U.S. patent number 3,840,265 [Application Number 05/288,560] was granted by the patent office on 1974-10-08 for construction of stabilised platform.
This patent grant is currently assigned to Institute for Industrial Research and Standards. Invention is credited to John Francis Colgan, John Mowat Miller Stirling.
United States Patent |
3,840,265 |
Stirling , et al. |
October 8, 1974 |
CONSTRUCTION OF STABILISED PLATFORM
Abstract
The platform is mounted for tilting about longitudinal and
transverse axes, and a level sensor operates, through an actuator
control, to effect operation of an actuator to continually maintain
the platform in a horizontally stabilized position. The actuator is
further mounted on a vertically extending variable height actuator
which, through a motion sensor, maintains the platform at a
constant height in space despite movement of the floor of the
vehicle on which the platform may be mounted. Thereby a patient
riding in an ambulance and lying on the platform is prevented from
being subjected to various vibrations resulting from motion of the
vehicle.
Inventors: |
Stirling; John Mowat Miller
(Swords, EI), Colgan; John Francis (Leixlip,
EI) |
Assignee: |
Institute for Industrial Research
and Standards (Dublin, EI)
|
Family
ID: |
11022804 |
Appl.
No.: |
05/288,560 |
Filed: |
September 13, 1972 |
Foreign Application Priority Data
|
|
|
|
|
Sep 13, 1971 [EI] |
|
|
1157/71 |
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Current U.S.
Class: |
296/19; 248/371;
5/608 |
Current CPC
Class: |
A61G
3/006 (20130101); F16F 15/0275 (20130101); A61G
2203/36 (20130101) |
Current International
Class: |
A61G
3/00 (20060101); F16F 15/023 (20060101); F16F
15/027 (20060101); B60g 017/04 () |
Field of
Search: |
;296/19 ;5/62
;248/371,396,188.2,188.3 ;280/6H |
Foreign Patent Documents
Primary Examiner: Goodman; Philip
Attorney, Agent or Firm: McGlew and Tuttle
Claims
We claim:
1. A stabilised platform for mounting in a vehicle comprising: a
base platform; pivot means supporting the base platform so as to
allow the base platform to tilt about a longitudinal axis and a
horizontal axis; means controlling the tilt of the base platform in
response to lateral forces; a vertical variable height actuator
supporting the base platform in a vehicle and comprising a double
acting force-balanced pneumatic cylinder; a motion sensor
operatively connected between the height actuator and the floor of
the vehicle; and means causing the height actuator to raise or
lower the base platform in opposition to the motion of the
floor.
2. A stabilized platform as claimed in claim 1 in which the means
controlling the tilt of the base platform about each axis
comprises
a tilt actuator;
a level sensor;
and control means operatively connected between the tilt actuator
and the level sensor whereby the resultant forces of gravity and
lateral forces acts downwards at right angles to the base
platform.
3. A stabilised platform as claimed in claim 2 in which the control
means controlling the tilt of the base platform about each axis
comprises a double acting force balances pneumatic cylinder.
Description
FIELD AND BACKGROUND OF THE INVENTION
The present invention relates to a construction of stabilized
platform for use in vehicles and in particular for use in
ambulances.
When considering the problem of human vibration the body can for
all practical purposes be treated as a number of coupled
spring-mass-damper systems. It will be appreciated that the body
has a number of internal organs capable of movement relative to the
body. When all these internal organs are taken into account, the
overall mechanical system becomes extremely complex. Any vibration
of this complex structure of internal organs in the body will
result in the movement of organs and parts of the body with
relation to each other which will depend on the frequency and
amplitude of oscillation.
It is not possible to predict with any accuracy the effects of
vibration on a body because of the variation of body measurements
and structures and the great number of possible modes of vibration
to which the body may be subjected. Further the physiological
reaction of people varies enormously and is conditioned by other
environmental influences. Such as for example, the noise level, the
temperature, the humidity and other factors. In the case of injured
patients, there is the additional complication in that the injuries
or body damage may be aggrevated by mechanical shock or vibrations
and that pain may well be intensified. Obviously, the tolerance
level to vibration of a subject with fractured bones will be less
than the tolerance of a completely healthy person.
The most commonly experienced symptom of vibration is that of
motion sickness due to low frequencies and large amplitude, for
example, in aircraft and ships. It has been established that motion
sickness can be induced in practically any person if the vibration
level is of sufficient intensity and duration. The symptoms can be
described as a sudden onset of malaise and nausea, cold sweating
and feeling of great dejection and apathy. Vomiting often brings
temporary relief. In the case of a healthy individual the symptom
rapidly vanishes when the vibration ceases, but in the case of an
unhealthy person it is possible that further damage may already be
sustained. For example, a cardiac patient who has just suffered a
heart attack may develop ventricular fibrilation if the vibration
level is too high as for example in a bumping ambulance.
Motion sickness is generally experienced as a result of frequencies
below 1 Hz. resulting from disturbances of the organs of balance.
Higher frequencies in the range 1-30 Hz. produce different
physiological effects depending on particular body conditions. Thus
speech and breathing may be impaired and there can be widespread
effects upon the nervous system.
It is found that the susceptilility to vibration varies widely
between healthy individuals and that the ability of the body to
tolerate vibration is dependent not only on the frequency and
amplitude of vibration but on the duration of exposure to such
vibration. It will be appreciated therefore that injured or sick
subjects would be even more susceptible to vibration. When
attempting to define the vibration level which would be tolerable
to a wide range of injured or disabled patients it is necessary to
start by defining the tolerance level of healthy subjects.
It must be recognised however that there will always be a few
patients so badly injured that any vibration level or mechanical
movement will be intolerable. On the other hand, any improvement on
the type of vibration currently experienced in an ambulance ride
and in particular a high speed ambulance ride, would be an
advantage to the majority of ambulance users.
A supine patient will experience vertical vibration as well as
longitudinal and transverse vibration in a moving ambulance. It has
been found that the main region in which stabilisation is required
is for vertical vibrations of frequencies less than 2 Hz. where
vibration control using mechanical components is particularly
difficult. The vibrations are transmitted to the patient through a
chain of mechanical elements comprising: the road surface to a
tire, the tire through the wheel through the springs/damper to the
chassis; the chassis to the stretcher base to the stretcher; and
from the stretcher to the patient. All of these cascaded elements
are capable of filtering or attenuating the effect of vibration but
they are unfortunately also capable of amplifying the vibrations
transmitted to the patient.
The main transverse forces acting upon a stretcher patient are due
to the centrifugal forces which appear during cornering. The
duration depends solely on the curvature of the road and on the
speed of the ambulance. The acceleration and deceleration effects
during normal stopping and starting in city traffic also impose
head to foot forces on the patient which are of the same low
frequency nature as the transverse accelerations.
It is not possible to compensate for these two types of lateral
forces in the same way as for vertical acceleration, on account of
the very large amplitudes involved. Is is however possible to
alleviate the worst effects of these lateral acceleration forces by
ensuring that they all act downwards at right angles to the body.
The body is always subjected to the downward force of gravity and a
small increase in the apparent weight of the body gives rise to
little additional discomfort. The platform on which the stretcher
is placed can be tilted so that the lateral force appears to act in
combination with the normal weight vertically downwards. Colbeck
[Physiological Responses to Acceleration -- Colbeck B. R. Internal
Report Jan. 1969] has computed the values of angle tilt for various
levels of steady lateral acceleration and also the percentage
increases in weight to be experienced by the subject. His results
are summarised in the table.
__________________________________________________________________________
Lateral acceleration `g` 0.03 0.08 0.14 0.20 0.36 0.85 1.22 Angle
of tilt 0.degree.43' 4.degree.34' 8.degree.1' 11.degree.20'
19.degree.47' 40.degree.24' 50.degree.30' % Increase in body wt.
0.5 0.31 0.98 1.99 6.97 31.3 57.2
__________________________________________________________________________
In an ambulance the peak acceleration is of the order of 0.25
g.
It will be appreciated that when a vehicle is carrying equipment,
materials or other cargo susceptible to vibration that the
provision of a stabilized platform is very desirable.
SUMMARY OF THE INVENTION
The present invention is directed towards providing an improved
construction of stabilized platform for vehicles. Accordingly the
invention provides a stablised platform for mounting in a vehicle
comprising: a base platform; pivot means for supporting the base
platform so to allow the base platform to tilt about a longitudinal
axis and a horizontal axis; means for controlling the tilt of base
platform in response to lateral forces; a vertical variable height
actuator for support of the base platform in a vehicle; a motion
sensor operatively connected between the height actuator and the
floor of the vehicle; and means for causing the height actuator to
raise and lower the base platform in opposition to the motion of
the floor.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be more clearly understood from the following
description of some embodiments thereof given by way of example
only with reference to the accompanying drawings in which
FIG. 1 is a diagrammatic side view of a stablised ambulance
platform according to the invention,
FIG. 2 is a further diagrammatic side view of a stablised ambulance
platform according to the invention,
FIG. 3 is a cross-sectional view of a typical double acting force
balance pneumatic cylinder used in some embodiments of the
invention,
FIG. 4 is a diagrammatic side view of a further stablized ambulance
platform according to the present invention,
FIG. 5 is an end view of a stablized ambulance platform illustrated
in FiG. 4,
FIG. 6 is a view illustrating the forces acting on the stablized
ambulance platform illustrated in FIGS. 4 and 5,
FIG. 7 is a diagrammatic side view of a still further stablized
ambulance platform according to the invention,
FIG. 8 is a perspective view of another stablized ambulance
platform mounted in an ambulance,
FIG. 9 is a side view of the stablized ambulance platform of FIG.
8.
FIG. 10 is an end view of the stablized platform of FIG. 8,
FIG. 11 is a plan view of the stablized ambulance platform of FIG.
8,
FIG. 12 is a typical longitudinal cross-sectional view of portion
of the stablized ambulance platform illustrated in FIG. 8 and
FIG. 13 is a typical transverse cross-sectional view of portion of
the ambulance platform illustrated in FIG. 8.
Referring to the drawings and initially to FIGS. 1 and 2 thereof,
there is illustrated a stabilized platform for mounting in a
vehicle, in this case a stabilized ambulance platform. For clarity
and to illustrate the principles of the invention this FIG. 1
illustrates the compensation of lateral forces only while FIG. 2
illustrates the compensation of vertical forces or vibration.
Referring to FIG. 1 the stabilized ambulance platform comprises a
base platform 1 mounted on pivot means 2. The pivot means 2 are
adapted to tilt the base platform about a longitudinal axis and a
horizontal axis. An actuator 3 is connected between the base
platform 1 and the floor 4 of an ambulance. The actuator 3 is
adapted to tilt the base platform 1 in the direction of the arrow,
that is to say about a transverse axis through the pivot means 2.
The actuator 3 is connected to an actuator control 5 which is in
turn operatively connected to a level sensor 6 above the base
platform 1. A similar actuator, actuator control, and level sensor
is provided to control the tilting of the phase platform 1 about
the longitudinal axis. In operation, when the base platform 1
experiences a lateral acceleration the actuator control 5 feeds a
signal to the actuator 3 and causes the base platform 1 to
tilt.
When the level sensor 6 is in an unbalanced condition due to
lateral forces, a signal is fed to the actuator control 5 which in
turn moves the actuator 3 to tilt the base platform 1. When the
base platform 1 and the level sensor 6 are in balance the actuator
control 5 is stopped. If the level sensor 6 is a pendulum, balance
is achieved when the pendulum acts at right angles to the base
platform 1. Referring to FIG. 2 the base platform 1 is mounted by
means of a vertical variable height actuator 7 on the floor 4. A
motion sensor, for example, an inertial transducer 8 is mounted
between the base platform 1 and the floor 4. The displacement of
any floor movement is detected by the motion sensor and a signal
fed to the actuator 7 in order to drive the actuator 7 in
opposition to the motion of the floor 4 so that a patient remains
virtually vibration free. A displacement transducer 9 stabilises
the actuator 7 by fixing a mean suspension height. Referring to
FIG. 3 there is illustrated a double acting force balanced
pneumatic cylinder indicated generally by the reference numeral 10.
This is one typical construction of a double acting force balanced
pneumatic cylinder. There are, however, many such cylinders in
commercial use. The force balanced pneumatic cylinder 10 comprises
a positioner 11 and a pneumatic cylinder 12 and piston 13. The
positioner 11 has a control signal port 15, outlet ports 16 and 17,
an inlet port 18 and an exhaust port 19. The outlet ports 17 and 18
are connected to the pneumatic cylinder 13. A piston 20 and
diaphragm 21 are mounted in the positioner 11 and are connected by
means of a rod 22 to a piston 23 controlled by a compression spring
24. The compression spring 24 provides a feed back signal force to
the positioner. The compression of the compression spring 24 and
hence the feedback signal force is controlled by a pivotally
mounted lever 25. The pivotally mounted lever 25 is connected in
known manner by a follower 26 and a cam 27 on the piston rod of the
cylinder 13 to the prime mover it is desired to control. A valve
stem 28 is mounted between the exhaust outlet ports 16 and 17. The
double acting force balanced pneumatic cylinder 10 operates in
conventional manner. An increase in the control signal pressure
into the control signal port 13 causes the combined assembly namely
the piston 20, the rod 22 and the piston 23 to move to the left
under the increased pressure which is acting against the piston 20
and the diaphragm 21. The resulting position of the valve stem 28
causes air to flow through the port 16 from the supply port 18 to
the pneumatic cylinder 13 changing the piston 12 position. The
compression spring 24 is further compressed. When the condition is
reached whereby the force from the compression spring 24 equals the
force of the control pressure on the piston 20 and diaphragm 21 the
movement of the rod 22 will stop and the new position relative to
control signal now exists. A decrease in the pressure of control
signal into the control port 13 will cause the valve stem 28 to
move to the right, increase the pressure on the right hand side of
the piston 20 and diaphragm 21 and hence decrease the pressure on
the left hand side of the piston 20 and diaphragm 21 thereby
causing the piston rod 22 to move to the left thus causing a
decrease in the compression of the compression spring 24 with the
result that the control force and feed back force again equalise
and further movement of the piston rod 22 is prevented.
If the positioner 11 is supplied with air under constant pressure
then any movement of the positioner 11 relative to the cylinder
will cause the piston 12 to move in the opposite direction.
Referring to FIGS. 4, 5 and 6 there is illustrated means for
controlling the tilt of the base platform 1 about its longitudinal
axis. A pendulum 30 is mounted beneath a base platform 1 and
rigidly connected thereto. The base platform 1 is adapted for
pivoting about a longitudinal axis in the direction of the arrow B
as illustrated in FIGS. 4, 5 and 6. This stabilised platform is for
simplicity shown only pivoting about this one axis. In operation
the forces on the pendulum are illustrated in FIG. 6. The forces
acting on the pendulum are the weight W of the pendulum and the
centrifugal force F. These forces may be resolved into a resultant
force R in conventional manner by a simple triangle of forces.
Needless to say the base platform 1 may be adapted to pivot about a
transverse axis as well.
The pendulum 30 may be connected by a universal joint to the
vehicle and connected rigidly by transversely and longitudinally
disposed links to the base platform 1. Many arrangements of this
will readily come to mind to those skilled in the art. Dampers may
be incorporated to adjust the response of the base platform 1 to
the movement of the pendulum 30.
Referring to FIG. 7 there is illustrated in partially diagrammatic
form a variable height actuator which comprises a support bellows
40, an inlet valve 41 controlled by an electro magnet 42 and an
outlet valve 43 controlled by an electro magnet 44. The support
bellows 40 supports the base platform 1 and a displacement
transducer 45 is connected between the base platform 1 and the
floor 4 of the vehicle. The displacement transducer 45 is fed
through a conventional delay 46 to a comparator 47. Also fed
through the comparator 47 is a mean pressure control signal from an
electrical height control 48. The signal from the comparator 47 is
fed to valve control circuits 49 which control in conventional
manner the operation of the electro magnets 42 and 44. A pressure
transducer 50 is operatively connected between the support bellows
40 and the comparator 47. In this embodiment of the invention any
motion of the floor 4 relative to the base platform 1 causes a
change in internal air pressure in the bellows 40 and is measured
directly by the pressure transducer 50 which feeds a signal through
to the comparator 47. This causes the comparator 47 to compare the
signal being delivered by the displacement transducer with that of
the height control 48. The signal is then sent to the valve control
circuits 49 and either the inlet valve 41 or the outlet valve 43 is
opened, thus causing the pressure in the support bellows 40 to be
increased or decreased, thus raising or lowering the base platform
1 relative to the floor 4. The patient lying on the base platform 1
does not therefore experience the motion of the floor. Under very
slow changes in internal pressure the reaction of pressure
transducer 50 may not be adequate. The displacement transducer 45
and the delay 46 act to stabilise the system and prevent large
movements or "creep" of the base platform 1. Needless to say the
arrangements previously described for the compensation of lateral
forces may be incorporated in this embodiment and previously would
be. However, for clarity they have been omitted.
Referring to FIGS. 8 to 13 there is illustrated an alternative
embodiment of the invention which is a stabilised platform for
mounting in a vehicle and in particular a stabilised platform for
mounting in an ambulance, having a floor 60 and a wall 61. The
stabilized platform comprises a base platform 62, pivotably mounted
at 63, within a frame 64 which is in turn pivotably mounted at 65
within a frame 66. It will be appreciated that the base platform 62
is capable of tilting about a longitudinal axis and transverse
axis, that is to say the axes defined by the supports at 63 and 65.
Compensation for lateral forces may be achieved as hereinbefore
described, and they are omitted from the drawings for clarity. The
frame 66 is supported by means of a pair of cantilevered arms 67.
The cantilivered arms are mounted by means of rollers 68 on bars
69, rigidly mounted between support members 70 and 71 on the wall
61. A double acting force balanced pneumatic cylinder 72 is mounted
on the wall 61 by a support plate 73. The double acting force
balanced pneumatic cylinder 72 supports on its piston rod 74 a
pulley 75. A length of flexible wire 76 is connected between the
support member 71 and the frame 66. It will be appreciated that
vertical movement of the piston rod 74 will cause vertical movement
of the frame 66.
The double acting force balanced pneumatic cylinder 72 is fed and
operated as described with reference to FIG. 3. In operation the
base platform 62 in response to lateral forces may be tilted, while
the double acting force balanced pneumatic cylinder 72 will raise
and lower the base platform 62 in the opposite direction to any
motion imparted to the floor 60 by the vehicle travelling over the
road.
* * * * *