A vibration damping system and a vehicle seat

Abstract

The utility model provides a kind of damping system and car seat, it is related to car seat technical field, for the vibration after attenuation of suspension system is attenuated again, further reduce the jolt of passenger, improve the ride comfort of passenger.The damping system includes at least one damping mechanism, and, any damping mechanism includes two damping components and first damping element.It needs to be explained, linkage mechanism is formed between first damping element and two damping components, common attenuation is acted on longitudinal vibration and transverse vibration formed by outside impact transmission.Specifically, any damping component is used to connect between seat frame component and vehicle body, and is used to attenuate longitudinal vibration, to reduce the jolt of passenger when riding.And first damping element is connected between two damping components, and is used to attenuate transverse vibration, to reduce the swing feeling of passenger when riding.

Description

Technical Field

[0001] This utility model relates to the field of automotive seat technology, and more specifically, to a vibration damping system and an automotive seat. Background Technology

[0002] With the rapid development of the automobile manufacturing industry and the continuous advancement of automobile manufacturing technology, passengers have increasingly higher requirements for the comfort of riding in a car.

[0003] However, the inventors discovered that the vehicle suspension in the relevant technology could not completely filter the vibrations transmitted to the vehicle from complex road surfaces, resulting in a noticeable bumpy feeling for the occupants and poor comfort. Utility Model Content

[0004] The purpose of this invention is to provide a vibration damping system and a car seat that can further dampen vibrations after they have been damped by the suspension system, thereby reducing the occupants' sense of bumpiness and improving their riding comfort.

[0005] The embodiments of this utility model can be implemented as follows:

[0006] In a first aspect, the present invention provides a vibration damping system, including at least one vibration damping mechanism, wherein each vibration damping mechanism includes two vibration damping components and a first vibration damping element; wherein each vibration damping component is used to connect between the seat frame assembly and the vehicle body and is used to attenuate longitudinal vibration; the first vibration damping element is connected between the two vibration damping components and is used to attenuate lateral vibration.

[0007] In an optional embodiment, the vibration damping assembly includes a second vibration damping element, one end of which is used to be hinged to the vehicle body via a first bracket, and the other end is used to be hinged to the seat frame assembly via a second bracket.

[0008] The second damping element is used to attenuate longitudinal vibration, which is the vibration transmitted to the second damping element through the first support.

[0009] The two ends of the first damping element are hinged to the two damping components respectively through the two second brackets, and the lateral vibration is the vibration transmitted to the first damping element through the first bracket, the second damping element and the second bracket.

[0010] In an optional embodiment, the vibration damping assembly further includes a swing arm, the two ends of which are respectively hinged to the first support and the second support, and the lateral vibration is also a vibration transmitted to the first damping element via the first support, the swing arm and the second support.

[0011] In an optional embodiment, the second bracket includes a first connecting portion and a second connecting portion that are connected to each other; wherein the first connecting portion is hinged to the second damping element and is used for fixed connection with the seat frame assembly, the second connecting portion is hinged to the first damping element and the swing arm, and there is an angle between the extension direction of the second connecting portion and the extension direction of the first connecting portion.

[0012] In an optional embodiment, the vibration damping system further includes a monitoring component, which includes a first monitoring element and a second monitoring element. The first monitoring element is used to output vehicle condition information to the controller; the second monitoring element is used to feed back the operating condition information of the seat frame assembly to the controller so that the controller can adjust the damping force of the first vibration damping element and / or the second vibration damping element.

[0013] In an optional implementation, there are two monitoring components, which are located on opposite sides of the vibration damping mechanism in the second direction.

[0014] In an optional implementation, the first monitoring element is mounted on a first bracket or vehicle body; the second monitoring element is mounted on a second bracket or seat frame assembly.

[0015] In optional embodiments, the first damping element is an active control damping damper, a semi-active control damping damper, or a passive control damping damper; and / or, the second damping element is an active control damping damper, a semi-active control damping damper, or a passive control damping damper.

[0016] In an optional implementation, the first damping element is a damper, a gas spring, or a linear actuator.

[0017] In an optional implementation, there are two vibration damping mechanisms, which are spaced apart along a first direction.

[0018] In an optional implementation, in any vibration damping mechanism, two vibration damping components are spaced apart along a second direction perpendicular to the first direction.

[0019] Secondly, the present invention provides an automobile seat, including a seat frame assembly and a vibration damping system as described in any of the foregoing embodiments, wherein the vibration damping assembly is used to connect the seat frame assembly and the vehicle body.

[0020] The beneficial effects of the vibration damping system and car seat provided by this utility model embodiment include:

[0021] This invention provides a vibration damping system and a car seat for further attenuating vibrations already damped by the suspension system, thereby reducing the occupant's sense of bumps and improving ride comfort. The vibration damping system includes at least one damping mechanism, and each damping mechanism includes two damping components and a first damping element. It should be noted that the first damping element and the two damping components form a linkage mechanism, jointly attenuating the longitudinal and lateral vibrations transmitted by external impacts. Specifically, each damping component is connected between the seat frame assembly and the vehicle body and is used to attenuate longitudinal vibrations, thereby reducing the occupant's sense of bumps while riding. The first damping element is connected between the two damping components and is used to attenuate lateral vibrations, thereby reducing the occupant's sense of swaying while riding. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the vibration reduction system provided in this embodiment;

[0024] Figure 2 This is a schematic diagram showing the connection between the front tube of the vibration damping mechanism, the vehicle body, and the seat frame assembly provided in this embodiment.

[0025] Figure 3 This is a schematic diagram showing the connection between the vibration damping mechanism, the vehicle body, and the rear tube of the seat frame assembly provided in this embodiment;

[0026] Figure 4 This is an exploded view of the vibration reduction system provided in this embodiment;

[0027] Figure 5 This is a schematic diagram of vibration transmission in the vibration damping mechanism provided in this embodiment;

[0028] Figure 6 This is a structural schematic diagram of the car seat provided in this embodiment;

[0029] Figure 7 This is another structural schematic diagram of the car seat provided in this embodiment;

[0030] Figure 8 This is a schematic diagram comparing the vibration reduction of a car seat and a regular seat provided in this embodiment;

[0031] Figure 9 This is yet another structural schematic diagram of the car seat provided in this embodiment;

[0032] Figure 10 This is a schematic diagram of the occupant's seating posture when the vehicle is turning right, as provided in this embodiment.

[0033] Figure 11 This is a schematic diagram of the occupant's seating posture after the vehicle turns right and the shock absorption system is adjusted, as provided in this embodiment.

[0034] Icons: 10-Damping system; 20-Seat frame assembly; 21-Seat basin; 23-Front tube; 25-Rear tube; 27-Mounting plate; 30-Body body; 100-Damping mechanism; 110-Damping assembly; 111-First bracket; 113-Second bracket; 1131-First connecting part; 1133-Second connecting part; 115-Second damping element; 117-Swing arm; 130-First damping element; 150-Monitoring assembly; 151-First monitoring element; 153-Second monitoring element. Detailed Implementation

[0035] In related technologies, the vehicle suspension cannot completely filter the vibrations transmitted to the vehicle interior from complex road surfaces, resulting in a noticeable bumpy feeling for passengers and poor comfort.

[0036] To address the aforementioned problems, this utility model provides a vibration damping system and a car seat. The vibration damping system can further attenuate the vibrations after they have been damped by the suspension system, thereby reducing the occupants' sense of bumpiness and improving their riding comfort.

[0037] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0038] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0039] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0040] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product is usually placed during use, they are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0041] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0042] It should be noted that, where there is no conflict, the features in the embodiments of this utility model can be combined with each other.

[0043] The following describes in detail the overall structure, working principle, and technical effects of the vibration reduction system and car seat provided by this utility model through embodiments and in conjunction with the accompanying drawings.

[0044] Please refer to Figure 1 , Figure 1 This is a schematic diagram of the vibration damping system 10 provided in this embodiment. The present invention provides a vibration damping system 10, applied to an automobile seat, for further damping vibrations after they have been attenuated by the suspension system, thereby reducing the occupant's sense of bumps and improving occupant comfort. The vibration damping system 10 includes at least one damping mechanism 100, and each damping mechanism 100 includes two damping components 110 and a first damping element 130.

[0045] It should be noted that the first damping element 130 and the two damping components 110 form a linkage mechanism, jointly attenuating the longitudinal and lateral vibrations transmitted by external impacts. Specifically, any one of the damping components 110 is used to connect between the seat frame assembly 20 and the body 30, and is used to attenuate longitudinal vibrations, thereby reducing the occupant's feeling of bumps while riding. The first damping element 130 is connected between the two damping components 110, and is used to attenuate lateral vibrations, thereby reducing the occupant's feeling of swaying while riding.

[0046] In some embodiments, the first damping element 130 for attenuating lateral vibrations can be a damper, a gas spring, or a linear actuator. When the first damping element 130 is a damper, the damper can dissipate vibration energy by actively or passively adjusting the damping force.

[0047] When the first damping element 130 is a gas spring, when subjected to lateral vibrations, the gas spring absorbs vibration energy by compressing its internal gas, generating a counterforce to achieve damping and buffering. When the first damping element 130 is a linear actuator, the linear actuator can output a force opposite to the direction of vibration under the control of a controller, thus counteracting the vibration. In other embodiments, the first damping element 130 can also be configured as other types of linear reciprocating components capable of generating a counterforce to attenuate or buffer vibrations.

[0048] Please refer to it again. Figure 1 In the embodiments provided by this utility model, there are two vibration damping mechanisms 100, which are spaced apart along the first direction. It can be understood that the spaced vibration damping mechanisms 100 can disperse vibration energy and prevent vibration energy from concentrating at a certain point, thereby reducing the local vibration intensity.

[0049] Furthermore, in any one of the vibration damping mechanisms 100, two vibration damping components 110 are spaced apart along a second direction perpendicular to the first direction. That is, vibration damping components 110 are provided at all four corners of the seat frame assembly 20. On the one hand, this arrangement can effectively isolate and absorb vibrations from multiple directions simultaneously, achieving all-around vibration damping; on the other hand, this arrangement can provide stable support for the seat frame assembly 20, further reducing swaying caused by vibration or impact. Optionally, the vehicle's travel direction is taken as the first direction (i.e., the front-to-back direction of the vehicle), and its perpendicular direction is taken as the second direction (i.e., the left-to-right direction of the vehicle).

[0050] Figure 2 This is a schematic diagram showing the connection between the vibration damping mechanism 100, the vehicle body 30, and the front tube 23 of the seat frame assembly 20 provided in this embodiment. Figure 3 This is a schematic diagram showing the connection between the vibration damping mechanism 100, the vehicle body 30, and the rear tube 25 of the seat frame assembly 20 provided in this embodiment. Figure 4 For an exploded view of the vibration reduction system 10 provided in this embodiment, please refer to [link / reference]. Figures 2 to 4 The vibration damping assembly 110 includes a second vibration damping element 115, one end of which is hinged to the vehicle body 30 via a first bracket 111, and the other end is hinged to the seat frame assembly 20 via a second bracket 113.

[0051] Based on the above, it can be understood that the first bracket 111 is fixedly connected to the vehicle body 30 and hinged to the second damping element 115; the second bracket 113 is fixedly connected to the seat frame assembly 20 and is also hinged to the second damping element 115. In some embodiments, the first bracket 111 and the second bracket 113 can be part of the structure of the vehicle body 30 and the seat frame assembly 20, respectively, or they can be set as independent components, depending on the actual assembly requirements.

[0052] Figure 5 This is a schematic diagram of vibration transmission in the vibration damping mechanism 100 provided in this embodiment. In practical applications, such as... Figure 5 As shown, the second damping element 115 is used to dampen longitudinal vibration. This longitudinal vibration is transmitted to the second damping element 115 via the first support 111.

[0053] Specifically, since the first bracket 111 is fixedly connected to the vehicle body 30, the vibration attenuated by the suspension is transmitted upwards completely to the first bracket 111. Furthermore, since the second damping element 115 is hinged to the first bracket 111, the vibration is transmitted from the first bracket 111 to the second damping element 115, where longitudinal vibration is generated. At this time, the second damping element 115 dampens the vibration and rotates clockwise around the first bracket 111.

[0054] Based on the above, the two ends of the first damping element 130 are used to be hinged to the two damping assemblies 110 respectively via the two second brackets 113. That is, the two second brackets 113 are respectively connected to the two damping assemblies 110, and are respectively hinged to the two ends of the first damping element 130.

[0055] Based on this, the lateral vibration is the vibration transmitted through the first support 111, the second damping element 115, and the second support 113 to the first damping element 130. Please refer again. Figure 5 That is, after the aforementioned longitudinal vibration attenuation, the second damping element 115 transmits the attenuated vibration upwards to the second support 113, which is hinged to it. At this time, the second support 113 rotates counterclockwise around the second damping element 115. Since the end of the first damping element 130 is hinged to the second support 113, the vibration is also transmitted to the first damping element 130 through the second support 113, and a lateral vibration is formed at the first damping element 130. At this time, the first damping element 130 moves inwards under the pushing action of the second support 113, forming a reverse damping force to attenuate the lateral vibration.

[0056] In particular, since the two ends of the first damping element 130 are hinged to the two second supports 113 respectively, the first damping element 130 can cancel both opposing vibrations and single-end vibrations. Specifically, when both ends of the first damping element 130 are subjected to opposing vibrations at the same time, the damping force inside the first damping element 130 will act on the vibrations in both directions simultaneously, reducing the relative motion or relative motion tendency of the first supports 111 connected to the two ends; and when one end of the first damping element 130 is subjected to vibration while the other end is relatively stationary, as mentioned above, since the internal resistance is opposite to the direction of vibration, the first damping element 130 can also effectively reduce the vibration.

[0057] Furthermore, please refer again. Figure 5 The vibration damping assembly 110 also includes a rocker arm 117, the two ends of which are hinged to the first support 111 and the second support 113, respectively. It is understood that the connection of the rocker arm 117 provides another path for vibration transmission and also another path for the formation of lateral vibration. That is, lateral vibration is also the vibration transmitted to the first damping element 130 via the first support 111, the rocker arm 117, and the second support 113. It is readily understood that by providing multiple vibration transmission paths, vibration energy can be more effectively dispersed and absorbed. The damping elements on different paths can work together to reduce the overall vibration level of the system.

[0058] like Figure 5 As shown, since the first bracket 111 is fixedly connected to the vehicle body 30, the vibration attenuated by the suspension is completely transmitted upwards to the first bracket 111. Since the swing arm 117 is hinged to the first bracket 111, the vibration is also transmitted from the first bracket 111 to the swing arm 117, at which point the swing arm 117 rotates clockwise around the first bracket 111. Since the other end of the swing arm 117 is hinged to the second bracket 113, the second bracket 113 rotates counterclockwise around the swing arm 117. Subsequently, as mentioned above, the vibration is transmitted from the second bracket 113 to the first damping element 130, where lateral vibration is generated. The first damping element 130 moves inwards under the pushing action of the second bracket 113, generating a reverse damping force to attenuate the lateral vibration.

[0059] It is understandable that, such as Figures 6 to 7 When applied to automotive seats, in a vibration damping assembly 110, the first bracket 111, the first damping element 130, the second bracket 113, and the swing arm 117, based on the aforementioned connections, together form a closed-loop system, which can achieve vibration attenuation through a linkage mechanism and the second damping element 115. In a vibration damping mechanism 100, the two vibration damping mechanisms 100 and the first damping element 130, based on the aforementioned connections, together form another closed-loop system, which can achieve vibration attenuation through the linkage mechanism of the first damping element 130.

[0060] With the above settings, the vibration damping system 10 provided by this utility model can attenuate the vibrations, whether they are vertical up-and-down vibrations or horizontal front-and-back and left-and-right vibrations, before transmitting them to the seat frame assembly 20, thereby reducing the bumps and swaying sensations of passengers sitting on the seat frame assembly 20 and improving the riding comfort of passengers.

[0061] Specifically, such as Figure 8 As shown, Figure 8 This is a schematic diagram comparing the vibration reduction of a car seat and a regular seat provided in this embodiment. Figure 8The upper side is a schematic diagram of a normal seat structure. In this normal seat, the force F on the seat frame assembly 20 is the same as the force F on the body 30, and the amplitude Δx of the seat cushion is the same as the amplitude Δx of the body 30. Figure 8 The lower side is a structural schematic diagram of a car seat using the vibration reduction system 10 provided by this utility model. In this car seat, the force F1 of the seat frame assembly 20 is less than the force F of the body 30, and the amplitude Δx1 of the seat cushion is less than the amplitude Δx of the body 30.

[0062] Furthermore, to avoid interference between the second damping element 115 and the swing arm 117, the second bracket 113 includes a first connecting portion 1131 and a second connecting portion 1133 that are interconnected. Correspondingly, the first connecting portion 1131 is hinged to the second damping element 115 and is used for fixed connection to the seat frame assembly 20. The second connecting portion 1133 is hinged to the first damping element 115 and the swing arm 117, and there is an angle between the extending direction of the second connecting portion 1133 and the extending direction of the first connecting portion 1131. It is easy to understand that the angle design between the first connecting portion 1131 and the second connecting portion 1133 effectively separates the movement trajectories of the second damping element 115 and the swing arm 117 to avoid friction and collision between them.

[0063] Optionally, the first connecting portion 1131 extends horizontally, and the first connecting portion 1131, the second connecting portion 1133, the swing arm 117, and the second damping element 115 together form a frame structure, the interior of which is a clearance cavity. In particular, when the included angle between the first connecting portion 1131 and the second connecting portion 1133 is an obtuse angle, the space in the lower center of the seat frame assembly 20 can be further freed up, facilitating the placement of the leg support mechanism or other functional components, and improving the overall integrated design of the seat.

[0064] Additionally, it should be noted that the fixed connections between the aforementioned components can be achieved through welding (such as laser welding, arc welding, or resistance welding), bolting, or pinning. The hinges between these components can be ball joints or pivot joints.

[0065] Since a damping damper is a device used to reduce vibration in a mechanical system, it can reduce the vibration amplitude of the system by consuming vibration energy, thereby achieving the purpose of vibration reduction. Therefore, the first damping element 130 is an active control damping damper, a semi-active control damping damper, or a passive control damping damper; and / or, the second damping element 115 is an active control damping damper, a semi-active control damping damper, or a passive control damping damper.

[0066] It should be noted that the differences between passively controlled damping vibration isolators, actively controlled damping vibration isolators, and semi-actively controlled damping vibration isolators mentioned above lie in their control methods. Specifically, passively controlled damping vibration isolators do not require external energy; they dissipate vibration energy through material properties. Examples include viscous dampers, shear-thickening dampers, rubber isolators, and friction dampers. Actively controlled damping vibration isolators adjust the damping force through external signals to achieve precise vibration control. Examples include electromagnetic dampers, hydraulic servo dampers, magnetorheological dampers, and electrorheological dampers. Passively controlled damping vibration isolators can passively adjust the damping force through external excitation and actively regulate changes in their damping characteristics. Examples include magnetorheological shear-thickening dampers.

[0067] Please see Figure 9 To improve the precise control of vibration by the vibration damping system 10 and further enhance the ride comfort of the car seat using the vibration damping system 10, the vibration damping system 10 also includes a monitoring component 150. Specifically, the monitoring component 150 includes a first monitoring element 151 and a second monitoring element 153. The first monitoring element 151 is used to output vehicle condition information to the controller, such as wheel bounce displacement and vehicle body acceleration; the second monitoring element 153 is used to feed back the operating condition information of the seat frame assembly 20 to the controller, such as vertical load and lateral displacement, so that the controller can adjust the damping force of the first damping element 130 and / or the second damping element 115.

[0068] It should be noted that the controller can be an independent control unit or an ECU (Electronic Control Unit) configured in the vehicle. This controller can achieve individual control of the first damping element 130 or the second damping element 115 through intelligent algorithms. In this case, the first damping element 130 or the second damping element 115 is a damping damper whose damping force is adjusted by an external signal (i.e., an actively controlled damping damper or a semi-actively controlled damping damper). Alternatively, the controller can also achieve simultaneous control of the first damping element 130 and the second damping element 115 through intelligent algorithms. In this case, both the first damping element 130 and the second damping element 115 are damping dampers whose damping force is adjusted by an external signal.

[0069] In the embodiments provided by this utility model, there are two sets of monitoring components 150, which are located on both sides of the damping mechanism 100 in the second direction. It is understood that the second direction here is the same as described above, referring to the left-right direction of the vehicle. Based on this, the controller can dynamically adjust the damping force of the first damping element 130 and / or the second damping element 115 on the left and right sides according to the difference between the vehicle condition information on the left and right sides and the operating condition information of the seat frame assembly 20, thereby achieving differential adjustment of the seat posture.

[0070] Figure 10 This is a schematic diagram of the seating posture of the occupants when the vehicle turns right, as provided in this embodiment. Figure 11 This is a schematic diagram illustrating the seating posture of an occupant after the vehicle turns right and is adjusted by the shock absorption system 10, as provided in this embodiment. Please refer to [link / reference]. Figure 10 and Figure 11 When the vehicle is detected turning right, the occupant on the left side shifts to the left due to centrifugal force. The controller, by comparing the vehicle status information fed back by the first monitoring elements 151 on both sides, can identify that the vehicle is turning right; simultaneously, by comparing the operating status information of the seat frame assembly 20 fed back by the second monitoring elements 153 on both sides, it can identify a signal of increased load on the left side. Based on this information, the controller correspondingly increases the damping force of the second damping element 115 on the left and decreases the damping force of the second damping element 115 on the right, raising the left side of the seat frame assembly 20 by β°, thereby providing left-side support for the occupant. This adjustment effectively guides the occupant's center of gravity to remain perpendicular to the ground, preventing tilting and instability, significantly improving ride comfort and safety.

[0071] Additionally, it should be noted that even when the number of monitoring components 150 is in a single group, the vehicle's driving state can still be identified by configuring a first monitoring element 151 with multi-dimensional sensing capabilities (such as a triaxial accelerometer). The controller can determine whether the vehicle is turning right based on the detected changes in lateral acceleration and predict occupant posture trends by combining this with a seat dynamics model. Further details will not be elaborated here.

[0072] Based on the above, the first monitoring element 151, the second monitoring element 153, the first vibration damping element 130, the second vibration damping element 115, and the controller form a real-time feedback mechanism. This mechanism ensures that the vibration damping system 10 can quickly respond to changes in the external environment (such as road surface changes, load changes, etc.) and automatically adjust its control strategy through continuous feedback and adjustment. Furthermore, it should be noted that the aforementioned first monitoring element 151 / second monitoring element 153 can be monitoring elements capable of identifying measurement parameters such as acceleration, velocity, displacement, force, tilt angle, and vibration information (such as vibration frequency and amplitude). For example, the first monitoring element 151 / second monitoring element 153 can specifically be an accelerometer, an inertial measurement unit, a gyroscope, and a magnetometer, etc.

[0073] Furthermore, the first monitoring element 151 is used to be mounted on the first bracket 111 or the vehicle body 30; the second monitoring element 153 is used to be mounted on the second bracket 113 or the seat frame assembly 20. That is to say, the monitoring assembly 150 can adapt to different structural layouts and assembly conditions, ensuring that it can accurately acquire the dynamic response information of the vehicle body 30 and the seat frame assembly 20.

[0074] Specifically, in one arrangement, the first monitoring element 151 is installed on the first bracket 111 and the second monitoring element 153 is installed on the second bracket 113. Since the first bracket 111 is fixedly connected to the vehicle body 30, its operating condition information represents the dynamic state of the vehicle body 30; while the second bracket 113 is fixedly connected to the seat frame assembly 20, its operating condition information reflects the state of the seat frame assembly 20.

[0075] In another arrangement, the first monitoring element 151 can be directly installed on the vehicle body 30, and the second monitoring element 153 can be directly installed on the seat frame assembly 20, thereby realizing independent monitoring of the respective states of the vehicle body 30 and the seat frame assembly 20.

[0076] With the two sets of monitoring components 150 located on both sides of the same damping mechanism 100 along the second direction (i.e., the left-right direction of the vehicle), the two first monitoring elements 151 are respectively mounted on the two first brackets 111, and the two second monitoring elements 153 are respectively mounted on the two second brackets 113. Alternatively, the two first monitoring elements 151 are respectively mounted on the left and right sides of the vehicle body 30, and the two second monitoring elements 153 are respectively mounted on the left and right sides of the seat frame assembly 20.

[0077] In a real-world scenario, during vehicle travel, the vehicle body 30 transmits the vibration excitation, damped by the vehicle suspension, upwards to the first support 111. The first monitoring element 151 acquires the operating condition information of the first support 111 (vehicle body 30) and outputs it to the controller. Subsequently, based on the operating condition information of the first support 111, the controller outputs a control signal to adjust the damping force of the first damping element 130 and / or the second damping element 115 to attenuate the vibration transmitted by the vehicle body 30. Then, the attenuated vibration is transmitted to the second support 113. The second monitoring element 153 acquires the operating condition information of the second support 113 (seat frame assembly 20) and outputs it to the controller. At this point, based on the operating condition information of the second support 113, the controller appropriately modifies the control signal to provide feedback adjustment to the damping force of the first damping element 130 and / or the second damping element 115, thereby achieving better vibration control.

[0078] In summary, this utility model provides a vibration damping system 10 for further attenuating vibrations after they have been damped by the suspension system, thereby reducing the occupant's sense of bumps and improving passenger comfort. The vibration damping system 10 includes at least one damping mechanism 100, and each damping mechanism 100 includes two damping components 110 and a first damping element 130. It should be noted that the first damping element 130 and the two damping components 110 form a linkage mechanism, jointly attenuating the longitudinal and lateral vibrations transmitted by external impacts. Specifically, each damping component 110 is connected between the seat frame assembly 20 and the vehicle body 30 and is used to attenuate longitudinal vibrations, thereby reducing the occupant's sense of bumps while riding. The first damping element 130 is connected between the two damping components 110 and is used to attenuate lateral vibrations, thereby reducing the occupant's sense of swaying while riding.

[0079] In addition, this application also provides a car seat, which includes a seat frame assembly 20 and the vibration damping system 10 described in the aforementioned embodiments, and the vibration damping assembly 110 is used to connect the seat frame assembly 20 and the vehicle body 30. Based on the vibration damping system 10, this car seat can further dampen vibrations after they have been attenuated by the suspension system, further reducing the occupant's sense of bumps and improving occupant comfort. Furthermore, it should be noted that in the embodiments provided by this utility model, the seat frame assembly 20 includes a seat basin 21, a front tube 23, a rear tube 25, and two mounting plates 27. Wherein, as... Figure 2 As shown, both ends of the front tube 23 are connected to two vibration damping components 110 via two second brackets 113. Figure 3 As shown, both ends of the rear tube 25 are connected to two other vibration damping assemblies 110 via two additional second brackets 113. The two mounting plates 27 are also connected to the second brackets 113 in the two vibration damping assemblies 110, respectively. Figure 9 As shown, the two sides of the sitz bath 21 are connected by the front tube 23 and the rear tube 25, respectively.

[0080] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model.

Claims

1. A vibration reduction system, characterized in that, It includes at least one damping mechanism (100), and each of the damping mechanisms (100) includes two damping components (110) and a first damping element (130); wherein each of the damping components (110) is used to connect between the seat frame assembly (20) and the vehicle body (30) and is used to attenuate longitudinal vibration; the first damping element (130) is connected between the two damping components (110) and is used to attenuate lateral vibration.

2. The vibration reduction system according to claim 1, characterized in that, The vibration damping assembly (110) includes a second vibration damping element (115), one end of which is hinged to the vehicle body (30) via a first bracket (111), and the other end is hinged to the seat frame assembly (20) via a second bracket (113); The second damping element (115) is used to dampen the longitudinal vibration, which is the vibration transmitted to the second damping element (115) via the first bracket (111); The two ends of the first damping element (130) are used to be hinged to the two damping components (110) respectively through the two second brackets (113), and the lateral vibration is the vibration transmitted to the first damping element (130) through the first bracket (111), the second damping element (115) and the second bracket (113).

3. The vibration reduction system according to claim 2, characterized in that, The vibration damping assembly (110) also includes a swing arm (117), the two ends of which are hinged to the first bracket (111) and the second bracket (113) respectively, and the lateral vibration is also a vibration transmitted to the first vibration damping element (130) via the first bracket (111), the swing arm (117) and the second bracket (113).

4. The vibration reduction system according to claim 3, characterized in that, The second bracket (113) includes a first connecting part (1131) and a second connecting part (1133) that are connected to each other; wherein, the first connecting part (1131) is hinged to the second damping element (115) and is used to be fixedly connected to the seat frame assembly (20), the second connecting part (1133) is hinged to the first damping element (130) and the swing rod (117), and there is an angle between the extension direction of the second connecting part (1133) and the extension direction of the first connecting part (1131).

5. The vibration reduction system according to claim 2, characterized in that, The vibration damping system (10) further includes a monitoring component (150), which includes a first monitoring element (151) and a second monitoring element (153). The first monitoring element (151) is used to output vehicle condition information to the controller; the second monitoring element (153) is used to feed back the operating condition information of the seat frame assembly (20) to the controller so that the controller can adjust the damping force of the first vibration damping element (130) and / or the second vibration damping element (115).

6. The vibration reduction system according to claim 5, characterized in that, The number of monitoring components (150) is two, and the two monitoring components (150) are respectively located on both sides of the vibration damping mechanism (100) in the second direction.

7. The vibration reduction system according to claim 5, characterized in that, The first monitoring element (151) is used to be mounted on the first bracket (111) or the vehicle body (30); the second monitoring element (153) is mounted on the second bracket (113) or the seat frame assembly (20).

8. The vibration reduction system according to claim 2, characterized in that, The first damping element (130) is an active control damping damper, a semi-active control damping damper, or a passive control damping damper; and / or, the second damping element (115) is an active control damping damper, a semi-active control damping damper, or a passive control damping damper.

9. The vibration reduction system according to claim 1, characterized in that, The first damping element (130) is a damper, a gas spring, or a linear actuator.

10. The vibration reduction system according to any one of claims 1 to 9, characterized in that, The number of vibration damping mechanisms (100) is two, and the two vibration damping mechanisms (100) are arranged at intervals along the first direction.

11. The vibration reduction system according to claim 10, characterized in that, In any one of the vibration damping mechanisms (100), two vibration damping components (110) are spaced apart along a second direction perpendicular to the first direction.

12. A car seat, characterized in that, Includes a seat frame assembly (20) and a damping system (10) as claimed in any one of claims 1 to 11, wherein the damping assembly (110) is used to connect between the seat frame assembly (20) and the vehicle body (30).

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