WO2023179271A1 - 座椅减振系统、座椅及作业机械 - Google Patents

座椅减振系统、座椅及作业机械 Download PDF

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Publication number
WO2023179271A1
WO2023179271A1 PCT/CN2023/077163 CN2023077163W WO2023179271A1 WO 2023179271 A1 WO2023179271 A1 WO 2023179271A1 CN 2023077163 W CN2023077163 W CN 2023077163W WO 2023179271 A1 WO2023179271 A1 WO 2023179271A1
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WO
WIPO (PCT)
Prior art keywords
seat
connecting piece
magnet
axis
housing
Prior art date
Application number
PCT/CN2023/077163
Other languages
English (en)
French (fr)
Inventor
韩课
蔡泽亮
夏权
Original Assignee
上海三一重机股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 上海三一重机股份有限公司 filed Critical 上海三一重机股份有限公司
Publication of WO2023179271A1 publication Critical patent/WO2023179271A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/50—Seat suspension devices
    • B60N2/52—Seat suspension devices using fluid means
    • B60N2/522—Seat suspension devices using fluid means characterised by dampening means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/50—Seat suspension devices
    • B60N2/506—Seat guided by rods
    • B60N2/508—Scissors-like structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/50—Seat suspension devices
    • B60N2/52—Seat suspension devices using fluid means
    • B60N2/527—Seat suspension devices using fluid means using liquids

Definitions

  • This application relates to the technical field of engineering machinery, and in particular to a seat vibration reduction system, a seat and a working machine.
  • the working conditions of construction machinery such as excavators are generally complex and the operating environment is harsh.
  • the seat is the direct contact surface between the driver and the vehicle body.
  • the vibration of the vehicle body will be transmitted to the human body through the seat, causing human body vibration and causing driver fatigue. Therefore, the comfort of the seat directly affects the driver's personal safety.
  • the vibration damping system of engineering machinery seats mainly adopts a scissor structure, and is equipped with transverse coil springs and oblique damping rods. In this way, through the up and down movement of the scissor structure and the stretching movement of the spring and damping rod, the up and down vibration of the seat is buffered and damped.
  • the existing engineering machinery seat vibration reduction system can only achieve vertical vibration reduction, which makes the driver's riding comfort poor.
  • the purpose of this application is to provide a seat vibration reduction system, a seat and a working machine to solve the problem that in the existing technology, the engineering machinery seat vibration reduction system can only achieve vertical vibration reduction, and the driver's riding comfort is poor.
  • the problem is to provide a seat vibration reduction system, a seat and a working machine to solve the problem that in the existing technology, the engineering machinery seat vibration reduction system can only achieve vertical vibration reduction, and the driver's riding comfort is poor.
  • this application provides a seat vibration reduction system, including:
  • the first connecting piece is used to connect the seat body
  • a balancing frame is provided between the first connecting piece and the second connecting piece.
  • the balancing frame is used to drive the first connecting piece to swing relative to the second connecting piece, and the balancing frame can Swing along the first axis and/or the second axis; wherein the first axis is arranged along the length direction of the seat body, and the second axis is arranged along the width direction of the seat body;
  • At least a pair of torsional dampers one of which is used to prevent the balance frame from swinging along the first axis, and the other torsion damper is used to prevent the balance frame from swinging along the second axis;
  • a vertical vibration damping device is provided between the second connecting piece and the third connecting piece.
  • the vertical damping device is used to prevent the second connecting piece from moving along the direction along which the second connecting piece moves relative to the third connecting piece. Describes the height direction movement of the seat body.
  • the vertical vibration damping device includes:
  • a scissor-type telescopic structure is provided between the second connecting member and the third connecting member.
  • the scissor-type telescopic structure includes a first connecting rod and a second connecting rod that are cross-arranged and hinged.
  • the first end of the connecting rod is rotationally connected to the third connecting piece, and the second end is slidingly connected to the second connecting piece.
  • the first end of the second connecting rod is rotationally connected to the second connecting piece.
  • the two ends are slidingly connected to the third connecting piece;
  • a torsional damper is provided at the hinge position of the first link and the second link, and the torsional damper is used to hinder the relative rotation of the first link and the second link.
  • the torsional vibration absorber includes:
  • a stator assembly and a rotor assembly disposed in the stator assembly, the rotor assembly and the stator assembly are rotationally connected, one of the rotor assembly and the stator assembly is connected to the first connecting rod, and the other is connected to the first connecting rod.
  • One is connected to the second connecting rod, and a first gap for containing damping fluid is provided between the rotor assembly and the stator assembly;
  • a first magnet protrudes from the outer wall of the rotor assembly and extends into the first gap so that the first magnet can move in the damping fluid, and the first magnet is in contact with the stator There is a flow channel for the damping fluid to pass between the components;
  • the second magnet is fixedly arranged on the inner wall of the stator assembly, and a magnetic repulsion force is generated between the first magnet and the second magnet.
  • At least one of the first magnet and the second magnet is an electromagnet.
  • the stator assembly includes a first housing and a fixed ring provided in the first housing, and the fixed ring is provided with a slot for installing the second magnet.
  • the torsion damper includes:
  • a raised portion is provided on the outer wall of the second rotating shaft and extends into the second gap, so that the second rotating shaft can drive the raised portion to move in the damping fluid, and the raised portion A flow channel for the damping fluid to pass is provided between the first housing and the second housing.
  • the torsion damper further includes a limiting protrusion provided on the inner wall of the second housing, and the limiting protrusion abuts the protruding portion to Prevent continued movement of the raised portion.
  • the balance frame includes:
  • the first bracket is fixedly provided on the second connecting piece
  • the second bracket is rotatably connected to the first connecting piece and the first bracket respectively through a pair of torsion dampers, wherein both the second rotating shaft of one of the torsion dampers and the second housing One is connected to the first connecting piece, the other is connected to the second bracket, and one of the second rotating shaft and the second shell of the other torsion damper is connected to the second bracket.
  • the second bracket is connected, and the other one is connected with the first bracket.
  • This application also provides a seat, which includes a seat body and a seat vibration damping system connected to the seat body.
  • the seat damping system is configured to be a seat damping system as described in any one of the above. system.
  • This application also provides a working machine, which includes a vehicle body and a seat provided on the vehicle body, and the seat is configured as the seat as described above.
  • the seat vibration damping system includes: a first connector, a second connector and a third connector distributed at intervals along the height direction of the seat body.
  • the first connector is used to connect the seat body; a balance frame , disposed between the first connecting piece and the second connecting piece, the balancing frame is used to drive the first connecting piece to swing relative to the second connecting piece, and the balancing frame can swing along the first axis and/or the second axis.
  • the first axis is arranged along the length direction of the seat body, and the second axis is arranged along the width direction of the seat body; at least one pair of torsion dampers, one of which is used to prevent the balance frame from swinging along the first axis, Another torsional damper is used to prevent the balance frame from swinging along the second axis; a vertical vibration damping device is provided between the second connecting piece and the third connecting piece, and the vertical damping device is used to hinder the second connecting piece relative to the third connecting piece.
  • the three connecting pieces move along the height direction of the seat body.
  • the torsion damper can inhibit the balance frame from swinging along the first axis and the second axis, thereby controlling the torsion of the seat. Vibration damping.
  • the seat vibrates up and down in the vertical direction, the seat can be damped in the vertical direction through the vertical vibration reduction device. Therefore, it can adapt to complex and harsh working conditions or road conditions, reduce the torsional vibration and vertical vibration of the seat, provide the driver with a better riding experience, create a safer and more comfortable driving environment, and solve the problem of engineering machinery seats in the existing technology.
  • the chair vibration damping system can only achieve vertical vibration damping, resulting in poor riding comfort for the driver.
  • Figure 1 is a schematic structural diagram of the seat provided by this application.
  • FIG. 1 is one of the structural schematic diagrams of the seat vibration damping system provided by this application.
  • FIG. 3 is the second structural schematic diagram of the seat vibration damping system provided by this application.
  • Figure 4 is a side view of the seat vibration damping system provided by the present application.
  • Figure 5 is a schematic diagram of the internal structure of the torsion damper provided by this application.
  • Figure 6 is a cross-sectional view A-A in Figure 5;
  • Figure 7 is one of the internal structural schematic diagrams of the torsional vibration absorber provided by this application.
  • Figure 8 is a cross-sectional view B-B in Figure 7;
  • Figure 9 is the second schematic diagram of the internal structure of the torsional vibration absorber provided by this application.
  • Figure 10 is a C-C cross-sectional view in Figure 9;
  • Figure 11 is the third schematic diagram of the internal structure of the torsional vibration absorber provided by this application.
  • the embodiment of the present application provides a seat vibration damping system, including a first connector 1, a second connector 2, a third connector 3, a balance frame, and at least one pair of torsional dampers 6, and vertical vibration reduction device.
  • the first connecting member 1 , the second connecting member 2 and the third connecting member 3 are sequentially spaced apart along the height direction of the seat body.
  • the three connectors can be designed as plate structures to facilitate processing and manufacturing.
  • the first connecting piece 1 is used to connect the seat body
  • the balance frame is arranged between the first connecting piece 1 and the second connecting piece 2
  • the vertical vibration damping device is arranged between the second connecting piece 2 and the third connecting piece 3 between.
  • the third connecting piece 3 can be used as a mounting base plate for connecting the mounting base in the cab.
  • the balancing frame is used to drive the first connecting member 1 to swing relative to the second connecting member 2 , and the balancing frame can swing along the first axis 4 and/or the second axis 5 .
  • One of the torsion dampers 6 is used to prevent the balance frame from swinging along the first axis 4
  • the other torsion damper 6 is used to prevent the balance frame from swinging along the second axis 5 .
  • the first axis 4 is arranged along the length direction of the seat body
  • the second axis 5 is arranged along the width direction of the seat body.
  • the vertical vibration damping device is used to hinder the movement of the second connecting member 2 relative to the third connecting member 3 along the height direction of the seat body.
  • the balance frame swings accordingly, releasing the seat's rotational freedom around the X-axis and Y-axis.
  • the torsion dampers 6 along the X and Y directions will prevent the balance frame from swinging along the first axis 4 and the second axis 5, damping the torsion of the seat, so as to reduce the torsional vibration during the operation of the engineering machinery. to the inhibitory effect.
  • the vertical vibration reduction device can be used to dampen the seat's vibration in the vertical direction.
  • the vibration reduction system can dampen the seat around the X and Y directions and along the Z direction, so that the vehicle can adapt to complex and harsh working conditions or road conditions, reduce the torsional vibration and vertical vibration of the seat, and provide It provides drivers with a better riding experience, creates a safer and more comfortable driving environment, and solves the problem in the existing technology that the engineering machinery seat vibration damping system can only achieve vertical vibration damping, resulting in poor driver comfort.
  • the X-axis direction in the figure is the length direction of the seat body
  • the Y-axis direction is the width direction of the seat body
  • the Z-axis The direction is the height direction of the seat body.
  • the vertical vibration damping device includes a scissor telescopic structure and a torsional vibration absorber 11 .
  • the scissor telescopic structure is provided between the second connecting member 2 and the third connecting member 3 .
  • the scissor-type telescopic structure includes a first connecting rod 7 and a second connecting rod 8.
  • the first connecting rod 7 and the second connecting rod 8 are arranged crosswise and hingedly connected.
  • the first end 9 of the first connecting rod 7 is rotationally connected to the third connecting member 3
  • the second end 10 of the first connecting rod 7 is slidingly connected to the second connecting member 2 .
  • the first end 9 of the second connecting rod 8 is rotationally connected to the second connecting member 2
  • the second end 10 of the second connecting rod 8 is slidingly connected to the third connecting member 3 .
  • the first ends 9 of the two connecting rods can be hinged with the two connecting plates through the rotating shaft.
  • the second ends 10 of the two connecting rods can move linearly along the tracks provided on the two connecting plates, so that the scissor telescopic structure can move up and down along with the second connecting member 2 .
  • a hinge point is provided in the middle of the first link 7 and the second link 8 , and the torsional damper 11 is provided at the hinge position of the first link 7 and the second link 8 . And the torsional damper 11 is used to prevent the first link 7 and the second link 8 from rotating relative to each other.
  • the number of scissor-type telescopic structures is not limited. The figure shows two scissor-type telescopic structures, and a torsion damper 11 is provided at the hinge point of each scissor-type telescopic structure. With this arrangement, by adding the torsional damper 11 at the center of the scissor-type telescopic structure, the vertical motion of the seat is converted into the rotational motion of the torsional damper 11.
  • the torsional vibration absorber 11 is used to attenuate the torsional vibration, thereby converting it into Z-direction reduction of the seat system through the scissor telescopic structure. Vibrate. It should be noted that, taking the placement position of the seat damping system as shown in Figure 4, the left end in the figure is the first end 9 of the connecting rod, and the right end is the second end 10 of the connecting rod.
  • the torsional vibration damper 11 includes a stator assembly, a rotor assembly, a first magnet 115 , and a second magnet 116 .
  • the rotor assembly is disposed within the stator assembly.
  • the rotor assembly includes a first rotating shaft 113 .
  • the rotor assembly and the stator assembly are rotatably connected through the first bearing 119 .
  • One of the rotor assembly and the stator assembly is connected to the first connecting rod 7 , and the other one is connected to the second connecting rod 8 . Therefore, when the first connecting rod 7 and the second connecting rod 8 rotate relative to each other, the rotor assembly and the stator assembly can be driven to rotate relative to each other synchronously.
  • a first gap 114 for containing damping fluid is provided between the rotor assembly and the stator assembly.
  • the damping fluid should be a liquid with high viscosity, such as silicone oil.
  • a first oil seal 118 can be installed at the end to play a sealing role.
  • the first magnet 115 is protrudingly disposed on the outer wall of the rotor assembly and extends into the first gap 114 so that the first magnet 115 can move in the damping fluid.
  • the first magnet 115 and the rotor assembly may be of an integrated structure, or may be of separate structures and then assembled.
  • a flow channel for damping fluid to pass is provided between the first magnet 115 and the stator assembly, so that the damping fluid can flow during rotation, thereby generating a damping force.
  • the number of the first magnets 115 can be set to two, and they are arranged symmetrically on the rotor assembly.
  • the first magnets 115 are not limited to two, and their number and structural form can be specifically determined according to actual design requirements.
  • the second magnet 116 is fixedly disposed on the inner wall of the stator assembly, and a magnetic repulsion force is generated between the first magnet 115 and the second magnet 116 .
  • two second magnets 116 are provided, respectively located on both sides of the first magnet 115 , and are symmetrically arranged on the stator assembly.
  • the end of the first magnet 115 away from the center of the first rotating shaft 113 is set as an N pole
  • the end of the second magnet 116 close to the center of the first rotating shaft 113 is set as an N pole, so as to generate a repulsive force between the two magnets, which is equivalent to generating a spring. Effect.
  • FIG. 7 shows a schematic diagram of the initial state of the torsional vibration damper 11 .
  • the rotor assembly is in a balanced state under the magnetic repulsion on both sides, and its stiffness is zero.
  • the repulsive force on one side will be greater than the repulsive force on the other side, resulting in a restoring force.
  • Figure 9 shows a schematic diagram of the internal state of the torsional damper 11 when the seat is in the initial position.
  • the shock absorber generates a small restoring force, so that the rotor assembly is in a balanced state under the action of magnetic repulsion and seat gravity.
  • Figure 11 shows a schematic diagram of the internal state of the torsional damper 11 when the driver sits on the seat. At this time, the shock absorber produces a relatively The large restoring force keeps the rotor assembly in a balanced state under the influence of magnetic repulsion and the gravity of the seat and human body.
  • the equilibrium state shown in Figure 11 will be destroyed, and the vertical motion of the seat will be converted into the rotational motion of the torsional shock absorber 11.
  • the rotor assembly rotates, driving the first magnet 115 to move in the damping fluid, causing the damping fluid to flow in the first gap 114 to generate a damping force, thereby attenuating the torsional vibration.
  • the torsional vibration damper 11 realizes Z-direction vibration damping of the seat system. That is to say, in the position shown in Figure 11, the stiffness of the torsional damper 11 is the stiffness of the vertical damping system.
  • the repulsive force between the magnets generates the effect of the spring, and combined with the movement of the magnets in the damping fluid to generate the damping force, it is equivalent to forming a spring damping shock absorber that integrates the effects of traditional springs and damping rods. It has a simple structure, forms a modular assembly, is easy to assemble, simplifies the installation steps, and is easy to use. Moreover, since the repulsive force between the magnets has a nonlinear relationship, the stiffness of the torsional damper 11 changes nonlinearly. The nonlinear stiffness design requirements of the damper can be achieved by designing the structure of the magnets.
  • the first magnet 115 and the second magnet 116 is an electromagnet.
  • the second magnet 116 is a permanent magnet.
  • the first magnet 115 is an electromagnet, including a magnet and a coil 117 wound outside the magnet. After the coil 117 is energized, a magnetic field is generated around the first magnet 115, which forms a repulsive force with the magnetic field of the second magnet 116, thereby producing a spring stiffness effect.
  • the magnetic field strength of the first magnet 115 can be changed by changing the current value of the coil 117, thereby changing the repulsive force between the magnets, which is equivalent to changing the stiffness of the torsional damper 11, thereby changing the equilibrium position and natural frequency of the seat system. It can be adjusted according to different drivers and working conditions to achieve adjustable stiffness of the torsional shock absorber 11, making the application more flexible and convenient.
  • the stator assembly includes a first housing 111 and a fixed ring 112 disposed in the first housing 111 .
  • the fixed ring 112 is provided with a slot for installing the second magnet 116 .
  • the second magnet 116 can be installed and positioned through the fixing ring 112 to facilitate assembly.
  • the torsion damper 6 includes a second housing 61 , a second rotating shaft 62 , and a protruding portion 64 .
  • the second rotating shaft 62 is disposed in the second housing 61 , and the second rotating shaft 62 and the second housing 61 are rotationally connected, for example, through a second bearing 67 .
  • a second gap 63 for containing damping fluid is provided between the second rotating shaft 62 and the second housing 61, and the raised portion 64 is provided with It is placed on the outer wall of the second rotating shaft 62 and extends into the second gap 63 .
  • the second rotating shaft 62 rotates, it can drive the protruding portion 64 to move in the damping fluid.
  • a flow channel for the damping fluid to pass is provided between the raised portion 64 and the second housing 61 , so that when the damping fluid flows in the second gap 63 , a damping force is generated.
  • a gap may be reserved between the raised portion 64 and the second housing 61 to form a damping liquid flow channel.
  • a through hole may be provided directly on the protruding portion 64 for the damping fluid to flow through the through hole.
  • a second oil seal 66 can be provided at the end to play a sealing role and form a sealed space for storing damping fluid.
  • the damping fluid should be a highly viscous liquid, such as silicone oil.
  • the number and structural form of the protrusions 64 are not limited and can be determined according to actual design requirements.
  • the protruding portion 64 and the second rotating shaft 62 can be provided integrally or separately.
  • torsion dampers 6 are respectively provided along the X direction and the Y direction, for example, two are provided respectively.
  • the number is not limited and can be specifically determined according to actual use requirements.
  • One of the first connecting member 1 and the balance frame is fixedly connected to the second housing 61 , and the other one is fixedly connected to the second rotating shaft 62 .
  • One of the balance frame and the second connecting member 2 is fixedly connected to the second housing 61 , and the other one is fixedly connected to the second rotating shaft 62 .
  • the first connecting member 1 is fixedly connected to the second housing 61
  • the balance frame is fixedly connected to the second rotating shaft 62 .
  • the balance frame is fixedly connected to the second rotating shaft 62
  • the second connecting member 2 is fixedly connected to the second housing 61 .
  • the second rotating shaft 62 in the torsion damper 6 rotates accordingly, driving the protruding portion 64 to move in the damping fluid, so that the damping fluid moves in the second It flows in the gap 63, generates damping force, and absorbs vibration energy, thereby reducing torsional vibration and achieving vibration damping of the torsion of the seat around the X and Y directions.
  • the torsion damper 6 further includes a limiting protrusion 65 disposed on the inner wall of the second housing 61 .
  • the limiting protrusion 65 abuts the protruding portion 64 to prevent the protruding portion 64 from continuing to move.
  • limiting protrusions 65 are provided on both sides of the protruding portion 64 . This arrangement allows the second rotating shaft 62 to rotate within a certain range, which is equivalent to limiting the swing angle of the balance frame, thereby preventing the seat from generating a large swing angle.
  • the balance frame includes a first bracket 12 and a second bracket 13 .
  • There may be two first brackets 12 which are symmetrically and fixedly installed on the second connecting member 2 , so that the second connecting member 2 is connected to the torsion damper 6 through the first bracket 12 .
  • the second bracket 13 can be arranged in an annular shape and is located between the two first brackets 12 .
  • the first bracket 12 and the second bracket 13 are polygonal structures. structure.
  • the structure of the gimbal is not limited, and it can also be set in an arc shape or other shapes, or use a gyroscope structure, etc. The details can be determined according to actual design requirements.
  • the second bracket 13 is rotatably connected to the first connecting piece 1 and the first bracket 12 through the torsion damper 6 respectively.
  • one of the first connecting member 1 and the second bracket 13 is connected to the second housing 61 , and the other one is connected to the second rotating shaft 62 .
  • One of the second bracket 13 and the first bracket 12 is connected to the second housing 61 , and the other one is connected to the second rotating shaft 62 .
  • the first connecting member 1 is connected to the second housing 61
  • the second bracket 13 is connected to the second rotating shaft 62 .
  • the second bracket 13 is connected to the second rotating shaft 62
  • the first bracket 12 is connected to the second housing 61 .
  • this application provides a seat vibration damping system, which specifically includes a first connector 1, a balance frame, a torsion damper 6, a second connector 2, a scissor telescopic structure, and a torsion damper 11. And the third connecting piece 3 and so on.
  • a torsion damper 6 is added to dampen the torsion in this direction, so as to buffer and suppress the torsional vibration of the engineering machinery during work.
  • the torsion damper 6 is provided with a limiting structure, which can prevent the seat plane from forming an excessive swing angle when the construction machinery is on a slope.
  • the torsional damper 11 at the hinge point of the scissor telescopic structure, the Z-direction linear motion of the seat is converted into the torsional motion of the torsional damper 11.
  • the repulsive force between the magnets generates the effect of the spring, and combined with the damping force generated by the flow of damping fluid driven by the rotating protrusion 64, the Z-direction vibration damping of the seat system is performed.
  • This achieves the vibration reduction function in multiple directions of XYZ and greatly improves the driver's riding comfort.
  • the torsional vibration damper 11 is small in size and can be assembled in a modular manner.
  • the stiffness of the torsional damper 11 can be changed to meet the needs of different human body weights and working conditions.
  • the seat provided by the present application is described below.
  • the seat described below is different from the seat described above.
  • Chair vibration damping systems can be referenced to each other.
  • An embodiment of the present application also provides a seat, as shown in Figure 1 , including a seat body 100 and a seat damping system 200 connected to the seat body 100.
  • the seat damping system 200 is configured as described above.
  • Seat damping system in various embodiments. With this arrangement, when the seat generates torsional vibration around the first axis and the second axis, the balance frame swings accordingly. At this time, the torsion damper 6 can inhibit the balance frame from swinging along the first axis 4 and the second axis 5 to achieve seat alignment. The chair twists to reduce vibration. When the seat vibrates up and down in the vertical direction, the seat can be damped in the vertical direction through the vertical vibration reduction device.
  • the chair vibration damping system can only achieve vertical vibration damping, resulting in poor riding comfort for the driver.
  • the derivation process of this beneficial effect is roughly similar to the derivation process of the beneficial effect of the above-mentioned seat vibration damping system, so it will not be described again here.
  • An embodiment of the present application also provides a working machine.
  • the working machine is, for example, an excavator.
  • the working machine includes a vehicle body and a seat arranged on the vehicle body.
  • the seat is configured as the seat in the above embodiment.
  • the torsion damper 6 can inhibit the balance frame from swinging along the first axis 4 and the second axis 5 to achieve seat alignment.
  • the chair twists to reduce vibration.
  • the seat vibrates up and down in the vertical direction, the seat can be damped in the vertical direction through the vertical vibration reduction device.
  • the chair vibration damping system can only achieve vertical vibration damping, resulting in poor riding comfort for the driver.
  • the derivation process of this beneficial effect is roughly similar to the derivation process of the beneficial effect of the above-mentioned seat, so it will not be described again here.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

一种座椅减振系统，包括依次设置的第一连接件(1)、第二连接件(2)和第三连接件(3)，设置在第一连接件(1)和第二连接件(2)之间的平衡架，用于阻碍平衡架沿第一轴线(4)和第二轴线(5)摆动的扭转阻尼器(6)，以及设置在第二连接件(2)和第三连接件(3)之间的垂向减振装置。当座椅绕第一轴线(4)和第二轴线(5)产生扭转振动时，平衡架随之摆动，此时扭转阻尼器(6)可以抑制平衡架沿第一轴线(4)和第二轴线(5)摆动，从而对座椅扭转进行减振。当座椅在竖直方向产生上下振动时，通过垂向减振装置可以对座椅进行竖直方向减振。从而适应复杂恶劣的工况或路况，减小座椅的扭转振动和垂向振动，为驾驶员提供更好的乘坐体验，营造更加安全舒适的驾驶环境。

Description

座椅减振系统、座椅及作业机械
相关申请的交叉引用
本申请要求于2022年03月22日提交的申请号为202210289054.9，发明名称为“座椅减振系统、座椅及作业机械”的中国专利申请的优先权，其通过引用方式全部并入本文。
技术领域
本申请涉及工程机械技术领域，尤其涉及一种座椅减振系统、座椅及作业机械。
背景技术
工程机械如挖掘机等的工况一般较为复杂，作业环境较为恶劣。座椅是驾驶员与车体的直接接触面，在车辆行驶或工作过程中，车体的振动会通过座椅传递到人体，引起人体振动，导致驾驶员疲劳。因此，座椅的舒适度直接影响着驾驶员的人身安全。
目前，工程机械座椅减振系统主要采用剪式结构，并布置横向螺旋弹簧及斜向阻尼杆。这样，通过剪式结构上下运动，以及弹簧和阻尼杆拉伸运动，从而实现对座椅上下振动进行缓冲减振。但是，现有工程机械座椅减振系统只能实现垂向减振，驾驶员的乘坐舒适感较差。
因此，如何解决现有技术中工程机械座椅减振系统只能实现垂向减振，驾驶员的乘坐舒适感较差的问题，成为本领域技术人员所要解决的重要技术问题。
发明内容
本申请的目的在于提供一种座椅减振系统、座椅及作业机械，用以解决现有技术中工程机械座椅减振系统只能实现垂向减振，驾驶员的乘坐舒适感较差的问题。
为了实现上述目的，本申请提供一种座椅减振系统，包括：
第一连接件，用于连接座椅主体；
第二连接件和第三连接件，所述第一连接件、所述第二连接件和所述第三连接件沿所述座椅主体的高度方向依次间隔分布；
平衡架，设置在所述第一连接件和所述第二连接件之间，所述平衡架用于带动所述第一连接件相对于所述第二连接件摆动，且所述平衡架能够沿第一轴线和/或第二轴线摆动；其中，所述第一轴线沿所述座椅主体的长度方向设置，所述第二轴线沿所述座椅主体的宽度方向设置；
至少一对扭转阻尼器，其中一个所述扭转阻尼器用于阻碍所述平衡架沿所述第一轴线摆动，另一个所述扭转阻尼器用于阻碍所述平衡架沿所述第二轴线摆动；
垂向减振装置，设置在所述第二连接件和所述第三连接件之间，所述垂向减振装置用于阻碍所述第二连接件相对于所述第三连接件沿所述座椅主体的高度方向运动。
根据本申请提供的座椅减振系统，所述垂向减振装置包括：
剪式伸缩结构，设置在所述第二连接件和所述第三连接件之间，所述剪式伸缩结构包括交叉设置且相铰接的第一连杆和第二连杆，所述第一连杆的第一端与所述第三连接件转动连接、第二端与所述第二连接件滑动连接，所述第二连杆的第一端与所述第二连接件转动连接、第二端与所述第三连接件滑动连接；
扭转减振器，设置在所述第一连杆和所述第二连杆的铰接位置处，所述扭转减振器用于阻碍所述第一连杆和所述第二连杆进行相对转动。
根据本申请提供的座椅减振系统，所述扭转减振器包括：
定子组件和设置在所述定子组件内的转子组件，所述转子组件和所述定子组件转动连接，所述转子组件和所述定子组件二者之一与所述第一连杆相连接、另一者与所述第二连杆相连接，且所述转子组件和所述定子组件之间设有用于容纳阻尼液的第一间隙；
第一磁体，凸出设置在所述转子组件的外壁且伸入所述第一间隙中，以使所述第一磁体能够在所述阻尼液中运动，且所述第一磁体与所述定子组件之间设有供所述阻尼液通过的流道；
第二磁体，固定设置在所述定子组件的内壁，且所述第一磁体和所述第二磁体之间产生磁斥力。
根据本申请提供的座椅减振系统，所述第一磁体和所述第二磁体中至少一者为电磁铁。
根据本申请提供的座椅减振系统，所述定子组件包括第一外壳和设置在所述第一外壳内的固定环，所述固定环上设有用于安装所述第二磁体的卡槽。
根据本申请提供的座椅减振系统，所述扭转阻尼器包括：
第二外壳和设置在所述第二外壳内的第二转轴，所述第二转轴和所述第二外壳转动连接，且所述第二转轴和所述第二外壳之间设有用于容纳阻尼液的第二间隙；
凸起部，设置在所述第二转轴的外壁且伸入所述第二间隙中，以使所述第二转轴能够带动所述凸起部在所述阻尼液中运动，且所述凸起部与所述第二外壳之间设有供所述阻尼液通过的流道。
根据本申请提供的座椅减振系统，所述扭转阻尼器还包括设置在所述第二外壳的内壁上的限位凸起，所述限位凸起与所述凸起部相抵接，以阻止所述凸起部继续运动。
根据本申请提供的座椅减振系统，所述平衡架包括：
第一支架，固定设置在所述第二连接件上，
第二支架，通过一对所述扭转阻尼器分别与所述第一连接件和所述第一支架转动连接，其中一个所述扭转阻尼器的所述第二转轴和所述第二外壳二者之一与所述第一连接件相连接、另一者与所述第二支架相连接，另一个所述扭转阻尼器的所述第二转轴和所述第二外壳二者之一与所述第二支架相连接、另一者与所述第一支架相连接。
本申请还提供一种座椅，包括座椅主体和与所述座椅主体相连接的座椅减振系统，所述座椅减振系统设置为如上述任一项所述的座椅减振系统。
本申请还提供一种作业机械，包括车体和设置在所述车体上的座椅，所述座椅设置为如上所述的座椅。
本申请提供的座椅减振系统，包括：沿座椅主体高度方向依次间隔分布的第一连接件、第二连接件和第三连接件，第一连接件用于连接座椅主体；平衡架，设置在第一连接件和第二连接件之间，平衡架用于带动第一连接件相对于第二连接件摆动，且平衡架能够沿第一轴线和/或第二轴线摆 动，其中，第一轴线沿座椅主体的长度方向设置，第二轴线沿座椅主体的宽度方向设置；至少一对扭转阻尼器，其中一个扭转阻尼器用于阻碍平衡架沿第一轴线摆动，另一个扭转阻尼器用于阻碍平衡架沿第二轴线摆动；垂向减振装置，设置在第二连接件和第三连接件之间，垂向减振装置用于阻碍第二连接件相对于第三连接件沿座椅主体的高度方向运动。
如此设置，当座椅绕第一轴线和第二轴线产生扭转振动时，平衡架随之摆动，此时扭转阻尼器可以抑制平衡架沿第一轴线和第二轴线摆动，从而对座椅扭转进行减振。当座椅在竖直方向产生上下振动时，通过垂向减振装置可以对座椅进行竖直方向减振。从而适应复杂恶劣的工况或路况等，减小座椅的扭转振动和垂向振动，为驾驶员提供更好的乘坐体验，营造更加安全舒适的驾驶环境，解决了现有技术中工程机械座椅减振系统只能实现垂向减振，驾驶员的乘坐舒适感较差的问题。
附图说明
为了更清楚地说明本申请或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请提供的座椅的结构示意图；
图2是本申请提供的座椅减振系统的结构示意图之一；
图3是本申请提供的座椅减振系统的结构示意图之二；
图4是本申请提供的座椅减振系统的侧视图；
图5是本申请提供的扭转阻尼器的内部结构示意图；
图6是图5中A-A剖视图；
图7是本申请提供的扭转减振器的内部结构示意图之一；
图8是图7中B-B剖视图；
图9是本申请提供的扭转减振器的内部结构示意图之二；
图10是图9中C-C剖视图；
图11是本申请提供的扭转减振器的内部结构示意图之三；
附图标记：
1：第一连接件；2：第二连接件；3：第三连接件；4：第一轴线；5：
第二轴线；6：扭转阻尼器；7：第一连杆；8：第二连杆；9：第一端；10：第二端；11：扭转减振器；12：第一支架；13：第二支架；
111：第一外壳；112：固定环；113：第一转轴；114：第一间隙；115：
第一磁体；116：第二磁体；117：线圈；118：第一油封；119：第一轴承；
61：第二外壳；62：第二转轴；63：第二间隙；64：凸起部；65：限
位凸起；66：第二油封；67：第二轴承；
100：座椅主体；200：座椅减振系统。
具体实施方式
为使本申请的目的、技术方案和优点更加清楚，下面将结合本申请中的附图，对本申请中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
下面结合图1至图11描述本申请的座椅减振系统。
如图2至图4所示，本申请实施例提供了一种座椅减振系统，包括第一连接件1，第二连接件2，第三连接件3，平衡架，至少一对扭转阻尼器6，以及垂向减振装置。具体来说，如图1和图2所示，第一连接件1、第二连接件2和第三连接件3沿座椅主体的高度方向依次间隔分布。例如，三个连接件可设计为板式结构，便于加工制造。其中，第一连接件1用于连接座椅主体，平衡架设置在第一连接件1和第二连接件2之间，垂向减振装置设置在第二连接件2和第三连接件3之间。第三连接件3可作为安装底板，用于连接驾驶室内的安装座等。
如图3所示，平衡架用于带动第一连接件1相对于第二连接件2摆动，且平衡架能够沿第一轴线4和/或第二轴线5摆动。其中一个扭转阻尼器6用于阻碍平衡架沿第一轴线4摆动，另一个扭转阻尼器6用于阻碍平衡架沿第二轴线5摆动。需要说明的是，第一轴线4沿座椅主体的长度方向设置，第二轴线5沿座椅主体的宽度方向设置。垂向减振装置则用于阻碍第二连接件2相对于第三连接件3沿座椅主体的高度方向运动。
如此设置，当座椅在XY所在平面产生扭转振动时，例如车辆左右转弯或处于斜坡等，平衡架随之摆动，释放座椅绕X轴和Y轴的转动自由度。此时，沿X向和Y向的扭转阻尼器6就会阻碍平衡架沿第一轴线4和第二轴线5摆动，对座椅扭转进行减振，以对工程机械工作过程中的扭转振动起到抑制作用。当座椅在Z轴所在竖直方向产生上下振动时，例如路面或施工场地起伏不平等，通过垂向减振装置可以对座椅进行竖直方向减振。
从而通过该减振系统可对座椅进行绕X向和Y向以及沿Z向减振，使得车辆能够适应复杂恶劣的工况或路况等，减小座椅的扭转振动和垂向振动，为驾驶员提供更好的乘坐体验，营造更加安全舒适的驾驶环境，解决了现有技术中工程机械座椅减振系统只能实现垂向减振，驾驶员的乘坐舒适感较差的问题。需要说明的是，以如图2所示的座椅减振系统的摆放位置来说，图中X轴方向为座椅主体的长度方向，Y轴方向为座椅主体的宽度方向，Z轴方向为座椅主体的高度方向。
本申请实施例中，垂向减振装置包括剪式伸缩结构和扭转减振器11。如图4所示，剪式伸缩结构设置在第二连接件2和第三连接件3之间。剪式伸缩结构包括第一连杆7和第二连杆8，第一连杆7和第二连杆8交叉设置且相铰接。第一连杆7的第一端9与第三连接件3转动连接，第一连杆7的第二端10与第二连接件2滑动连接。第二连杆8的第一端9与第二连接件2转动连接，第二连杆8的第二端10与第三连接件3滑动连接。例如，两个连杆的第一端9可通过转轴与两个连接板相铰接。两个连杆的第二端10可沿设置在两个连接板上的轨道做直线运动，从而使得剪式伸缩结构能够随第二连接件2上下运动。
一般地，第一连杆7和第二连杆8的中部设置铰接点，扭转减振器11设置在第一连杆7和第二连杆8的铰接位置处。且扭转减振器11用于阻碍第一连杆7和第二连杆8进行相对转动。其中，剪式伸缩结构的数量不限，图中所示为两个剪式伸缩结构，每个剪式伸缩结构铰接点处均设有扭转减振器11。这样设置，通过在剪式伸缩结构的中心位置增加扭转减振器11，将座椅的垂向运动转化为扭转减振器11的旋转运动。利用扭转减振器11衰减扭转振动，从而通过剪式伸缩结构转化为对座椅系统进行Z向减 振。需要说明的是，以如图4所示的座椅减振系统的摆放位置来说，图中左端为连杆的第一端9，右端为连杆的第二端10。
于本申请的具体实施例中，扭转减振器11包括定子组件，转子组件，第一磁体115，以及第二磁体116。如图7所示，转子组件设置在定子组件内，具体地，转子组件包括第一转轴113。转子组件和定子组件可通过第一轴承119转动连接。转子组件和定子组件二者之一与第一连杆7相连接，另一者与第二连杆8相连接。从而在第一连杆7和第二连杆8发生相对转动时，能够带动转子组件和定子组件同步进行相对转动。并且，如图10所示，转子组件和定子组件之间设有用于容纳阻尼液的第一间隙114。其中，阻尼液选择粘性大的液体，例如可选用硅油。此外，为了防止阻尼液泄漏，可在端部安装第一油封118，以起到密封作用。
如图8所示，第一磁体115凸出设置在转子组件的外壁且伸入第一间隙114中，以使第一磁体115能够在阻尼液中运动。其中，第一磁体115与转子组件可为一体结构，也可为分体结构再组装。并且，第一磁体115与定子组件之间设有供阻尼液通过的流道，以在转动时阻尼液能够进行流动，从而产生阻尼力。第一磁体115的数量可设置为两个，对称设置在转子组件上。当然，第一磁体115不仅限于两个，其数量和结构形式可根据实际设计需求进行具体确定。
第二磁体116固定设置在定子组件的内壁，且第一磁体115和第二磁体116之间产生磁斥力。具体地，如图7所示，第二磁体116设置为两个，分别位于第一磁体115的两侧，且对称设置在定子组件上。第一磁体115远离第一转轴113中心的一端设置为N极，第二磁体116靠近第一转轴113中心的一端设置为N极，以在两个磁体之间产生相斥力，相当于产生弹簧的效果。
具体地，图7所示为扭转减振器11的初始状态示意图。此时，转子组件在两侧磁斥力作用下处于平衡状态，刚度为零。当转子组件转动时，一侧的斥力就会大于另一侧的斥力，产生回复力。图9所示为座椅处于初始位置时扭转减振器11的内部状态示意图。此时，减振器产生较小的回复力，使得转子组件在磁斥力和座椅重力作用下处于平衡状态。图11所示为驾驶员坐上座椅时扭转减振器11的内部状态示意图。此时，减振器产生较 大的回复力，使得转子组件在磁斥力和座椅及人体重力作用下处于平衡状态。
当驾驶员坐上座椅后，受到外部Z向作用力进行上下振动时，就会破坏图11所示的平衡状态，将座椅垂向运动转化为扭转减振器11的旋转运动。此时，转子组件转动，带动第一磁体115在阻尼液中运动，使得阻尼液在第一间隙114中流动，产生阻尼力，进而衰减扭转振动。这样，通过扭转减振器11实现了对座椅系统进行Z向减振。也就是说，在图11所示位置时，扭转减振器11的刚度为垂向减振系统的刚度。
如此设置，通过磁体之间的相斥力产生弹簧的作用效果，并结合磁体在阻尼液中运动产生阻尼力，相当于构成一个弹簧阻尼减振器，集传统弹簧和阻尼杆的作用于一体。其结构简洁，形成模块化组装，便于装配，简化了安装步骤，使用方便。而且由于磁体之间的相斥力为非线性关系，则扭转减振器11的刚度为非线性变化，可通过对磁体的结构进行设计，实现减振器的刚度非线性设计需求。
进一步地，第一磁体115和第二磁体116中至少一者为电磁铁。例如，第二磁体116为永磁体。第一磁体115为电磁铁，包括磁体和缠绕在磁体外的线圈117。线圈117通电后，第一磁体115周围产生磁场，与第二磁体116的磁场形成相斥力，产生弹簧刚度的效果。这样设置，通过改变线圈117的电流值可以改变第一磁体115的磁场强度，从而改变磁体间的斥力，相当于改变扭转减振器11的刚度，进而改变座椅系统的平衡位置及固有频率，可针对不同驾驶人员及工况等进行调节，实现扭转减振器11刚度可调，应用更加灵活多便。
于本申请实施例中，如图7所示，定子组件包括第一外壳111和设置在第一外壳111内的固定环112，固定环112上设有用于安装第二磁体116的卡槽。这样设置，通过固定环112可对第二磁体116进行安装、定位，便于装配。
本申请实施例中，扭转阻尼器6包括第二外壳61，第二转轴62，以及凸起部64。如图5所示，第二转轴62设置在第二外壳61内，且第二转轴62和第二外壳61转动连接，例如可通过第二轴承67转动连接。第二转轴62和第二外壳61之间设有用于容纳阻尼液的第二间隙63，凸起部64设 置在第二转轴62的外壁且伸入第二间隙63中。当第二转轴62转动时，能够带动凸起部64在阻尼液中运动。并且，凸起部64与第二外壳61之间设有供阻尼液通过的流道，从而阻尼液在第二间隙63流动时，产生阻尼力。具体地，可在凸起部64与第二外壳61之间预留间隙，以形成阻尼液流道。或者，可直接在凸起部64上设置通孔，以供阻尼液经由通孔流动。如图6所示，为了防止阻尼液泄漏，可在端部设置第二油封66，以起到密封作用，形成存储阻尼液的密闭空间。阻尼液应选择粘性大的液体，例如可选用硅油。此外，凸起部64的数量及结构形式不限，可根据实际设计需求而定。凸起部64与第二转轴62可一体设置，也可分体设置。
具体地，如图3所示，沿X向和Y向分别设置扭转阻尼器6，例如分别设置两个，其数量不限，可根据实际使用需求具体确定。第一连接件1和平衡架二者之一与第二外壳61固定连接，另一者与第二转轴62固定连接。平衡架和第二连接件2二者之一与第二外壳61固定连接，另一者与第二转轴62固定连接。例如，对于沿Y向设置的扭转阻尼器6，第一连接件1与第二外壳61固定连接，平衡架与第二转轴62固定连接。对于沿X向设置的扭转阻尼器6，平衡架与第二转轴62固定连接，第二连接件2与第二外壳61固定连接。
当第一连接件1带动平衡架绕X向、Y向转动时，扭转阻尼器6中的第二转轴62随之转动，带动凸起部64在阻尼液中运动，以使阻尼液在第二间隙63中流动，产生阻尼力，吸收振动能量，从而减小扭转振动，实现对座椅绕X向和Y向扭转进行减振。
进一步地，扭转阻尼器6还包括设置在第二外壳61的内壁上的限位凸起65，限位凸起65与凸起部64相抵接，以阻止凸起部64继续运动。具体地，如图5所示，凸起部64的两侧均设有限位凸起65。这样设置，使得第二转轴62在一定范围内转动，相当于限制了平衡架的摆动角度，从而防止座椅产生较大的摆动角度。
本申请实施例中，平衡架包括第一支架12和第二支架13。第一支架12可为两个，对称固定安装在第二连接件2上，以使第二连接件2通过第一支架12与扭转阻尼器6相连接。第二支架13可设置为环状，位于两个第一支架12之间。如图3所示，第一支架12和第二支架13为多边形结 构。当然，平衡架的结构不限，也可设置为圆弧形等形状，或者使用陀螺仪结构等，具体可根据实际设计要求而定。
第二支架13分别通过扭转阻尼器6与第一连接件1和第一支架12转动连接。其中，第一连接件1和第二支架13二者之一与第二外壳61相连接，另一者与第二转轴62相连接。第二支架13和第一支架12二者之一与第二外壳61相连接，另一者与第二转轴62相连接。例如，对于沿Y向设置的扭转阻尼器6，第一连接件1与第二外壳61相连接，第二支架13与第二转轴62相连接。对于沿X向设置的扭转阻尼器6，第二支架13与第二转轴62相连接，第一支架12与第二外壳61相连接。
如图3所示，当座椅带动第一连接件1绕X向转动时，扭转阻尼器6的第二转轴62同步转动。此时，凸起部64在阻尼液中运动，以使阻尼液流动，产生阻尼力，对座椅绕X向的扭转进行减振。当座椅带动第一连接件1绕Y向转动时，扭转阻尼器6的第二转轴62同步转动。此时，凸起部64在阻尼液中运动，以使阻尼液流动，产生阻尼力，对座椅绕Y向的扭转进行减振。此外，座椅重心通过平衡架中心，形成陀螺结构，若工程机械处于非平面位置时，座椅表面可保持水平状态。
综上所述，本申请提供了一种座椅减振系统，具体包括第一连接件1，平衡架，扭转阻尼器6，第二连接件2，剪式伸缩结构，扭转减振器11，以及第三连接件3等。通过设置平衡架释放了座椅绕X向及Y向的自由度，并增设扭转阻尼器6对该方向扭转进行减振，以对工程机械在工作过程中的扭转振动起到缓冲抑制作用。并且，扭转阻尼器6设有限位结构，可避免工程机械处于斜坡时，座椅平面形成过大的摆角。同时，通过在剪式伸缩结构铰接点处设置扭转减振器11，将座椅Z向直线运动转化为扭转减振器11的扭转运动。而扭转减振器11中，通过磁铁间的斥力产生弹簧的作用效果，并结合旋转凸起部64带动阻尼液流动产生的阻尼力，以对座椅系统进行Z向减振。从而实现XYZ多个方向的减振功能，大大提高了驾驶员的乘坐舒适感。而且，扭转减振器11体积小，可实现模块化组装。此外，通过改变线圈117的电流，可改变扭转减振器11的刚度，以满足不同人体体重及工况需求。
下面对本申请提供的座椅进行描述，下文描述的座椅与上文描述的座 椅减振系统可相互对应参照。
本申请实施例还提供了一种座椅，如图1所示，包括座椅主体100和与座椅主体100相连接的座椅减振系统200，该座椅减振系统200设置为如上述各实施例中的座椅减振系统。如此设置，当座椅绕第一轴线和第二轴线产生扭转振动时，平衡架随之摆动，此时扭转阻尼器6可以抑制平衡架沿第一轴线4和第二轴线5摆动，实现对座椅扭转进行减振。当座椅在竖直方向产生上下振动时，通过垂向减振装置可以对座椅进行竖直方向减振。从而适应复杂恶劣的工况或路况等，减小座椅的扭转振动和垂向振动，为驾驶员提供更好的乘坐体验，营造更加安全舒适的驾驶环境，解决了现有技术中工程机械座椅减振系统只能实现垂向减振，驾驶员的乘坐舒适感较差的问题。该有益效果的推导过程和上述座椅减振系统的有益效果的推导过程大致类似，故在此不再赘述。
下面对本申请提供的作业机械进行描述，下文描述的作业机械与上文描述的座椅可相互对应参照。
本申请实施例还提供了一种作业机械，具体地，作业机械例如为挖掘机等。该作业机械包括车体和设置在车体上的座椅，该座椅设置为如上述实施例中的座椅。如此设置，当座椅绕第一轴线和第二轴线产生扭转振动时，平衡架随之摆动，此时扭转阻尼器6可以抑制平衡架沿第一轴线4和第二轴线5摆动，实现对座椅扭转进行减振。当座椅在竖直方向产生上下振动时，通过垂向减振装置可以对座椅进行竖直方向减振。从而适应复杂恶劣的工况或路况等，减小座椅的扭转振动和垂向振动，为驾驶员提供更好的乘坐体验，营造更加安全舒适的驾驶环境，解决了现有技术中工程机械座椅减振系统只能实现垂向减振，驾驶员的乘坐舒适感较差的问题。该有益效果的推导过程和上述座椅的有益效果的推导过程大致类似，故在此不再赘述。
最后应说明的是：以上实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围。

Claims (10)

  1. 一种座椅减振系统，包括：
    第一连接件，用于连接座椅主体；
    第二连接件和第三连接件，所述第一连接件、所述第二连接件和所述第三连接件沿所述座椅主体的高度方向依次间隔分布；
    平衡架，设置在所述第一连接件和所述第二连接件之间，所述平衡架用于带动所述第一连接件相对于所述第二连接件摆动，且所述平衡架能够沿第一轴线和/或第二轴线摆动；其中，所述第一轴线沿所述座椅主体的长度方向设置，所述第二轴线沿所述座椅主体的宽度方向设置；
    至少一对扭转阻尼器，其中一个所述扭转阻尼器用于阻碍所述平衡架沿所述第一轴线摆动，另一个所述扭转阻尼器用于阻碍所述平衡架沿所述第二轴线摆动；
    垂向减振装置，设置在所述第二连接件和所述第三连接件之间，所述垂向减振装置用于阻碍所述第二连接件相对于所述第三连接件沿所述座椅主体的高度方向运动。
  2. 根据权利要求1所述的座椅减振系统，其中，所述垂向减振装置包括：
    剪式伸缩结构，设置在所述第二连接件和所述第三连接件之间，所述剪式伸缩结构包括交叉设置且相铰接的第一连杆和第二连杆，所述第一连杆的第一端与所述第三连接件转动连接、第二端与所述第二连接件滑动连接，所述第二连杆的第一端与所述第二连接件转动连接、第二端与所述第三连接件滑动连接；
    扭转减振器，设置在所述第一连杆和所述第二连杆的铰接位置处，所述扭转减振器用于阻碍所述第一连杆和所述第二连杆进行相对转动。
  3. 根据权利要求2所述的座椅减振系统，其中，所述扭转减振器包括：
    定子组件和设置在所述定子组件内的转子组件，所述转子组件和所述定子组件转动连接，所述转子组件和所述定子组件二者之一与所述第一连杆相连接、另一者与所述第二连杆相连接，且所述转子组件和所述定子组件之间设有用于容纳阻尼液的第一间隙；
    第一磁体，凸出设置在所述转子组件的外壁且伸入所述第一间隙中，以使所述第一磁体能够在所述阻尼液中运动，且所述第一磁体与所述定子组件之间设有供所述阻尼液通过的流道；
    第二磁体，固定设置在所述定子组件的内壁，且所述第一磁体和所述第二磁体之间产生磁斥力。
  4. 根据权利要求3所述的座椅减振系统，其中，所述第一磁体和所述第二磁体中至少一者为电磁铁。
  5. 根据权利要求3所述的座椅减振系统，其中，所述定子组件包括第一外壳和设置在所述第一外壳内的固定环，所述固定环上设有用于安装所述第二磁体的卡槽。
  6. 根据权利要求1所述的座椅减振系统，其中，所述扭转阻尼器包括：
    第二外壳和设置在所述第二外壳内的第二转轴，所述第二转轴和所述第二外壳转动连接，且所述第二转轴和所述第二外壳之间设有用于容纳阻尼液的第二间隙；
    凸起部，设置在所述第二转轴的外壁且伸入所述第二间隙中，以使所述第二转轴能够带动所述凸起部在所述阻尼液中运动，且所述凸起部与所述第二外壳之间设有供所述阻尼液通过的流道。
  7. 根据权利要求6所述的座椅减振系统，其中，所述扭转阻尼器还包括设置在所述第二外壳的内壁上的限位凸起，所述限位凸起与所述凸起部相抵接，以阻止所述凸起部继续运动。
  8. 根据权利要求6所述的座椅减振系统，其中，所述平衡架包括：
    第一支架，固定设置在所述第二连接件上，
    第二支架，通过一对所述扭转阻尼器分别与所述第一连接件和所述第一支架转动连接，其中一个所述扭转阻尼器的所述第二转轴和所述第二外壳二者之一与所述第一连接件相连接、另一者与所述第二支架相连接，另一个所述扭转阻尼器的所述第二转轴和所述第二外壳二者之一与所述第二支架相连接、另一者与所述第一支架相连接。
  9. 一种座椅，包括座椅主体和与所述座椅主体相连接的座椅减振系统，其中，所述座椅减振系统设置为如权利要求1-8任一项所述的座椅减 振系统。
  10. 一种作业机械，包括车体和设置在所述车体上的座椅，其中，所述座椅设置为如权利要求9所述的座椅。
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