KR102040889B1 - shock absorbing seat for ship - Google Patents

Abstract

The present invention provides a shock absorbing chair for a vessel. The shock absorbing chair for a vessel is to prevent shock and reduce vibration. The shock absorbing chair for a vessel includes: a seat unit spaced at predetermined intervals from the bottom of a hull; an ultrasonic sensor installed in the lower part of the seat unit and measuring intervals from the bottom of the hull; at least one or more shock absorbing springs installed between the seat unit and the bottom of the hull; a magnetorheological fluid damper unit installed in a line with the shock absorbing spring and including a housing unit and a piston unit, wherein the solidified magnetorheological fluid is injected into the housing as viscosity increases when a current is applied to control the area of an orifice pipe controlling the damping force; an acceleration sensor installed on the outside of the magnetorheological fluid damper unit and measuring acceleration when the magnetorheological fluid damper unit and the shock absorbing spring operate; and a calculation control unit calculating a first speed value by integration of an acceleration value measured by the acceleration sensor and calculating the relative speed value by differentiation of a displacement value measured by an ultrasonic sensor, wherein the calculation control unit also controls the electric current applied to a coil by comparing and determining each measurement value and calculation value with each reference value. The piston unit of the magnetorheological fluid damper unit is installed in the housing unit, and the coil is wound on the inside of the piston unit so that the electric current can be selectively applied to the magnetorheological fluid.

Description

Shock absorbing seat for ship

The present invention relates to a shock absorber chair for ships, and more particularly to a shock absorber for ships that vibration is reduced and shock is prevented.

In general, high-speed ships used for crackdowns such as maritime rescue or illegal fishing are hulled using light and rigid glass fiber reinforced plastics or aluminum for ships. Such a high speed vessel is provided with a steering wheel to control the direction of the ship by the operator on the deck, and a plurality of chairs for seating a number of occupants in addition to the operator is provided on the deck.

Here, the high speed ship is advanced forward with the bow when the propulsion is formed as the propulsion force is generated by the fuel at the rear. At this time, the bottom of the high-speed vessel hits the wave and the impact on the ship is applied to the occupant as it is, there is a fear that the occupant may be injured in the neck or waist. Moreover, the rider sitting on the chair should give strength to the whole body so as not to get out of the chair due to the impact. In this case, the rider is easily tired and in severe cases, there is a risk of deterioration due to injuries of the lumbar joint.

In addition, the chair of the conventional high speed ship is provided with a fixed type with a cushion applied to the frame, when the shock is applied to the hull from the running of the high speed ship, the shock is transmitted to the passengers through the chair as it is. Moreover, the fixed chairs are not suitable for the body structure of each other, so that the unstable posture is taken, and thus the overall function of protecting the passengers is insufficient.

In order to solve this problem, a configuration in which a shock absorbing spring is applied in the related art has been disclosed, but there is a limit of providing only a limited shock absorbing function within a predetermined pressure or range.

In particular, when a vibration corresponding to the resonant frequency of the shock absorbing spring occurs, the vibration is reinforced and thus the amplitude of the vibration is increased so that the generated vibration and shock are transmitted to the passenger as it is.

In addition, when the shock absorbing shock absorbs the shock and is pre-compressed, once again a shock is applied to the hull by waves or the like, the shock absorbing is hardly compressed because the shock absorbing spring cannot be compressed further in the pre-compressed condition, which makes it difficult to prevent shock. There was a problem.

Korea Patent Registration No. 10-1146698

In order to solve the above problems, the present invention is to provide a shock absorbing chair for ships that vibration is reduced and the impact is to be solved.

In order to solve the above problems, the present invention is a seat portion spaced apart from the bottom surface of the hull at a predetermined interval; An ultrasonic sensor provided at a lower portion of the sheet part and measuring a distance from the bottom surface of the hull; At least one buffer spring provided between the seat portion and the bottom surface of the hull; It is arranged in parallel with the buffer spring, the housing portion in which the magnetorheological fluid which is solidified as the viscosity increases when the current is applied to adjust the passage area of the orifice tube to control the damping damping force is disposed inside the housing portion, A magnetorheological fluid damper unit including a piston unit in which a coil is wound therein such that a current is selectively applied to the magnetorheological fluid; An acceleration sensor provided on an outer side of the magnetorheological fluid damper and configured to measure an acceleration during operation of the buffer spring and the magnetorheological fluid damper; And calculating a first speed value through integration of the acceleration values measured by the acceleration sensor, calculating a relative speed value through the derivative of the displacement value measured by the ultrasonic sensor, and comparing each measured value and the calculated value with each reference value. Comprising a comparison control to control the current applied to the coil, if the product of the first speed value and the relative speed value is greater than or equal to the second reference value, the operation control unit and the acceleration value is less than the first reference value At the same time, there is provided a ship buffer chair characterized in that the comparison is determined whether the first speed value exceeds the third reference value.

Here, when the acceleration value is greater than or equal to the first reference value or the first speed value is less than or equal to the third reference value, a current is applied to the coil to increase the viscosity of the magnetorheological fluid, and the acceleration value is less than the first reference value. At the same time, when the first speed value exceeds the third reference value, it is preferable that current is applied to the coil so that the viscosity of the magnetorheological fluid is reduced.

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Here, the condition that the acceleration value is less than the first reference value and the first speed value exceeds the third reference value and the condition that the product of the first speed value and the relative speed value are equal to or greater than a second reference value overlap In this case, it is preferable that the application of current to the coil is stopped.

In addition, when the product of the first speed value and the relative speed value is less than a second reference value, it is preferable that current is applied to the coil so that the viscosity of the magnetorheological fluid is reduced.

Through the above solution, the present invention provides the following effects.

First, the magnetorheological fluid damper is rapidly expanded as the magnetorheological fluid damper stops applying current to the coil inside the piston in the state where the magnetorheological fluid damper is pre-compressed due to the swing of the hull. Safety can be improved.

Second, when the acceleration value is less than the first reference value and the condition that the first speed value exceeds the third reference value and the condition that the product of the first speed value and the relative speed value is greater than or equal to the second reference value is applied, the current is applied to the coil. Can be significantly improved because the different algorithms are mixed and not overlapped, reducing the probability of error.

Third, the damping force of the magnetorheological fluid damper is automatically adjusted by comparing the absolute speed of the hull with the relative speed of the seat and the hull when the hull oscillates up and down, thus reducing the vibration transmitted to the rider and providing a comfortable boarding environment. Safety accidents caused by environmental changes can be prevented and safety of use can be significantly improved.

Fourth, when the hull and the seat part are swinging in the same direction, a current is applied to the coil inside the piston part and the magnetorheological fluid flowing into the orifice tube of the piston part is solidified. The damping damping force of the damper portion is automatically adjusted to reduce the vibration transmitted to the passenger.

1 is an exemplary view showing a ship buffer chair according to an embodiment of the present invention.
Figure 2 is an exemplary cross-sectional view showing a magnetorheological fluid damper in a ship buffer chair according to an embodiment of the present invention.
Figure 3 is a block diagram showing a buffer chair for a vessel according to an embodiment of the present invention.
4 and 5 and 6 is a flow chart showing a control method of the ship buffer chair according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings will be described in detail a shock absorber for a ship according to a preferred embodiment of the present invention.

1 is an exemplary view showing a shock absorber chair for a ship according to an embodiment of the present invention, Figure 2 is a cross-sectional view showing a magnetorheological fluid damper portion in a ship buffer chair according to an embodiment of the present invention, Figure 3 A block diagram showing a shock absorber chair for a ship according to an embodiment of the present invention.

As shown in Figure 1 to Figure 3, the ship buffer chair 100 according to an embodiment of the present invention is a seat portion 10, ultrasonic sensor 20, buffer spring 30, magnetorheological fluid damper portion 40 ), The acceleration sensor 50, and the operation control unit 60.

Here, the ship buffer chair 100 is preferably at least one arrangement and installed in the hull of a high speed ship is understood to be an apparatus for absorbing and mitigating vibration and shock generated by waves and the like.

First, the seat part 10 may include a seat seat 11 spaced apart from the bottom surface of the hull at a predetermined interval, and a support part 12 which mediates the connection between the seat seat 11 and the hull. Can be.

Here, the seat seat 11 is preferably provided with at least one or more on the hull so that the occupant can be seated, the backrest may be further provided. At this time, the seat seat 11 and the bottom surface of the hull so that the ultrasonic sensor 20, the buffer spring 30, the magnetorheological fluid damper 40, the acceleration sensor 50 is disposed below It is preferable to arrange at predetermined intervals.

In addition, the support 12 is preferably disposed between the seat seat 11 and the hull so that the seat seat 11 is spaced apart from the bottom surface of the hull and supported and fixed at the same time. In one embodiment of the present invention, the support 12 is shown and described as being installed and installed in the vertical direction to the wall surface of the hull so that the seat seat 11 is selectively moved in the vertical direction, but is not limited thereto.

Here, the rail part 12b may be disposed in the support part 12 along the longitudinal direction. At this time, the rail vehicle 12a connected to the seat seat 11 through the connecting member 13 to the rail unit 12b may be arranged to be selectively movable in the longitudinal direction.

Accordingly, the seat seat 11 may be connected to the rail vehicle 12a to be supported and fixed by the support part 12 and to be selectively movable in the vertical direction. Of course, in some cases, it is also possible to replace the configuration of the above-mentioned support 12. For example, a link member may be provided at the bottom of the seat seat 11 so that the seat seat 11 can be selectively moved in the vertical direction.

In addition, the lower portion of the seat seat 11 may be further provided with a folding cover to cover the buffer spring 30 and the magnetorheological fluid damper portion 40. In this case, the folding cover may be provided with a synthetic resin material and the like and may be folded when the seat seat 11 is lowered.

On the other hand, the ultrasonic sensor 20 is provided in the lower portion of the seat seat 11 to measure the separation distance from the bottom surface of the hull. Here, the ultrasonic sensor 20 measures the distance between the seat seat 11 and the bottom surface of the hull when the seat seat 11 vibrates up and down.

Here, the ultrasonic sensor 20 generates ultrasonic waves at predetermined node time intervals, and calculates a distance value by measuring the time taken until the ultrasonic waves are reflected on the bottom surface of the hull and reach the ultrasonic sensor 20. do. That is, the ultrasonic sensor 20 may include an ultrasonic wave generator for generating the ultrasonic waves, and an ultrasonic wave receiver for receiving the ultrasonic waves reflected from the outside. At this time, the separation distance between the seat seat 11 and the bottom surface of the hull measured by the ultrasonic sensor 20 is substantially from the ultrasonic sensor 20 provided in the lower portion of the hull of the hull It is desirable to understand the distance to the bottom surface.

In addition, the ultrasonic sensor 20 may be attached and fixed to one side of the bottom surface of the seat seat 11. Alternatively, the ultrasonic sensor 20 may be inserted and disposed in a mounting space provided separately under the seat seat 11.

In addition, the ultrasonic sensor 20 may be connected to the operation control unit 60 and controlled by the operation control unit 60. Accordingly, the calculation control unit 60 may calculate the displacement value through the change of the measured distance value between the seat seat 11 and the bottom surface of the hull. Of course, in some cases, the ultrasonic sensor 20 may be replaced with a distance measuring sensor such as an infrared sensor.

On the other hand, at least one buffer spring 30 is provided between the seat portion 10 and the bottom surface of the hull, the elastic control unit 31 may be provided on one side to selectively adjust the elastic restoring force. Here, the shock absorbing spring 30 is a spring that is buffered during the vertical vibration of the seat portion 10, and the elasticity adjusting portion 31 provided at one end of the spring to selectively adjust the elastic restoring force of the spring It may include.

In addition, the buffer spring 30 may be disposed in parallel with the magnetorheological fluid damper 40. In this case, it is arranged in parallel, as shown in Figure 1, the buffer spring 30 may be arranged to surround the outer periphery of the magnetorheological fluid damper portion 40, the buffer spring is the magnetorheological fluid It is preferable that the damper part 40 may be disposed separately from the damper part 40 to be disposed below the seat part 10. That is, in one embodiment of the present invention, the buffer spring 30 is shown and described as being arranged to surround the outer periphery of the magnetorheological fluid damper 40, but is not limited thereto.

Accordingly, the shock absorbing spring 30 is provided under the seat part 10 to repeat compression and expansion when the vessel swings up and down by waves, etc., and kinetic energy may be stored.

Meanwhile, referring to FIGS. 1 and 2, the magnetorheological fluid damper part 40 is disposed in parallel with the buffer spring 30 and provided with at least one of the seat part 10 and the bottom surface of the hull. Is preferred.

Here, the magnetorheological fluid damper 40 is preferably understood as a semi-active suspension using a magneto-rheological (MR) damper equipped with a magnetorheological fluid (f) whose viscosity changes as a current is applied. In this case, the semi-active suspension means a suspension that generates a control force by increasing or decreasing the damping force according to the adjustment of the orifice. In addition, the magnetorheological fluid (f) is preferably magnetized (Magnetized) in accordance with the change of the magnetic field (Magneto-Rheological Fluid) is changed to change the viscosity of the fluid is preferred. In detail, the magnetorheological fluid (f) is a colloidal liquid made of diamagnetic ferromagnetic and is made of an organic solvent or water. At this time, the magnetorheological fluid (f) is provided with each of the small nanoparticles consisting of any one selected from the group consisting of magnetite, magnesium or iron and mixtures thereof are completely coated with a surfactant and the nanoparticles are exposed to a strong magnetic field When separated from the colloidal mixture.

On the other hand, the magnetorheological fluid damper portion 40 has a housing portion 41 in which the magnetorheological fluid (f) is injected to adjust the damping force as the viscosity is selectively changed therein, and a length in the inner circumference of the housing part (41). It is preferably disposed to move in the direction, it is preferable to include a piston 42 in which the coil 42b is wound inside so that a current for the viscosity change of the magnetorheological fluid (f) is applied. In addition, the magnetorheological fluid damper part 40 is connected to the piston part 42 and exposed to one end of the housing part 41, and a rod part in which a wire connected to the coil 42b is disposed. 43).

First, one end of the housing part 41 may be provided with a ring-shaped sealing member 41a made of rubber or the like. Here, the radial center portion of the sealing member (41a) is formed through, a metal bearing may be provided on the inner circumference. At this time, the rod portion 43 may be inserted into the inner circumference of the sealing member 41a.

Accordingly, the rod part 43 is inserted into the radially central side of the sealing member 41a but is sealed while being selectively moved in the longitudinal direction of the housing part 41, thus being injected into the housing part 41. The magnetorheological fluid f may be sealed without leakage.

In addition, a diaphragm 41b and an accumulator 41c may be provided at the other end of the housing part 41. Here, the diaphragm 41b may be expanded toward the other side of the housing part 41, that is, toward the accumulator 41c when the piston part 42 is compressed.

Accordingly, kinetic energy may be absorbed by the diaphragm 41b and the accumulator 41c when the internal pressure of the housing part 41 is generated. At this time, in one embodiment of the present invention is shown and described as a configuration for absorbing kinetic energy in a diaphragm manner, but may be replaced by a rubber tube type, a spring type, etc., but is not limited thereto.

On the other hand, the piston portion 42 is preferably disposed to be moved in the longitudinal direction on the inner circumference of the housing portion (41). Here, the piston portion 42 is preferably provided integrally at the end of the rod portion 43 inserted into the housing portion 41, the piston portion 42 and the rod portion 43 May be provided separately and combined.

In addition, the piston portion 42 may be provided in a cylindrical shape corresponding to the inner diameter of the housing portion 41, so that the outer diameter of the piston portion 42 substantially corresponds to the inner diameter of the housing portion 41. It is preferred to be provided.

In addition, it is preferable that at least one orifice tube 42a is formed in the piston portion 42 in the longitudinal direction of the housing portion 41 so that the magnetorheological fluid f flows. At this time, the orifice tube 42a may be formed through a plurality of places at predetermined intervals in the circumferential direction of the piston portion 42.

Here, the damping force of the magnetorheological fluid damper part 40 may be adjusted as the radial area of each orifice pipe 42a, that is, the width of the passage is selectively adjusted. At this time, the passage width of each orifice tube 42a may be adjusted using a phase change characteristic according to the application of the current of the magnetorheological fluid f passing through the orifice tube 42a.

In detail, the coil 42b is configured to selectively apply a current for the viscosity change or the phase change of the magnetorheological fluid f to the inside of the piston portion 42 adjacent to the orifice tube 42a. It is preferable to wind along the circumferential direction of the part 42.

In addition, the magnetorheological fluid f may be disposed inside the housing part 41 so that damping damping force is adjusted, and may flow through the orifice tube 42a during longitudinal compression movement of the piston part 42.

Here, the magnetorheological fluid (f) is preferably understood as an MR fluid in which the viscosity of the fluid changes in accordance with the change in the magnetic field. Accordingly, the magnetorheological fluid f may be selectively converted to physical properties of the fluid through a magnetic field. That is, as the current is applied to the magnetorheological fluid f, the viscosity increases and the phase is changed from liquid to solid. When the current is stopped, the magnetorheological fluid f may be changed from solid to liquid. Therefore, as the current is applied to the coil 42b, the viscosity of the magnetorheological fluid f flowing into the orifice tube 42a may increase.

Accordingly, the magnetorheological fluid (f) flowing into the orifice tube (42a) is solidified as the viscosity increases, and magnetically adsorbed to the inner circumference of the orifice tube (42a) narrows the passage of the orifice tube (42a) The damping damping force of the magnetorheological fluid damper 40 may be selectively adjusted.

Through this, the magnetorheological fluid damper 40 is a suspension for controlling the damping force of the damping by adjusting the viscosity of the magnetorheological fluid f passing through the passage of the orifice pipe 42a, and a separate hydraulic valve is required. Can increase the ease of use.

The magnetorheological fluid damper 40 is electronically controlled and light in weight, low in energy consumption, and mechanically simple, so that the module is simple. Therefore, the failure rate is high and the failure rate is low. As it has the same performance, it can be easily replaced by the existing suspension, which is highly compatible.

Meanwhile, the rod part 43 may be connected to the piston part 42 and exposed to one end of the housing part 41. At this time, the outer diameter of the rod portion 43 is provided smaller than the inner diameter of the housing portion 41, may be provided to substantially correspond to the inner diameter of the sealing member (41a).

A ring-shaped coupling ring may be provided at the other end of the housing part 41 and the end of the rod part 43. Accordingly, the magnetorheological fluid damper portion 40 may be connected to and coupled to the coupling members provided at both ends of the coupling member provided at the bottom of the seat seat 11 and the bottom surface of the hull, respectively.

In addition, a wire connected to the coil 42b may be disposed in the rod part 43 to be connected to the operation controller 60 by a circuit. Accordingly, a current may be selectively applied to the coil 42b through the control of the operation control unit 60.

In addition, the buffer spring 30 is disposed and disposed on the outer circumference of the magnetorheological fluid damper 40 in one embodiment of the present invention. In detail, the other end portion of the housing 41 may be threaded so that the elasticity adjusting portion 31 is screwed in the longitudinal direction so that the elastic restoring force of the buffer spring 30 is adjusted.

Accordingly, a screw groove corresponding to the screw thread is formed on the inner circumference of the elastic control unit 31 so that the elastic control unit 31 is selectively moved in the longitudinal direction of the housing part 41. 30) the elastic restoring force can be adjusted.

In addition, a stopper part may be provided at one side of the rod part 43 so that the end of the shock absorbing spring 30 is connected and fixed. Therefore, the shock absorbing spring 30 is disposed between the elasticity adjusting part 31 and the stopper part can be compressed during the vertical vibration of the seat portion 10.

On the other hand, the acceleration sensor 50 is provided on the outside of the magnetorheological fluid damper 40, it is provided to measure the acceleration during the operation of the buffer spring 30 and the magnetorheological fluid damper 40. desirable.

In detail, the accelerometer 50 has sensors disposed at both ends of the outer side of the magnetorheological fluid damper 40, and the sensors protrude from each other in a radially outer side of the magnetorheological fluid damper 40. Can be arranged.

Here, the acceleration sensor 50 measures the acceleration during compression and expansion of the buffer spring 30 and the magnetorheological fluid damper portion 40. In this case, the acceleration sensor 50 may be connected to the operation control unit 60 and controlled by the operation control unit 60.

On the other hand, the operation control unit 60 calculates a first speed value through the integration of the acceleration value measured from the acceleration sensor 50 (s10), and of the displacement value measured by the ultrasonic sensor 20 It is preferable to control the current applied to the coil 42b by calculating the relative speed value through the derivative (s20), comparing and determining each measured value and the calculated value with each reference value.

Here, each of the measured values includes the acceleration value and the displacement value, and each of the calculated values includes the first speed value, the second speed value, and the relative speed value, and each of the calculated values is a first value. A reference value, a third reference value, and a second reference value.

In detail, the first speed value may be calculated by integrating the acceleration value measured from the acceleration sensor path 50 at the time of oscillation of the hull through the integrator circuit provided in the operation controller 60.

In addition, the relative speed value is the amount of change of each distance value measured by the ultrasonic sensor 20 during the vertical vibration of the seat part 10, that is, the displacement value is provided with the differential circuit provided in the operation control unit 60. Can be calculated by differentiation. That is, the relative speed value may be calculated by calculating a difference between the first speed value which is the up and down speed of the hull and the second speed value which is the up and down speed of the seat part 10.

Here, the first speed value includes the speed and direction information during the up and down swing of the hull, and the relative speed value includes the up and down relative speed and direction information between the hull and the seat portion 10 desirable.

On the other hand, when the product of the first speed value and the relative speed value is greater than or equal to the second reference value, a current is applied to the coil 42b so that the viscosity of the magnetorheological fluid f is increased, and the first speed value and the When the product of the relative speed value is less than the second reference value, the application of current to the coil 42b is preferably stopped.

)으로 설정됨이 바람직하다. 즉, 상기 제1속도값과 상기 상대속도값의 곱이 0 또는 양수인 경우 상기 코일(42b)에 전류가 인가되며, 상기 제1속도값과 상기 상대속도값의 곱이 음수인 경우 상기 코일(42b)에 전류 인가가 중지됨이 바람직하다. In this case, the second reference value is 0 (unit)

Is preferably set to That is, a current is applied to the coil 42b when the product of the first speed value and the relative speed value is zero or a positive value, and a current is applied to the coil 42b when the product of the first speed value and the relative speed value is negative. It is preferable that the application of current is stopped.

In detail, the product of the first speed value and the relative speed value being 0 or positive means that any one direction of the up and down swing direction of the hull and any one of the up and down vibration directions of the seat part 10 are understood to match. desirable.

Accordingly, when the product of the first speed value and the relative speed value is 0 or a positive number, a current is applied to the coil 42b to increase the viscosity of the magnetorheological fluid f.

Therefore, the magnetorheological fluid (f) flowing into the orifice tube (42a) is solidified as the viscosity increases, and the passage of the orifice tube (42a) is narrowed as it is magnetically adsorbed to the inner circumference of the orifice tube (42a) The damping damping force of the magnetorheological fluid damper 40 may be selectively adjusted.

In addition, it is preferable to understand that the product of the first speed value and the relative speed value is a negative number in which one of the up and down swing directions of the hull and one of the up and down vibration directions of the seat part 10 are shifted from each other. .

Accordingly, when the product of the first speed value and the relative speed value is negative, application of current to the coil 42b may be stopped, thereby reducing the viscosity of the magnetorheological fluid f. That is, the area before the passage of the orifice tube 42a is narrowed by the solidified magnetorheological fluid f may be restored.

The skyhook control is a damper only by comparing the absolute speed of the hull and the relative speed of the hull portion 10 and the hull disposed above the buffer spring 30 and the magnetorheological fluid damper part 40. An algorithm for automatically controlling the damping force, through which the vibration damping force of the seat unit 10 may be automatically adjusted.

Therefore, the vibration transmitted to the rider seated on the seat part 10 is reduced when the hull swings up and down, thus providing a comfortable boarding environment, and preventing accidents caused by sudden changes in the marine environment such as waves. This can be significantly improved.

On the other hand, when the product of the first speed value and the relative speed value is greater than or equal to the second reference value, the proportional force of the magnetorheological fluid damper 40 is proportional to the product of the first speed value and the relative speed value. A corresponding current may be applied to the coil 42b.

Here, the operation controller 60 may calculate a multiplication value by multiplying the first speed value and the relative speed value. In this case, when the multiplication value is greater than or equal to the second reference value, the operation controller 60 may apply a current proportional to the multiplication value to the coil 42b.

Accordingly, the damping damping force is adjusted stepwise as a current corresponding to the multiplication value of the first speed value and the relative speed value is applied to the coil 42b and the passage width of the orifice pipe 42a is adjusted. Operational precision can be significantly improved.

On the other hand, when the acceleration value is less than the first reference value and the first speed value exceeds the third reference value, the application of current to the coil 42b is stopped so that the viscosity of the magnetorheological fluid f is reduced. This is preferred.

In this case, the first reference value is set to an arbitrary constant value (ε, unit ㎨), and the third reference value is preferably set to 0 (unit ㎧). In this case, the arbitrary constant value ε may be set to a value slightly larger than the gravity acceleration value of 9.8 kV. That is, when the acceleration value is less than an arbitrary constant value ε and the first speed value exceeds 0, it is preferable that the current is applied to the coil 42b.

Here, when the shock absorbing spring 30 and the magnetorheological fluid damper 40 absorb the shock generated by the hull fluctuation and are compressed, the shock is again applied to the hull by waves or the like. Since the shock absorbing spring 30 and the magnetorheological fluid damper 40 cannot be further compressed in a pre-compressed state, shock absorption is limited. Therefore, the shock absorbing spring 30 and the magnetorheological fluid damper 40 need to be expanded rapidly in a pre-compressed state.

In detail, when the hull is accelerated in one of the up and down swing directions, the buffer spring 30 and the magnetorheological fluid damper 40 may be compressed and the acceleration value may be measured to be higher than the gravity acceleration. Subsequently, when the buffer spring 30 and the magnetorheological fluid damper 40 are compressed and begin to expand through the inflection point, the acceleration value gradually decreases and may be measured to be less than a certain constant value ε at some time. .

Here, when the first speed value exceeds 0 when the acceleration value decreases below a certain constant value ε, it is preferable that the application of current to the coil 42b is stopped. Therefore, since the magnetorheological fluid f flowing in the orifice tube 42a is increased because no current is applied, the damping force of the magnetorheological fluid damper 40 decreases, so that the buffer spring 30 and the magnetism are reduced. Rheological fluid damper 40 may be expanded.

In detail, the equation of motion of the buffer spring 30 and the magnetorheological fluid damper 40 may be represented by Equation 1 below.

은 상기 좌석시트(11)의 질량,

은 상기 가속도값,

는 스프링상수

는 상기 변위값,

는 상기 코일(42b)에 인가되는 전류값에 따라 변화되는 상기 자기유변유체 댐퍼부(40)의 감쇠력이다. 여기서, 상기 코일(42b)에 전류 인가가 중지되면

가 0이 되어 에너지보존법칙에 의해 상기 변위값이 증가되어야 하므로 상기 좌석시트(11)가 상승될 수 있다.In Equation 1

Is the mass of the seat seat 11,

Is the acceleration value,

Is the spring constant

Is the displacement value,

Is the damping force of the magnetorheological fluid damper portion 40 which is changed according to the current value applied to the coil 42b. Here, when the application of current to the coil 42b is stopped

Becomes 0 so that the displacement value must be increased by the energy conservation law, so that the seat seat 11 can be raised.

Through this, the application of current to the coil 42b is stopped in the state in which the buffer spring 30 and the magnetorheological fluid damper portion 40 are compressed by the hull of the hull, so that the buffer spring 30 and the Since the magnetorheological fluid damper 40 is expanded rapidly, shock transmission by waves or the like may be prevented from the seat 10. Therefore, the shock delivered to the rider can be prevented to provide a comfortable boarding environment, and safety accidents due to the rapid change in the marine environment can be prevented, thus improving the safety of use.

Meanwhile, a condition (a = 0) in which the acceleration value is less than the first reference value and the first speed value exceeds the third reference value (a = 0), and the product of the first speed value and the relative speed value is the third value. When the condition (b = 1) that is equal to or greater than the reference value is overlapped, it is preferable that the application of current to the coil 42b is stopped.

In detail, the current applied to the coil 42b by the operation control unit 60 may be represented by Equation 2 below.

은 상기 코일(42b)에 인가되는 바이어스 전류이다. 그리고, a는 상기 가속도값이 상기 제1기준값 미만임과 동시에 상기 제1속도값이 상기 제3기준값을 초과하는 경우 0으로 설정될 수 있으며, 상기 가속도값이 상기 제1기준값 이상이거나 상기 제1속도값이 상기 제3기준값 이하인 경우 1로 설정될 수 있다. 또한, b는 상기 제1속도값과 상기 상대속도값의 곱이 상기 제3기준값 이상인 경우 1로 설정될 수 있으며, 상기 제1속도값과 상기 상대속도값의 곱이 상기 제3기준값 미만인 경우 0으로 설정될 수 있다. 따라서, a 및 b의 값이 모두 1인 경우에만 상기 코일(42b)에 전류가 인가될 수 있다.I and 2 in Equation 2

Is a bias current applied to the coil 42b. And, a may be set to 0 when the acceleration value is less than the first reference value and the first speed value exceeds the third reference value, and the acceleration value is greater than or equal to the first reference value or the first reference value. When the speed value is less than or equal to the third reference value, the speed value may be set to one. In addition, b may be set to 1 when the product of the first speed value and the relative speed value is greater than or equal to the third reference value, and set to 0 when the product of the first speed value and the relative speed value is less than the third reference value. Can be. Therefore, the current may be applied to the coil 42b only when the values of a and b are both 1.

Accordingly, when the acceleration value is equal to or greater than the first reference value or the first speed value is equal to or less than the third reference value, and the condition that the product of the first speed value and the relative speed value is equal to or greater than the third reference value is simultaneously satisfied. Only the current may be applied to the coil 42b.

On the other hand, Figures 4 and 5 and 6 is a flow chart showing a control method of the ship buffer chair according to an embodiment of the present invention.

Here, the algorithm shown and described with reference to FIG. 4 is an impact prevention algorithm, wherein the shock absorbing spring 30 and the magnetorheological fluid damper 40 absorb the shock generated by the hull oscillation and are in a compressed state. It is desirable to understand this as an algorithm for rapidly expanding to prevent impact by other waves.

As shown in FIG. 4, the first speed value is calculated through integration of the acceleration value (S10). Subsequently, the acceleration value is less than the first reference value and at the same time, the comparison determines whether the first speed value exceeds the third reference value (S40).

Here, when the acceleration value is less than the first reference value and the first speed value exceeds the third reference value, application of current to the coil 42b is stopped so that the viscosity of the magnetorheological fluid f is reduced. (S60). On the other hand, when the acceleration value is less than the first reference value and the first speed value does not satisfy the condition exceeding the third reference value, the coil 42b may increase in viscosity of the magnetorheological fluid f. ) Is applied (s50). Finally, after the current is applied to the coil 42b (s50) or after the application of the current is stopped (s60), it is returned to repeat the algorithm.

On the other hand, the algorithm shown and described in Figure 5 is a skyhook (Skyhook) control algorithm, the seat portion 10 disposed on the buffer spring 30 and the magnetorheological fluid damper 40 to reduce vibrations And the relative speed of the hull and the absolute speed of the hull are preferably understood as an algorithm for automatically controlling damper damping force.

As shown in FIG. 5, the first speed value is calculated through integration of the acceleration value (s10). The relative speed value is calculated through the derivative of the displacement value (S20). Subsequently, it is determined whether the product of the first speed value and the relative speed value is equal to or greater than the second reference value (S30).

Here, when the product of the first speed value and the relative speed value is greater than or equal to the second reference value, a current is applied to the coil 42b to increase the viscosity of the magnetorheological fluid f (S50). On the other hand, when the product of the first speed value and the relative speed value is less than the second reference value, the application of current to the coil 42b is stopped so that the viscosity of the magnetorheological fluid f is reduced (S60). Finally, after the current is applied to the coil 42b (s50) or after the application of the current is stopped (s60), it is returned to repeat the algorithm.

Meanwhile, the algorithm illustrated and described in FIG. 6 is preferably understood as an algorithm to which the above-described shock prevention algorithm and the skyhook control algorithm are simultaneously applied.

As shown in FIG. 6, the operation control unit 60 calculates the first speed value through integration of the acceleration value measured from the acceleration sensor path 50 (S10). Here, the acceleration value may be measured when the vibration of the buffer spring 30 and the magnetorheological fluid damper 40 is generated in the vertical direction. In addition, the first speed value may be calculated by integrating the acceleration value, and the operation controller 60 may include an integrator circuit.

In addition, the operation controller 60 calculates the relative speed value through the derivative of the displacement value measured by the ultrasonic sensor 20 (S20). Here, the displacement value may be measured when the vertical vibration of the sheet portion 10 occurs. In addition, the relative speed value may be calculated by differentiating the displacement value, and the operation control unit 60 may include a differentiator circuit, wherein the relative speed value is a wave of the hull and the seat unit 10 wave. It can be measured and calculated in the section in which each oscillation speed is different when the up and down oscillation.

Subsequently, the operation controller 60 determines whether the product of the first speed value and the relative speed value is equal to or greater than the second reference value (S30). Here, when the product of the first speed value and the relative speed value is less than the second reference value, the application of current to the coil 42b is stopped to reduce the viscosity of the magnetorheological fluid f (S60).

On the other hand, when the product of the first speed value and the relative speed value is greater than or equal to the second reference value, the operation controller 60 determines that the acceleration value is less than the first reference value and the first speed value is the third reference value. Compare and determine whether exceeds (s40).

Here, when the acceleration value is less than the first reference value and the first speed value exceeds the third reference value, no current is applied to the coil 42b so that the viscosity of the magnetorheological fluid f is reduced. (S60).

 On the other hand, when the acceleration value is less than the first reference value and the first speed value does not satisfy the condition exceeding the third reference value, the coil 42b may increase in viscosity of the magnetorheological fluid f. ) Is applied (s50).

In other words, when the acceleration value is equal to or greater than the first reference value or the first speed value is less than the third reference value, and the condition that the product of the first speed value and the relative speed value is equal to or greater than the third reference value is satisfied at the same time. It is preferable to understand that only the current is applied to the coil 42b.

Here, when a current is applied to the coil 42b, the viscosity of the magnetorheological fluid f flowing into the orifice pipe 42a formed through the piston 42 may be increased. Accordingly, the magnetorheological fluid (f) flowing into the orifice tube (42a) is solidified as the viscosity is increased and magnetically adsorbed to the inner circumference of the orifice tube (42a) to narrow the passage of the orifice tube (42a) Can be. Thus, damping damping force can be increased as the force required for compression of the piston portion 42 is substantially increased.

Finally, after the current is applied to the coil 42b (s50) or after the application of the current is stopped (s60), it is returned to repeat the algorithm. Therefore, the algorithm of FIG. 6 is applied so that the impact prevention algorithm and the skyhook control algorithm are mixed at the same time, but the two algorithms are not overlapped to provide the vibration reduction function and the impact prevention function to the seat unit 10 simultaneously. This can be significantly improved.

That is, the condition that the acceleration value is less than the first reference value and the first speed value exceeds the third reference value and the condition that the product of the first speed value and the relative speed value are equal to or greater than the second reference value are overlapped. When the current is stopped in the coil 42b, the different algorithms are mixed and not overlapped, thereby reducing the probability of error, thereby significantly improving the operation accuracy.

In this case, the terms "comprise", "comprise" or "include" described above mean that the corresponding component may be included, unless otherwise stated, and thus excludes other components. It should be construed that it may further include other components. All terms, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art unless otherwise defined. Terms commonly used, such as terms defined in a dictionary, should be interpreted to coincide with the contextual meaning of the related art, and shall not be interpreted in an ideal or excessively formal sense unless explicitly defined in the present invention.

As described above, the present invention is not limited to the above-described embodiments, but may be modified and implemented by those skilled in the art without departing from the scope of the claims of the present invention. Such modifications are within the scope of the present invention.

100: ship buffer chair 10: seat
11: seating seat 12: support
20: ultrasonic sensor 30: buffer spring
40: magnetorheological fluid damper portion 41: housing portion
42: piston 42a: orifice tube
42b: coil 43: rod portion
50: acceleration sensor 60: operation control unit
f: magnetorheological fluid

Claims (5)

A seat part spaced apart from the bottom surface of the hull at a predetermined interval;
An ultrasonic sensor provided at a lower portion of the sheet part and measuring a distance from the bottom surface of the hull;
At least one buffer spring provided between the seat portion and the bottom surface of the hull;
It is arranged in parallel with the buffer spring, the housing portion in which the magnetorheological fluid which is solidified as the viscosity increases when the current is applied to adjust the passage area of the orifice tube to control the damping damping force is disposed inside the housing portion, A magnetorheological fluid damper unit including a piston unit in which a coil is wound therein such that a current is selectively applied to the magnetorheological fluid;
An acceleration sensor provided on an outer side of the magnetorheological fluid damper and configured to measure an acceleration during operation of the buffer spring and the magnetorheological fluid damper; And
The first speed value is calculated through the integration of the acceleration values measured by the acceleration sensor, the relative speed value is calculated through the derivative of the displacement value measured by the ultrasonic sensor, and each measured value and the calculated value are compared with each reference value. Comprising the operation control unit for controlling the current applied to the coil,
When the product of the first speed value and the relative speed value is greater than or equal to a second reference value, the operation controller compares and determines whether the acceleration value is less than the first reference value and whether the first speed value exceeds the third reference value. Ship buffer chair. delete The method of claim 1,
When the acceleration value is greater than or equal to the first reference value or the first velocity value is less than or equal to the third reference value, a current is applied to the coil to increase the viscosity of the magnetorheological fluid, and the acceleration value is less than the first reference value. And at the same time, when the first speed value exceeds the third reference value, the vessel buffer is characterized in that the application of current to the coil is stopped so that the viscosity of the magnetorheological fluid is reduced. The method of claim 3, wherein
A condition in which the acceleration value is less than the first reference value and the first speed value exceeds the third reference value;
When the condition that the product of the first speed value and the relative speed value is equal to or more than the second reference value is overlapping, the current buffer chair for ship characterized in that the stop. The method of claim 1,
When the product of the first speed value and the relative speed value is less than the second reference value, the current buffer to the coil is stopped so that the current applied to the coil to reduce the viscosity of the magnetorheological fluid.

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