross bar 36.
[0031] As a further optimization of the above technical solution, the bottom plate assembly 10 includes a rectangular frame and a support plate 14 arranged in the rectangular frame. The lower side of the shock absorption airbag 40 is arranged on the support plate 14. The slideways 13 are arranged on the opposite inner sides of the two side beams 11 and 12 of the rectangular frame, and the rollers 33 are slidably arranged in the slideways 13 on both sides of the bottom plate assembly 10.
[0032] As a further optimization of the above technical solution, an acceleration sensor is mounted on the upper plate assembly 20, and the controller 60 controls the action of the magnetorheological damper 50 according to the signals transmitted by the angle sensor 61 and the acceleration sensor.
[0033] When the upper plate assembly 20 vibrates up and down, the angles of the inner and outer connecting rods 30, 31 and the magnetorheological damper 50 are constantly changing, and the acceleration sensor detects the vertical acceleration signal or vibration information of the seat.
[0034] The air pressure sensor and the angle sensor control the softness or damping stiffness of the shock absorber through a controller. The acceleration sensor controls the up-and-down vibration of the seat through a controller. Through the controller algorithm, the vibration from the outside world to the seat is balanced by the shock absorber. Such damping can be called semi-adaptive damping.
[0035] When there is an impact or bump on the road surface, the shock absorber vibrates up and down. When the angle sensor 61 detects the angle and the acceleration sensor detects the up-and-down displacement change, the ECU controller 60 obtains the angle and displacement analog signals transmitted by the angle sensor 61 and the acceleration sensor. After passing through the system algorithm, it outputs current to the magnetorheological damper 50. The magnetorheological damper 50 is filled with a special electromagnetic fluid. Under the action of a magnetic field, the magnetic particles in the electromagnetic fluid will quickly align in a certain direction, hindering the flow of the oil in the piston channel. By changing the magnitude and direction of the current, the intensity and direction of the magnetic field can be adjusted, thereby changing the arrangement of the magnetic particles and the degree of obstruction to the oil flow, achieving precise control of the damping force of the magnetorheological damper 50. The relationship diagram of the damping angle and the damping vertical force calculated theoretically for the magnetorheological damper 50 is shown in Figure 3. When the angle between the axis of the magnetorheological damper 50 and the horizontal plane becomes smaller, the ECU controller 60 will increase the current, increasing the damping force of the magnetorheological damper 50, and coordinating with the air pressure adjustment of the shock absorber airbag 40 to make the shock absorber extremely comfortable. Similarly, when the angle between the axis of the magnetorheological damper 50 and the horizontal plane becomes larger, the current is reduced to lower the damping force and ensure the riding comfort. The stiffness of the shock absorption system is mainly composed of the shock absorber airbag 40, the ECU controller 60, the air pressure sensor 62, and the magnetorheological damper 50. The shock absorber airbag 40 is filled with air at a certain pressure, and the air pressure change inside the shock absorber airbag 40 is monitored in real time through the air pressure sensor 62. Air conditioning: When the ECU controller 60 receives the signals from the air pressure sensor 62 and the acceleration sensor, it will control the operation of the air charging and discharging valve 63 and the air charging motor 41 according to the preset program. If the vehicle is driving on a bumpy road surface and it is necessary to increase the shock absorption stiffness, the ECU controller 60 will control the air charging motor 41 to start and inflate the shock absorber airbag 40, increasing the air pressure of the shock absorber airbag 40 and the damping force of the magnetorheological damper 50, so that the shock absorber can better cope with the impact of the road surface; on the contrary, on a flat road surface, if it is necessary to improve the smoothness and comfort, the ECU controller 60 will control the air charging and discharging valve 63 to discharge some of the gas in the airbag, reducing the air pressure of the shock absorber airbag 40 and the damping force of the magnetorheological damper 50, so that the vibration of the seat can be better buffered.
[0036] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still make simple substitutions or modifications of similar technologies to the technical solutions or technical features recorded in the foregoing embodiments, and these simple substitutions or modifications do not make the essence of the corresponding technical solutions deviate from the spirit and essence of the technical solutions of the embodiments of the present invention, and are still within the protection scope of the present invention.
Claims
1. A dual shock-absorbing mechanism for a vehicle seat, comprising a bottom plate assembly at the lower side and an upper plate assembly at the upper side, wherein both sides between the bottom plate assembly and the upper plate assembly are provided with a liftable bracket, wherein the bracket comprises an inner connecting rod and an outer connecting rod arranged crosswise, and the intersection of the two brackets is hingedly connected by a connecting shaft, characterized in that: A shock-absorbing airbag and a magnetorheological damper for absorbing the impact force of the up and down vibration of the seat are arranged between the base plate assembly and the middle part of the inner connecting rod or between the base plate assembly and the connecting shaft. An angle sensor is arranged on the inner connecting rod, the outer connecting rod or the connecting shaft. The shock-absorbing airbag is connected to an air pressure sensor. The controller controls the action of the magnetorheological damper according to the angle signal transmitted by the angle sensor. The controller also controls the charging and discharging valve and the charging motor to inflate or exhaust the shock-absorbing airbag according to the signal transmitted by the air pressure sensor.
2. A dual shock absorbing mechanism for a vehicle seat according to claim 1, characterized in that: The lower side of the shock-absorbing airbag is arranged at the middle of the bottom plate assembly, and the upper side of the shock-absorbing airbag is arranged at the middle of the inner connecting rod or at the lower side of the middle of the connecting shaft.
3. A dual shock absorbing mechanism for a vehicle seat according to claim 1, characterized in that: The controller is an ECU controller.
4. A dual shock absorbing mechanism for a vehicle seat according to claim 1, characterized in that: The housing mounting ear of the magnetorheological damper is hinged on the bottom plate assembly on the side where the lower end of the outer connecting rod is located, and the outer end of the telescopic rod of the magnetorheological damper is hinged on the middle part of the inner connecting rod or the connecting shaft.
5. A dual shock absorbing mechanism for a vehicle seat according to claim 4, characterized in that: The middle parts of the inner connecting rods of the two brackets are connected through a crossbeam, and the outer end of the telescopic rod of the magnetorheological damper is hinged to the middle part of the crossbeam.
6. A dual shock absorbing mechanism for a vehicle seat according to claim 4, characterized in that: The lower ends of the outer connecting rods of the two brackets are fixedly connected to the front transverse axis, and the housing mounting ears of the magnetorheological damper are hinged at the middle or one side of the front transverse axis.
7. A dual shock absorbing mechanism for a vehicle seat according to claim 6, characterized in that: The lower ends of the inner connecting rods of the two brackets are fixedly connected with a rear transverse axis, and rollers are arranged at both ends of the front transverse axis, and the rollers are slidably arranged in the slideways on both sides of the bottom plate assembly.
8. The dual shock absorbing mechanism for a vehicle seat according to claim 1, characterized in that: The upper ends of the two inner connecting rods are provided with a front cross bar, the upper ends of the two outer connecting rods are provided with a rear cross bar, and the upper plate assembly is installed on the front cross bar and the rear cross bar.
9. The dual shock absorbing mechanism for a vehicle seat according to claim 7, characterized in that: The base plate assembly includes a rectangular frame and a support plate arranged in the rectangular frame, the lower side of the shock-absorbing airbag is arranged on the support plate, the slideways are arranged on the opposite inner sides of the two side beams of the rectangular frame, and the rollers are slidably arranged in the slideways on both sides of the base plate assembly.
10. The dual shock absorbing mechanism for a vehicle seat according to claim 1, characterized in that: An acceleration sensor is installed on the upper plate assembly, and the controller controls the action of the magnetorheological damper according to the signals transmitted by the angle sensor and the acceleration sensor, and simultaneously controls the charging and discharging valve and the charging motor to inflate or exhaust the shock-absorbing airbag.