Vehicle vibration device

Abstract

Vehicle vibration device for a vehicle seat or a vehicle cabin comprising a lower part and an upper part mounted resiliently with respect to the lower part by means of a damping device, the upper part being mounted suspended on the lower part by means of at least one pivot mounting, the at least one first pivot mounting comprising at least one first lever, the first end of which is attached to the lower part by means of a first pivot axis and the second end of which is attached to the upper part by means of a second pivot axis, the second end being positioned below the first end in a vertical direction, at least one dimension of the upper part and/or at least one dimension of the lower part being variable by means of an adjustment device so as to vary the position of the first lever.

Claims

1. A vehicle vibration device for a vehicle seat or a vehicle cabin, comprising: a lower part and an upper part mounted resiliently with respect to the lower part by a damping device, at least one first pivot mounting that suspends the upper part on the lower part, the at least one first pivot mounting comprising at least one first lever, the first end of which is attached to the lower part by a first pivot axis and the second end of which is attached to the upper part by a second pivot axis, the second end being positioned below the first end in a vertical direction, an adjustment device configured to vary at least one dimension of the upper part and/or at least one dimension of the lower part to vary the position of the first lever.

2. The vehicle vibration device according to claim 1, wherein the first pivot mounting comprises at least a second lever, the first end of which is arranged on the lower part by a first pivot axis and the second end of which is arranged on the upper part by a second pivot axis, the second end being positioned below the first end in the vertical direction.

3. The vehicle vibration device according to claim 1, wherein the vehicle vibration device comprises at least one second pivot mounting, and the lower part and the upper part can be interconnected by the at least one first and at least one second pivot mounting.

4. The vehicle vibration device according to claim 1, wherein the at least one dimension is at least one selected from length and width.

5. The vehicle vibration device according to claim 1, wherein the adjustment device can be arranged on the upper part or the lower part.

6. The vehicle vibration device according to claim 1, wherein two adjustment devices are provided, an adjustment device being arrangeable on the lower part and the upper part respectively.

7. The vehicle vibration device according to claim 1, wherein the adjustment device comprises at least one extension element, the first or second end of the first lever being fixable thereto.

8. The vehicle vibration device according to claim 7, wherein the adjustment device comprises at least two extension elements, the two extension elements being arrangeable opposite in a spatial direction, and the first or second end of the first lever being arrangeable on the first extension element and the first or second end of the second lever being arrangeable on the second extension element.

9. The vehicle vibration device according to claim 7, wherein, when the adjustment device is actuated, the extension element is displaceable in a spatial direction.

10. The vehicle vibration device according to claim 7, wherein the extension element is actuable by a fulcrum shaft and/or a pneumatic or hydraulic cylinder, the extension element being displaceable by a friction bearing and/or a roller bearing.

11. A vehicle vibration device for one of a vehicle seat and a vehicle cabin, comprising: an upper part connected to one of a vehicle seat and a vehicle cabin; a lower part connected to one of a vehicle body part and a vehicle cabin part; a first pivot mounting that suspends the upper part on the lower part, the first pivot mounting having: a first lever connected to the lower part at a first pivot axis and connected to the upper part at a second pivot axis, wherein the first pivot axis of the first lever is positioned above the second pivot axis of the first lever in a vertical direction; a second lever connected to the lower part at a first pivot axis and connected to the upper part at a second pivot axis, wherein the first pivot axis of the second lever is positioned above the second pivot axis of the second lever in the vertical direction; a second pivot mounting that suspends the upper part on the lower part; and an adjustment device configured to vary at least one of a distance between the first pivot axis of the first lever and the first pivot axis of the second lever and a distance between the second pivot axis of the first lever and the second pivot axis of the second lever.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Further aims, advantages and expediencies of the present invention may be derived from the following description in connection with the drawings, in which:

(2) FIG. 1 shows a utility vehicle having the various movement options;

(3) FIG. 2A is a schematic drawing of translational isolation;

(4) FIG. 2B is a schematic drawing of rotational isolation;

(5) FIG. 2C is a schematic drawing of sloping position compensation;

(6) FIG. 3 is a schematic drawing of the adjustment region;

(7) FIG. 4A-4C show kinematics as a dimension A varies;

(8) FIG. 5A-5C show kinematics as a dimension B varies;

(9) FIG. 6A-6C show translational isolation kinematics for various travel positions;

(10) FIG. 7A-7C show rotational isolation kinematics for various travel positions;

(11) FIG. 8A-8C show sloping position compensation kinematics for various travel positions;

(12) FIG. 9A-9D show a vehicle vibration device in accordance with FIG. 8 rotational isolation.

DETAILED DESCRIPTION

(13) The utility vehicle 1 shown in FIG. 1 demonstrates the typical movements of the utility vehicle, naturally depending on the relevant travel situation. In this context, translations of the utility vehicle may occur in the vehicle longitudinal direction L, the vehicle width direction B and the vehicle vertical direction H. Further, rotations may occur about each of these axes L, B, H, rotation about the longitudinal axis L being known as roll R, rotation about the transverse direction B being known as pitch N, and rotation about the vertical axis H being known as yaw G. Typically, yaw is ignored for vehicles.

(14) According to the invention, it is possible to compensate these movements, apart from the yaw, which can be ignored, by means of the vehicle vibration device 2.

(15) The three fundamentally different settings of the vehicle vibration device 2 are shown in FIGS. 2A, 2B and 2C. The drawings may be at different scales. FIG. 2A-2C have comparatively different dimensions of the upper part 3. These settings are adopted when there is no vibration of the upper part 3 with respect to the lower part 4, in other words no external interference or the like.

(16) FIG. 2A shows a first setting, in particular of the first end 6 of the first lever 5. The first end 6 of the first lever 5 is arranged above the second end 7 of the first lever 5 in the vertical direction H. In addition, a second lever 8 can be seen, the first end 9 of the second lever 8 being connected to the lower part 4 and the second end 10 thereof being connected to the upper part 3. Thus, in the present case, the first lever 5 and second lever 8 are formed mutually parallel and extend in the vertical direction H. The schematic vehicle vibration device 2 shown is axially symmetrical about the central axis M of the lower part 4. The first ends 6, 9 and second ends 7, 10 form a parallelogram; if the upper part 3 pivots with respect to the lower part 4, the upper part 3 and the lower part 4 remain mutually parallel. This setting is preferred in particular for isolating translations, and is referred to in the following as translational isolation 13.

(17) Similarly to FIG. 2A, FIG. 2B shows a first lever 5 and a second lever 8, the distance A of the respective second ends 7, 10 from the central axis M being less than the distance A. The second ends 7, 10 are thus placed further inwards. If the upper part 3 pivots with respect to the lower part 4, the upper part 3 is no longer parallel to the lower part 4. This suspension describes in particular a rotation of the upper part 3 about an imaginary axis 11 arranged below the upper part 3. This setting is preferred in particular for isolating roll and pitch movements, and is referred to in the following as rotational isolation 14.

(18) FIG. 2C shows the same components as 2A and 2B, but the distance A of the first ends 7, 10 from the central axis M is greater than the distance A of the second ends from the central Axis M. The second ends 7, 10 are thus placed further outwards. If the upper part 3 pivots with respect to the lower part 4, the upper part 3 is no longer parallel to the lower part 4. This suspension describes in particular a rotation of the upper part 3 about an imaginary axis 11 arranged above the upper part 3. This setting is preferred in particular for isolation of sloping positions and of roll and pitch movements, and is referred to in the following as sloping position compensation 15.

(19) A possible adjustment range 12 and the position of the imaginary axis 11 can be seen particularly clearly from FIG. 3.

(20) By way of example, an axis of rotation 16 for rotational isolation and an axis of rotation 17 for sloping position compensation are given. The axis of rotation 16 is arranged below the upper part 3 and in particular below the lower part 4, and the axis of rotation 17 is arranged above the upper part 3 or above the lower part 4.

(21) If the axis of rotation 16 is located below the upper part 3, a convex situation is described, the system consisting of the vehicle vibration device 2 and in the present case a vehicle seat 19 above an arc. The movement of the system substantially corresponds to the arc progression or is approximated in accordance with the present kinematics.

(22) The straight line 13 gives the translational isolation 13. Since during translational isolation 13 the system moves along the straight line 13, there is no axis of rotation or centre of rotation. As a result of constructional tolerances and deviations, however, an axis of rotation located at infinity can be assumed.

(23) If the axis of rotation 17 is located above the lower part 4 and/or above the upper part 3, this is a concave situation, in other words the system moves within the variable arc.

(24) The axis 18 represents a possible rotary field or field of axes of rotation, in other words the axis of rotation can take on any value in the rotary field 18, depending on the current or desired travel situation.

(25) FIG. 4A-4C schematically show how varying the dimension A, in other words the dimension of the lower part 4, leads to a variation in the position of the first lever 5.

(26) FIG. 4A shows the vehicle vibration device 1 in the setting for rotary isolation 14, FIG. 4B shows the vehicle vibration device 1 in the setting for translational isolation 13, and FIG. 4C shows the vehicle vibration device in the setting for sloping position compensation 15.

(27) FIG. 4A-4C show an upper part 3, which is mounted suspended with respect to the lower part 4 by means of a first lever 5 and a second lever 8, the second ends 7, 10 being connected to the upper part 3 and the first ends 6, 9 being connected to the lower part 4. In particular, the first ends 6, 9 are connected to the lower part 4 by means of a suspension element 21. In the present case, the suspension elements 21 are arranged extending in the vertical direction H, it also being possible for the suspension elements 21 to be arranged at an angle to the vertical direction H.

(28) The lower part comprises mounting points 21, which substantially correspond to the first ends 6, 9. According to the invention, a dimension A is defined as the distance between the mounting points of the lower part 4 or of the upper part 3. The dimension B is accordingly between the mounting points 22, which substantially correspond to the second ends 7, 10.

(29) Since the suspension elements 21 are arranged substantially perpendicular to the lower face 4, the dimension A is equivalent to the length or width of the lower face 4. The dimension A is therefore shown corresponding to the lower face 4 for clarity.

(30) In FIG. 4A-4C, the dimension B of the upper face 3 should be considered constant.

(31) In FIG. 4A, it can be seen that the dimension A is greater than the dimension B. As a result, the levers 5, 8 are arranged extending obliquely downwards, the second ends 7, 10 being arranged closer than the first ends 6, 9 to the central axis M of the lower part 4.

(32) By contrast, in FIG. 4B the dimension A is equal to the dimension B, in other words the mounting points 20, 22 are arranged above one another in the vertical direction.

(33) In FIG. 4C, the dimension A is less than the dimension B, in such a way that the second ends 7, 10 of the levers 5, 8 are further away than the first ends 6, 9 from the central axis M of the lower part 4. The levers extend obliquely downwards in this case too.

(34) FIG. 5A-5C again schematically show the vehicle vibration device 1, the dimension B of the upper part being varied in this case whilst the dimension A is constant.

(35) FIG. 5A shows the vehicle vibration device 1 in the setting for rotational isolation 14, FIG. 5B shows the vehicle vibration device 1 in the setting for translational isolation 13, and FIG. 5C shows the vehicle vibration device 1 in the setting for sloped position compensation 15.

(36) FIGS. 6A-6C, 7A-7C and 8A-8C again show the different situations along with the respective, associated kinematics of the vehicle vibration device 2. The kinematics are shown without the adjustment device 26.

(37) The drawings show the utility vehicle 1 comprising the vehicle seat 19, which is mounted on the upper part 3, the lower part 4 being connected to the body of the utility vehicle 1.

(38) FIG. 6A-6C show the situation of translational isolation 13, in other words the utility vehicle 1 is undergoing a translation, for example as a result of the use of a trailer (not shown). The kinematics of the vehicle vibration device 2 are shown above in each case. FIG. 6B shows the utility vehicle 1 without any external influence, in other words there is no force acting on the vehicle 1. FIG. 6A shows a translation to the left as a result of a force acting on the vehicle 1 from the right. Correspondingly, FIG. 6C shows a translation to the right as a result of a force acting from the left. By comparing the kinematics, it can be seen in particular that the upper part 3 is always orientated parallel to the lower part 4.

(39) FIG. 7A-7C show the situation of rotational isolation 14, in other words the utility vehicle 1 is undergoing a rotation as a result of travelling over a bump 23 in the ground. Similarly, the kinematics of the vehicle vibration device are shown above in each case. FIG. 7B shows the utility vehicle without any external influence, in other words there is no force acting on the vehicle 1. FIG. 7A shows the utility vehicle 1 travelling over the bump 23 in the ground, in such a way that the vehicle 1 experiences an anticlockwise rotation. As a result of the underlying kinematics, the vehicle seat 19 undergoes a rotation about an imaginary axis, which is arranged below the vehicle vibration device 2 and in particular below the lower part 4. If the vehicle 1 undergoes a clockwise rotation, as shown in FIG. 7C, the vehicle seat 19 undergoes an anticlockwise rotation.

(40) FIG. 8A-8C show the situation of sloping position compensation 15, in other words the vehicle 1 is travelling along a sloping position 25. FIG. 8B shows the situation when the vehicle is not travelling over a slope. By contrast, FIG. 8B shows the situation where the vehicle 1 is travelling over a slope 25 descending to the left. As a result of the underlying kinematics of the vehicle vibration device 2, the vehicle seat 19 undergoes a clockwise rotation about an axis 24, the axis 24 being arranged above the vehicle vibration device 2 and in particular above the lower part 4. As a result of this arrangement, the reference system is displaced to the body of the driver, in such a way that when in a sloping position the driver experiences no or only a slight displacement from the usual seat position. The same applies to a slope 25 descending to the right, as shown in FIG. 8C. The vehicle seat 19 undergoes a slight anticlockwise rotation about the axis 24.

(41) The following drawings provide various embodiments of how the dimension A or the dimension B can be varied by means of an adjustment device 26. The embodiments are merely shown schematically, and so some elements may be shown exaggerated in size.

(42) FIG. 9A shows a first embodiment of the adjustment device 26. The adjustment device is arranged below the upper part 3 and comprises a crank element 27 having a first end 28 and a second end 29, a first extension element 30 being pivotably arranged on the first end 28 and a second extension element 31 being pivotably arranged on the second end 29. Further, the extension elements 30, 31 are pivotably connected to the first lever 5 and second lever 8 respectively. If the adjustment device is actuated, meaning that the crank element 27 is rotated, the extension elements 30, 31 are also actuated. Preferably, the extension elements 30, 31 comprise a guide pin 32 which is in contact with a guide slide 33. By means of the guide slide 33, the extension elements 30, 31 can be displaced in a guided manner. Since the extension elements 30, 31 are pivotably connected to the levers 5, 8, a dimension of the upper part 3 can be varied accordingly.

(43) Another embodiment is shown in FIG. 9B. As can be seen, in this case the extension elements 30, 31 are arranged inside the upper part 3 and connected to an actuation element 34.

(44) By actuating the actuation element, the extension elements 30, 31 can be displaced along the arrows shown. The levers 5, 8, as shown, or the suspension elements 21 of the lower part 4 may be fixed to the outer ends.

(45) FIG. 9C shows a first embodiment of the actuation element 34. In this case, the actuation element 34 is formed as a fulcrum shaft 35, the fulcrum shaft 35 comprising a housing 36, by means of which threaded rods 37 can be moved, in the present case along the arrows shown, by rotating the housing 36.

(46) FIG. 9D shows a second embodiment of the actuation element 34. In this case, the actuation element 34 is formed as a lifting cylinder 38 comprising a piston rod 39.

(47) All features disclosed in the application documents are claimed as subject matter of the invention if they are novel in respect of the prior art individually or in combination.

LIST OF REFERENCE NUMERALS

(48) 1 Utility vehicle

(49) 2 Vehicle vibration device

(50) 3 Upper part

(51) 4 Lower part

(52) 5 First lever

(53) 6 First end of first lever

(54) 7 Second end of first lever

(55) 8 Second lever

(56) 9 First end of second lever

(57) 10 Second end of second lever

(58) 11 Axis

(59) 12 Adjustment range

(60) 13 Translational isolation

(61) 14 Rotational isolation

(62) 15 Sloping position compensation

(63) 16 Axis of rotation for rotational isolation

(64) 17 Axis of rotation for sloping position compensation

(65) 18 Rotary field

(66) 19 Vehicle seat

(67) 20 Mounting point

(68) 21 Suspension element

(69) 22 Mounting point

(70) 23 Bump in the ground

(71) 24 Axis

(72) 25 Sloping position

(73) 26 Adjustment device

(74) 27 Crank element

(75) 28 First end of crank element

(76) 29 Second end of crank element

(77) 30 First extension element

(78) 31 Second extension element

(79) 32 Guide pin

(80) 33 Guide slide

(81) 34 Actuation element

(82) 35 Fulcrum shaft

(83) 36 Housing

(84) 37 Threaded rod

(85) 38 Lifting cylinder

(86) 39 Piston rod

(87) B Width direction

(88) L Longitudinal direction

(89) H Vertical direction