Seat damping structure of all-terrain vehicle

Abstract

The application provides a seat damping structure of an all-terrain vehicle, and belongs to the technical field of all-terrain vehicles. The seat damping structure of the all-terrain vehicle solves the technical problem of insufficient comfort of the seat damping structure of the existing all-terrain vehicle. The seat damping structure of the all-terrain vehicle, the all-terrain vehicle comprising a vehicle frame and a seat framework, the seat damping structure comprising an elastic support arranged between the seat framework and the vehicle frame, the elastic support supporting the seat framework, the seat framework being capable of moving downward and pressing the elastic support when the seat framework is subjected to an external force, and a damping block being further arranged between the seat framework and the vehicle frame, the damping block being connected to the seat framework and having a gap in the upward and downward directions with the vehicle frame, or the damping block being connected to the vehicle frame and having a gap in the upward and downward directions with the seat framework. The seat damping structure is more comfortable as a whole.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of all-terrain vehicles, and relates to a seat cushioning structure of an all-terrain vehicle. BACKGROUND

[0002] An all-terrain vehicle refers to a vehicle that can run on any terrain and walk freely on terrain where ordinary vehicles are difficult to maneuver. It is commonly known as a sand vehicle in China. Because its structure is very similar to that of a motorcycle, and many parts are common with motorcycles, it is also called a “four-wheel motorcycle”. This type of vehicle has multiple purposes and is not limited by road conditions. All-terrain vehicles often do not run on paved roads, which can cause a lot of bumps, and there are special requirements for the setting of their seats.

[0003] A patent with the application publication number CN107351733A discloses a seat, which comprises a seat bottom plate, a soft cushion and a bottom frame assembly, the soft cushion is arranged on the seat bottom plate, the seat bottom plate is connected with a vehicle frame through the bottom frame assembly, and the seat bottom plate is integrally injection molded.

[0004] The above-mentioned seat only relies on the soft cushion on the surface of the seat to cushion when driving on a bumpy road, which results in poor cushioning effect and is difficult to meet the comfort requirements of users in different bumpy environments. SUMMARY

[0005] The application provides a seat cushioning structure of an all-terrain vehicle to solve the problem of poor seat comfort of the existing all-terrain vehicle.

[0006] The object of the application can be achieved by the following technical solutions:

[0007] A seat cushioning structure of an all-terrain vehicle, the all-terrain vehicle comprising a vehicle frame and a seat skeleton, characterized in that the seat cushioning structure comprises an elastic support arranged between the seat skeleton and the vehicle frame, the elastic support supports the seat skeleton, and the seat skeleton can move downward and press the elastic support when subjected to an external force; a damping block is further arranged between the seat skeleton and the vehicle frame, the damping block is connected to the seat skeleton and has a gap in the upward and downward directions with the vehicle frame, or the damping block (4) is connected to the vehicle frame and has a gap in the upward and downward directions with the seat skeleton.

[0008] The frame is a frame body for mounting and bearing the body parts of the vehicle, and the seat skeleton is a supporting skeleton of the seat of the vehicle, used for supporting the load of the passenger and ensuring the modeling of the seat body; the elastic support is arranged between the seat skeleton and the frame, and the upper and lower sides of the elastic support act on the seat skeleton and the frame respectively, the seat skeleton is connected to the frame and cannot be separated but can move slightly up and down relative to the frame, that is, the elastic support will preliminarily deform to form a supporting force on the seat skeleton to prevent the seat skeleton from continuing to approach the frame, when the passenger starts to be subjected to jolting, the load acting on the seat skeleton can be consumed and conducted through the compression deformation of the elastic support, and at the same time, rigid contact between the seat and the frame is avoided, and the shock-absorbing block is connected between the seat skeleton and the frame or connected between the frame and the seat skeleton with a gap in the upward and downward directions, when a larger jolting occurs, the passenger falls back to compress the elastic support to a larger extent, and then the gap at the shock-absorbing block is eliminated, at this time, the shock-absorbing block generates elastic forces in the upward and downward directions with the frame and the seat skeleton, and then cooperates with the elastic support to absorb further impact load through deformation compression, so that small-amplitude jolting can be absorbed by the elastic support, in this process, the elastic support deforms relatively greatly, so that the force received by the passenger is more gentle and the comfort is improved, and for large-amplitude jolting, the shock-absorbing block and the elastic support act simultaneously, and the impact load is absorbed in stages within the limited travel of the seat skeleton to avoid rigid collision between the seat skeleton and the frame, so as to ensure that the passenger is always subjected to buffering during jolting and improve the overall comfort.

[0009] In the seat cushioning structure of the all-terrain vehicle, the elastic modulus of the shock-absorbing block is greater than the elastic modulus of the elastic support. In this way, the shock-absorbing block absorbs more load and energy within a unit stroke when acting on the frame, that is, the comfort is ensured while avoiding rigid contact of the seat downward.

[0010] In the seat cushioning structure of the all-terrain vehicle, the front end of the seat skeleton is hingedly connected to the frame, and the shock-absorbing block is arranged close to the rear end of the seat skeleton. In this application, front, rear, left and right are based on the front, rear, left and right of the frame of the all-terrain vehicle, so that the seat skeleton can swing up and down when moving relative to the frame around the hinged position of the front end, that is, the amplitude of the seat movement is concentrated on the rear side of the seat, so that the passenger's hips can get a larger cushioning stroke when jolting occurs, that is, the comfort is better.

[0011] In the seat damping structure of the all-terrain vehicle, the bottom surface of the damping block has a left-right through accommodating notch, the vehicle frame has a left-right direction arranged locking rod, the locking rod is located in the accommodating notch and is limited in cooperation with the inner wall of the accommodating notch in the front-rear direction, the rear end of the seat framework is connected with a locking hook capable of swinging forward and backward, and the locking hook is hooked with the locking rod and vertically limited in cooperation with the lower side of the locking rod. In this way, the locking rod and the damping block can be constrained with each other during the action, which is beneficial to ensure the stability of the relative position of the locking rod and the damping block during the bumping process, and the relative movement of the inner wall of the accommodating notch and the locking rod is beneficial to further reduce the bumping energy transmitted to the seat framework through friction. In addition, the hooking of the locking hook and the locking rod can ensure the stable connection state of the seat framework and the vehicle frame, avoid the upward disengagement of the seat framework, and the cooperation of the locking hook and the accommodating notch surrounds the outer periphery of the locking rod, so that the seat framework is buffered when moving in the front-rear direction or downward relative to the vehicle frame, ensuring comfort. When the seat framework moves upward relative to the vehicle frame to a certain extent during upward bumping, the locking hook will be in rigid contact with the locking rod to quickly eliminate the impact energy. Since the passenger is bumped upward synchronously during this process, discomfort will not be caused, which is beneficial to quickly eliminate the bumping energy and avoid the need for repeated deformation of the elastic support and the damping block to absorb energy after being subjected to a large bumping impact, thereby improving comfort.

[0012] In the seat damping structure of the all-terrain vehicle, the bottom of the seat framework is fixedly connected with an accommodating box with an open downward, and the damping block is embedded and connected in the accommodating box, and part of the damping block protrudes from the opening of the accommodating box. In this way, the accommodating box can limit the position of the damping block, that is, the position of the damping block is not easy to deviate during compression, which can indirectly improve the elastic modulus of the damping block, and the same material can be used for the damping block and the elastic support, thereby saving costs under the condition of ensuring comfort.

[0013] In the seat damping structure of the all-terrain vehicle, the left and right side walls of the accommodating box have positioning notches opposite to the positions of the accommodating notches, and the inner edges of the positioning notches are arranged around the periphery of the accommodating notches. In this way, for extreme cases with very large bumping load, the compression amount of the damping block is greatly increased, so that the inner edges of the positioning notches are in contact with the locking rod, which is beneficial to protect the service life of the damping block.

[0014] In the seat damping structure of the all-terrain vehicle, a spring member is arranged between the locking hook and the seat framework, and the locking hook always has a tendency to hook with the locking rod under the action of the spring member. In this way, it is beneficial to maintain the hooked state of the locking hook and the locking rod during bumping, to ensure the stability of the seat framework, and the spring member will continuously consume bumping energy during bumping, which is beneficial to reduce the amplitude of repeated bumping.

[0015] In the seat cushioning structure of the all-terrain vehicle, the damping blocks are arranged on the left and right sides of the seat frame, respectively. Thus, the left and right sides of the seat frame are supported and cushioned by the damping blocks, which helps to make the seat feel more comfortable and stable in the middle.

[0016] In the seat cushioning structure of the all-terrain vehicle, the elastic supports are arranged on the front and rear sides of each damping block. Thus, the elastic supports on the front and rear sides of the damping block have a similar elastic modulus during deformation, which helps to make the elastic modulus distribution of the seat frame bottom more regular and the load feedback position of the seat frame felt by the occupant more consistent at different stages.

[0017] In the seat cushioning structure of the all-terrain vehicle, the locking hooks are arranged close to the damping blocks in the left-right direction. Thus, the locking hooks and the accommodating notches form a more closed-loop constraint around the locking rod, reducing the impact of the locking rod deflection or bending on the seat cushioning effect.

[0018] Compared with the prior art, the advantages of the present application are as follows:

[0019] The seat cushioning structure of the all-terrain vehicle can absorb small amplitude bumps through the elastic supports, which produces relatively large deformation of the elastic supports to make the force received by the occupant more gentle and improve comfort. For large amplitude bumps, the damping blocks and the elastic supports act simultaneously to absorb impact loads in stages within the limited travel of the seat frame to avoid rigid collision between the seat frame and the vehicle frame, ensuring that the occupant is always cushioned during the bumping process and improving overall comfort. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 is a perspective structural schematic diagram of example one.

[0021] Figure 2 is a front view structural schematic diagram of example one.

[0022] Figure 3 is Figure 2 A-A cross-sectional schematic diagram in

[0023] Figure 4 is Figure 3 a C part enlarged view in

[0024] Figure 5 is Figure 2 a B-B cross-sectional schematic diagram in

[0025] Figure 6 is Figure 5 a D part enlarged view in

[0026] Figure 7is a schematic diagram of the three-dimensional structure of the shock-absorbing block in Example One.

[0027] Figure 8 is a schematic diagram of the three-dimensional structure of another angle of Example One.

[0028] In the figure, 1 is a frame; 11 is a locking rod;

[0029] 2 is a seat skeleton; 3 is an elastic support;

[0030] 4 is a shock-absorbing block; 41 is a containing notch;

[0031] 5 is a locking hook; 6 is a spring member;

[0032] 7 is a containing box; 71 is a positioning slot. DETAILED DESCRIPTION

[0033] The following is a specific embodiment of the present application and further describes the technical solutions of the present application in combination with the accompanying drawings, but the present application is not limited to these embodiments.

[0034] Example One:

[0035] As shown in Figure 1 , Figure 2 , the seat shock-absorbing structure of the all-terrain vehicle includes a frame 1 and a seat skeleton 2, and the seat shock-absorbing structure includes an elastic support 3. The elastic support 3 is columnar and is made of a soft elastic material such as rubber. The elastic support 3 is located between the seat skeleton 2 and the frame 1, and the upper and lower ends of the elastic support 3 act on the seat skeleton 2 and the frame 1, respectively. The frame 1 is a frame body for mounting and carrying body parts, and the seat skeleton 2 is a support skeleton for the seat of the vehicle, which supports the load of the occupant and ensures the modeling of the seat body. The elastic support 3 is arranged between the seat skeleton 2 and the frame 1, and the upper and lower ends of the elastic support 3 act on the seat skeleton 2 and the frame 1, respectively. The seat skeleton 2 is connected to the frame 1 but can move slightly up and down relative to the frame 1. When the occupant starts to be jolted and the load acts on the seat skeleton 2, the load can be compressed and deformed by the elastic support 3 to be consumed and conducted, and at the same time, rigid contact between the seat and the frame 1 is avoided. For small amplitude jolting, the elastic support 3 can absorb the jolting, and in this process, the elastic support 3 produces relatively large deformation, so that the force received by the occupant is more gentle and the comfort is improved.

[0036] As shown in Figures 3-7As shown, the seat cushioning structure also includes a shock absorber 4 made of plastic. The shock absorber 4 is connected to the bottom of the seat frame 2, and there is a movable gap between the shock absorber 4 and the frame 1. When the seat frame 2 is subjected to external force, the shock absorber 4 can move downwards towards the frame 1 along with the seat frame 2 and come into contact with the frame 1. The shock absorber 4 can intervene when the elastic support 3 is compressed and deformed to a large extent, and work together with the elastic support 3 to absorb further impact loads through deformation and compression. Thus, for larger bumps, the shock absorber 4 and the elastic support 3 work simultaneously, absorbing impact loads in stages within the limited travel of the seat frame 2 to avoid rigid collisions between the seat frame 2 and the frame 1, ensuring that the occupant is always cushioned during bumps and improving overall comfort. Specifically, the elastic modulus of the shock absorber 4 is greater than that of the elastic support 3. Thus, when the shock absorber 4 interacts with the frame 1, it absorbs more load and energy per unit travel, ensuring comfort while fully avoiding rigid downward contact of the seat. Furthermore, the positioning notch at the front end of the seat frame 2 is hinged to the left and right transverse positioning shafts on the frame 1, and the shock absorber 4 is arranged near the rear end of the seat frame 2. This allows the seat frame 2 to swing up and down around the front hinge position when moving relative to the frame 1, concentrating the seat's movement on the rear side. This provides greater cushioning for the occupant's buttocks during bumps, resulting in better comfort. The bottom surface of the shock absorber 4 has a through-hole accommodating notch 41. The frame 1 has a locking rod 11 positioned in the left and right directions. The locking rod 11 is located in the accommodating notch 41 and is limited in the front-back direction by the inner wall of the accommodating notch 41. The rear end of the seat frame 2 is connected to a locking hook 5 that can swing back and forth. The locking hook 5 engages with the locking rod 11 and is vertically limited below the locking rod 11. In this way, the locking rod 11 and the shock absorber 4 can restrain each other during the interaction, which helps to ensure the stability of the relative position of the locking rod 11 and the shock absorber 4 during the bumpy process. At the same time, the relative movement between the inner wall of the receiving notch 41 and the locking rod 11 helps to further reduce the bump energy transmitted to the seat frame 2 through friction. In addition, the locking hook 5 hooks with the locking rod 11 to ensure the stable connection between the seat frame 2 and the frame 1, preventing the seat frame 2 from coming off upwards. The locking hook 5 and the receiving notch 41 cooperate to surround the outer periphery of the locking rod 11, so that the seat frame 2 is cushioned when moving forward or backward or downward relative to the frame 1, ensuring comfort. When the seat frame 2 moves upward relative to the frame 1 to a certain extent during upward bumps, the locking hook 5 will make rigid contact with the locking rod 11 to quickly eliminate the impact energy. Since the occupant is bumped upwards in the same way during this process, it will not cause discomfort. It helps to quickly eliminate the bump energy and avoid the need for repeated deformation and energy absorption of the elastic support 3 and the shock absorber 4 after being subjected to a large bump impact, thus improving comfort. Preferably, the bottom of the seat frame 2 is fixedly connected to a downward-facing accommodating box 7, and a shock-absorbing block 4 is embedded and connected inside the accommodating box 7, with part of the shock-absorbing block 4 extending out of the opening of the accommodating box 7.The receiving box 7 provides a limiting position for the shock absorber 4, preventing its position from shifting during compression. This indirectly increases the elastic modulus of the shock absorber 4, allowing it to use the same material as the elastic support 3, thus saving costs while maintaining comfort. The left and right side walls of the receiving box 7 have positioning slots 71 opposite to the receiving notch 41, with the inner edge of the positioning slots 71 arranged around the periphery of the receiving notch 41. In extreme cases of very high bump loads, the increased compression of the shock absorber 4 causes the inner edge of the positioning slots 71 to contact the locking rod 11, protecting the lifespan of the shock absorber 4. There are two shock absorbers 4, respectively located on the left and right sides of the seat frame 2. This provides support and cushioning for both sides of the seat frame 2, resulting in a more comfortable and stable seating experience in the center of the seat frame 2. Elastic support 3 is arranged on both the front and rear sides of each shock absorber 4. In this way, the elastic support members 3 on the front and rear sides of the shock absorber 4 have similar elastic moduli during the deformation process, which helps to make the distribution of the elastic modulus at the bottom of the seat frame 2 more regular, and the load feedback position of the seat frame 2 felt by the occupant at different stages is closer and more consistent.

[0037] like Figure 8 As shown, a spring 6 is provided between the locking hook 5 and the seat frame 2. In this embodiment, the spring 6 is a torsion spring. Under the action of the spring 6, the locking hook 5 always tends to engage with the locking rod 11. This helps to maintain the engagement between the locking hook 5 and the locking rod 11 during bumpy conditions, ensuring the stability of the seat frame 2. At the same time, the spring 6 continuously dissipates the bumpy energy during bumpy conditions, which helps to reduce the amplitude of repeated bumps. The locking hook 5 is arranged in two places, close to the two shock absorbers 4 in the left and right directions. The locking hook 5 is controlled by the same connecting rod to swing. This helps the locking hook 5 and the receiving notch 41 to form a more closed-loop constraint on the outer periphery of the locking rod 11, reducing the impact of the deflection or bending of the locking rod 11 on the seat's shock absorption effect.

[0038] Example 2:

[0039] This embodiment is basically the same as the first embodiment, except that the shock absorber 4 is connected to the frame 1, and there is a gap between the shock absorber 4 and the seat frame 2 in the vertical direction.

[0040] The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which this invention pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of the invention or exceeding the scope defined by the appended claims.

Claims

1. A seat cushioning structure for an all-terrain vehicle, the all-terrain vehicle comprising a frame (1) and a seat frame (2), characterized in that, The shock-absorbing structure includes an elastic support (3) disposed between the seat frame (2) and the frame (1). The elastic support (3) supports the seat frame (2), and the seat frame (2) can move downward and compress the elastic support (3) when subjected to external force. A shock-absorbing block (4) is also provided between the seat frame (2) and the frame (1). The shock-absorbing block (4) is connected to the seat frame (2) and has a gap with the frame (1) in the vertical direction, or the shock-absorbing block (4) is connected to the frame (1) and... The seat frame (2) has a gap in the vertical direction; the bottom surface of the shock absorber (4) has a through-hole (41) in the left and right direction; the frame (1) has a locking rod (11) in the left and right direction; the locking rod (11) is located in the through-hole (41) and is limited to the inner wall of the through-hole (41) in the front and rear direction; the rear end of the seat frame (2) is connected to a locking hook (5) that can swing back and forth; the locking hook (5) is hooked to the locking rod (11) and is vertically limited to the lower side of the locking rod (11).

2. The seat cushioning structure for an all-terrain vehicle according to claim 1, characterized in that, The elastic modulus of the damping block (4) is greater than that of the elastic support (3).

3. The seat cushioning structure for an all-terrain vehicle according to claim 1, characterized in that, The front end of the seat frame (2) is hinged to the vehicle frame (1), and the shock absorber (4) is arranged near the rear end of the seat frame (2).

4. The seat cushioning structure for an all-terrain vehicle according to claim 1, characterized in that, The bottom of the seat frame (2) is fixedly connected to a downward-facing accommodating box (7), and the shock absorber (4) is embedded and connected inside the accommodating box (7), with part of the shock absorber (4) extending out of the opening of the accommodating box (7).

5. The seat cushioning structure for an all-terrain vehicle according to claim 4, characterized in that, The left and right side walls of the accommodating box (7) have positioning slots (71) that are opposite to the accommodating notch (41), and the inner edge of the positioning slots (71) is arranged around the periphery of the accommodating notch (41).

6. The seat cushioning structure for an all-terrain vehicle according to claim 1, characterized in that, A spring (6) is provided between the locking hook (5) and the seat frame (2), and the locking hook (5) always tends to engage with the locking rod (11) under the action of the spring (6).

7. The seat cushioning structure for an all-terrain vehicle according to claim 1, 2, or 3, characterized in that, There are at least two shock absorbers (4) and they are respectively arranged on the left and right sides of the seat frame (2).

8. The seat cushioning structure for an all-terrain vehicle according to claim 7, characterized in that, Each of the shock absorbers (4) has elastic support members (3) arranged on both the front and rear sides.

9. The seat cushioning structure for an all-terrain vehicle according to claim 1, 2, or 3, characterized in that, The locking hook (5) is arranged close to the shock absorber (4) in the left-right direction.

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