Seat heightening valve mechanism

Abstract

The invention discloses a seat height adjusting valve mechanism, relates to the technical field of seat height adjusting valve mechanisms, serves as an integrated adjusting structure to realize height adjustment and suspension adjustment of a seat, and has the advantages of high integration level, high precision, long stroke, small size and high utilization rate. According to the technical scheme, an inner cavity of the valve body is hollow, the valve body is used for controlling inflation and deflation of an air spring, a piston shaft is arranged in the middle of the inner cavity of the valve body, a movable opening matched with the piston shaft is formed in the end, facing a support, of the valve body, one end of the piston shaft penetrates out of the valve body through the movable opening and is in sliding connection with the valve body, and a valve element is fixed to the other end of the piston shaft. The valve body is provided with an air inlet pipe communicated with an external air source, an air bag connector pipe communicated with the air spring and an air discharging pipe for discharging air in the air spring, and an inner cavity of the valve body is provided with a control assembly matched with the piston shaft and the valve element to control air flow.

Description

Technical Field

[0001] The invention relates to the technical field of seat height adjustment valve mechanisms, in particular to a seat height adjustment valve mechanism. Background Art

[0002] The car is one of the most significant cultural symbols of the 20th century. It has changed people's lifestyles, time and space, and values, and has made great contributions to the material wealth and spiritual civilization of human society. Car seats are important parts of the car body, generally consisting of basic parts such as the seat cushion and its frame, the backrest and its frame, the headrest, and the corresponding guiding and adjusting mechanisms.

[0003] The car seat system is used to support the driver and passengers in the car, and provide effective restraint for the driver and passengers under the premise of ensuring convenient entry and exit and driving operation. The car seat system should provide the expected adjustability and comfort of long-distance driving for the driver and passengers. When the door is closed and within the entire adjustment range of the seat, the operation of the seat system should be suitable for intuitive adjustment and control by drivers and passengers of all body shapes. At the same time, the car seat is also part of the vehicle safety performance. The rationality and quality of the car seat design directly affect the safety and comfort of the occupants.

[0004] The air suspension seat adjustment mechanism of heavy-duty vehicles is composed of a height adjustment valve and an air spring. The cab air circuit is connected to the air spring through the height adjustment valve. When the vehicle encounters bumpy roads during driving, the height adjustment valve and the air spring cooperate to achieve a shock-absorbing function, thereby improving the comfort of the driver and passengers.

[0005] However, the current height adjustment valve requires the cooperation of a trigger structure. The trigger structure and the valve body are separate structures, the gear position is not clear, and the matching accuracy is high. It is very difficult to design and arrange it. In addition, the shock-absorbing seats of heavy trucks require a higher suspension stroke, which requires a larger stroke of the height adjustment valve. The seats of light trucks or passenger cars require a low suspension stroke. The traditional height adjustment valve stroke suitable for light truck seats or passenger car seats is short and cannot be used for heavy truck shock-absorbing seats. The height adjustment valve stroke suitable for heavy truck shock-absorbing seats is long and cannot be used for light truck seats or passenger car seats, and has a low utilization rate. Summary of the invention

[0006] In view of the above-mentioned technical deficiencies, the purpose of the present invention is to provide a seat height adjustment valve mechanism, which has the advantages of realizing seat height adjustment and suspension adjustment, and has the advantages of high integration, high precision, long stroke, small size and high utilization rate.

[0007] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0008] The present invention provides a seat height adjustment valve mechanism, comprising a valve body with a hollow inner cavity for controlling the inflation and deflation of an air spring, a piston shaft being arranged at the middle position of the inner cavity of the valve body, an active opening adapted to the piston shaft being opened at one end of the valve body facing the bracket, one end of the piston shaft passing through the valve body through the active opening and being slidably connected to the valve body, and a valve core being fixed to the other end, an air inlet pipe connected to an external air source, an air bag interface pipe connected to the air spring, and an air discharge pipe for exhausting the gas in the air spring being arranged on the valve body, and a control component cooperating with the piston shaft and the valve core to control the flow of gas being arranged in the inner cavity of the valve body.

[0009] By adopting the above technical solution, the movement of the valve core and the piston shaft is controlled to adjust the gas flow path in the air spring, so as to realize the inflation and deflation of the air spring, and then the height adjustment of the seat is realized. The integrated adjustment structure has the advantages of high integration, high precision, long stroke, small size, high utilization rate, etc., which effectively meets the needs of shock-absorbing seats for light and heavy trucks or shock-absorbing seats for light trucks.

[0010] Preferably, the control assembly includes a head press-fitting frame, a middle press-fitting frame, an end cover and a tail press-fitting frame which are arranged in sequence along the center line of the valve body and are integrated with the valve body. The head press-fitting frame is sleeved outside the piston shaft and is slidably connected to the piston shaft. The middle press-fitting frame, the end cover and the tail press-fitting frame are sleeved outside the valve core and are slidably connected to the valve core. The inner cavity of the valve core is divided into an air intake chamber, an inflation chamber and an air deflation chamber by the piston shaft, the valve core, the head press-fitting frame, the middle press-fitting frame, the end cover and the tail press-fitting frame. The air intake pipe is connected to the air intake chamber, the air bag interface tube is connected to the inflation chamber, the air deflation pipe is connected to the air deflation chamber, and the middle press-fitting frame, the end cover and the tail press-fitting frame all have a certain gap with the outer wall of the valve core to form a gap flow channel.

[0011] Preferably, the inner cavity of the air intake chamber is provided with a head press-fitting sealing ring located between the movable port and the head press-fitting frame and sleeved outside the piston shaft, and the head press-fitting sealing ring closes the gap between the movable port, the piston shaft and the head press-fitting frame.

[0012] Preferably, a middle press-fitting sealing ring is provided between the middle press-fitting frame and the end cover and is sleeved outside the valve core. The middle press-fitting sealing ring seals the gap between the valve core and the valve body. A tail press-fitting sealing ring is provided on the tail press-fitting frame and is sleeved outside the valve core. The tail press-fitting sealing ring seals the gap between the valve core and the valve body.

[0013] Preferably, outer surfaces at both ends of the valve core have outer chamfers.

[0014] Preferably, a bracket is provided outside the valve body, a guide rail is fixed to the bracket on the side facing the valve body, a slideway adapted thereto is slidably connected to the guide rail, and the slideway is fixed to the valve body on the side facing away from the guide rail.

[0015] Preferably, the airbag interface tube is provided with an automatic regulating component for controlling the gas flow rate.

[0016] Preferably, the automatic control component includes an upper shell and a lower shell of an integrated structure, the bottom of the inner cavity groove of the lower shell is integrated with a lower conduit and an upper conduit, the inner cavities of the upper conduit and the lower conduit are hollow and interconnected, the gap between the lower shell and the lower conduit is integrated with an annular partition, the top of the inner cavity groove of the upper shell is integrated with an annular connecting plate, the connecting plate extends to the inner cavity of the lower shell and abuts against the annular partition, the inner cavity of the upper shell is divided into a flow chamber and a closed chamber by the connecting plate, the upper conduit is provided with a first connecting groove connecting the inner cavity of the upper conduit and the flow chamber, the lower conduit is provided with a plurality of second connecting grooves connecting the inner cavity of the lower conduit and the flow chamber, the upper shell is integrated with an A connecting tube connecting the airbag interface tube and the flow chamber, and the lower shell is integrated with a B connecting tube connecting the inflation chamber and the inner cavity of the lower conduit.

[0017] Preferably, a restriction component is provided in the flow chamber to allow the gas to flow slowly and evenly under a large load.

[0018] Preferably, the limiting assembly includes a sleeve that is sleeved outside the upper conduit and the lower conduit and is slidably connected to the upper conduit and the lower conduit. The bottom end of the sleeve is fixed to the annular partition by a limit spring sleeved outside the lower conduit. A certain gap is left between the sleeve and the connecting plate, the upper conduit and the lower conduit for gas flow.

[0019] The beneficial effects of the present invention are: by controlling the movement of the valve core and the piston shaft to adjust the gas flow path in the air spring, the air spring can be inflated and deflated, thereby achieving seat height adjustment, and the integrated adjustment structure has the advantages of high integration, high precision, long stroke, small size, high utilization rate, etc., which effectively meets the needs of shock-absorbing seats for light and heavy trucks or shock-absorbing seats for light trucks. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 Schematic diagram of the overall structure of this embodiment;

[0022] Figure 2 It is a schematic diagram of the overall top view of the structure of this embodiment;

[0023] Figure 3 This is a schematic diagram of the structure of the outer frame of the scissors in this embodiment;

[0024] Figure 4 This is a schematic diagram of the overall explosion structure of this embodiment;

[0025] Figure 5 This is a schematic diagram of the structure of the bracket in this embodiment;

[0026] Figure 6 This is a schematic diagram of the structure of the guide rail in this embodiment;

[0027] Figure 7 This is a schematic structural diagram of a cross-section of the valve body of this embodiment;

[0028] Figure 8 This is a schematic diagram of the structure of the air intake chamber of this embodiment;

[0029] Fig. 9 This is a schematic structural diagram of the valve body explosion of this embodiment;

[0030] Fig.10 This is a schematic diagram of the structure of the automatic control component of this embodiment;

[0031] Fig.11 This is a schematic diagram of the cross-sectional structure of the upper shell of this embodiment;

[0032] Fig.12 This is a schematic diagram of the structure of the sleeve in this embodiment;

[0033] Fig.13 It is a schematic diagram of the structure of the second connecting groove of this embodiment.

[0034] Description of reference numerals:

[0035] In the figure: 1, slide rail; 101, slider; 2, shock absorber lower frame; 3, shock absorber upper frame; 4, support assembly; 401, scissors outer frame; 402, scissors inner frame; 403, outer cross bar; 404, inner cross bar; 5, slide groove; 6, upper support; 7, lower support; 8, damper; 9, bracket; 10, height adjustment valve assembly; 1001, valve body; 1001-1, upper valve body; 1001-2, lower valve body; 1002, piston shaft; 1003, movable port; 1004, valve core; 1005, head press-fitting frame; 1006, middle press-fitting frame; 1007, end cover; 1008, tail press-fitting frame; 1009, air intake chamber; 1010, inflation chamber; 1011, deflation chamber; 1012, air intake pipe; 1013 , airbag interface tube; 1014, deflation pipe; 1015, silencer; 1016, head press-fit seal ring; 1017, middle press-fit seal ring; 1018, tail press-fit seal ring; 1019, outer chamfer; 11, mounting seat; 12, air spring; 13, guide rail; 14, slideway; 15, tilt adjustment frame; 16, automatic control component; 1601, upper shell; 1602, lower shell; 1603, lower conduit; 1604, upper conduit; 1605, annular partition; 1606, connecting plate; 1607, circulation chamber; 1608, closed chamber; 1609, first connecting groove; 1610, second connecting groove; 1611, sleeve; 1612, limit spring; 1613, A connecting pipe; 1614, B connecting pipe. DETAILED DESCRIPTION

[0036] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0037] A seat height adjustment valve mechanism, such as Figure 1-13 , including two oppositely arranged slide rails 1 fixed on the carriage, each slide rail 1 is slidably connected with a slider 101, and a shock absorber lower frame 2 slidably connected to the slide rail 1 is fixed on the side of the two sliders 101 away from the slide rail 1. An electric push rod for controlling the movement of the shock absorber lower frame 2 is provided on the carriage. The electric push rod provides power to drive the shock absorber lower frame 2 connected to the extended end of the electric push rod to move, thereby driving the seat to move. The slide rail 1 and the slider 101 cooperate to guide the movement of the shock absorber lower frame 2, so as to facilitate the adjustment of the seat position.

[0038] like Figure 1 and Figure 2 and Figure 3 and Figure 4A shock absorber upper frame 3 is arranged directly above the shock absorber lower frame 2. The shock absorber upper frame 3 and the shock absorber lower frame 2 are connected by two relatively arranged support components 4. The support component 4 includes a scissors outer frame 401 and a scissors inner frame 402 that are combined in a scissors shape. The adjacent scissors inner frames 402 are hinged to the center of the scissors outer frames 401. The ends of the two scissors outer frames 401 are fixedly connected by two outer cross bars 403, and the ends of the two scissors inner frames 402 are fixed by two inner cross bars 404. The two scissors outer frames 401 and the two outer cross bars 403 as well as the two scissors inner frames 402 and the two inner cross bars 404 are all integrated into a square frame structure.

[0039] like Figure 2 and Figure 3 and Figure 4 , sliding grooves 5 are provided on both sides of the inner walls of the shock absorber lower frame 2 and the shock absorber upper frame 3, one of the two ends of the inner cross bar 404 located at the bottom enters the sliding groove 5 of the shock absorber lower frame 2 and is slidably connected to the shock absorber lower frame 2, and the other two ends of the inner cross bar 404 located at the top are hingedly connected to the shock absorber upper frame 3, one of the two ends of the outer cross bar 403 located at the top enters the sliding groove 5 of the shock absorber upper frame 3 and is slidably connected to the shock absorber upper frame 3, and the other two ends of the outer cross bar 403 located at the bottom are hingedly connected to the shock absorber lower frame 2, and the seat is supported by the cooperation of the scissors inner frame 402, the inner cross bar 404, the scissors outer frame 401, the outer cross bar 403, the shock absorber upper frame 3 and the shock absorber lower frame 2, so that the seat can move stably in the vertical direction.

[0040] like Figure 2 and Figure 3 and Figure 4 An upper support 6 is fixed at the middle position of the shock absorber upper frame 3, and a lower support 7 is fixed at the middle position of the shock absorber lower frame 2. A damper 8 is arranged between the shock absorber upper frame 3 and the shock absorber lower frame 2. The extended end of the damper 8 is hinged with the upper support 6 by bolts, and the bottom end of the damper 8 is hinged with the shock absorber lower frame 2 by bolts. The damper 8 is an existing structure, so it is not described in detail here. A bracket 9 is arranged on the side of the damper 8 and is located between the shock absorber upper frame 3 and the shock absorber lower frame 2. The top of the bracket 9 is hinged with the upper support 6 by bolts, and the hinge point of the bracket 9 and the upper support 6 is coaxially arranged with the hinge point of the extended end of the damper 8 and the upper support 6. A height adjustment valve assembly 10 is arranged on the bracket 9. A mounting seat 11 is integrated between the two scissors inner frames 402, and the mounting seat 11 and the lower support 7 are movably connected by an air spring 12.

[0041] like Figure 2 and Figure 3 and Figure 4 By adjusting the valve assembly 10 to provide power, the external air source is controlled to inflate or deflate the air spring 12, thereby driving one of the inner cross bars 404 and the outer cross bar 403 to slide on the shock absorber upper frame 3 and the shock absorber lower frame 2, thereby realizing the seat lifting.

[0042] like Figure 2 and Figure 3 and Figure 4 The height adjustment valve assembly 10 includes a valve body 1001 with a hollow inner cavity. The end of the valve body 1001 away from the bracket 9 is hingedly connected to the shock absorber lower frame 2. The hinge connection point between the valve body 1001 and the shock absorber lower frame 2 and the hinge connection point between the damper 8 and the shock absorber lower frame 2 are coaxially arranged.

[0043] like Figure 5 and Figure 6 and Figure 7 and Figure 8 and Fig. 9 A piston shaft 1002 is arranged in the middle position of the inner cavity of the valve body 1001, and a movable opening 1003 adapted to the piston shaft 1002 is opened at one end of the valve body 1001 facing the bracket 9. One end of the piston shaft 1002 passes through the valve body 1001 through the movable opening 1003 and is slidably connected to the valve body 1001, and a valve core 1004 is fixed to the other end. The center line of the valve core 1004 and the piston shaft 1002 coincides with the center line of the valve body 1001, and the diameter of the valve core 1004 is larger than the diameter of the piston shaft 1002.

[0044] like Figure 5 and Figure 6 and Figure 7 and Figure 8 and Fig. 9 The inner cavity of the valve body 1001 is sequentially arranged with a head press-fitting frame 1005, a middle press-fitting frame 1006, an end cover 1007 and a tail press-fitting frame 1008 which are integrated with the valve body 1001 along the center line direction of the valve body 1001. The head press-fitting frame 1005 is sleeved outside the piston shaft 1002 and is slidably connected to the piston shaft 1002. The head press-fitting frame 1005 plays a guiding and supporting role in the movement of the piston shaft 1002. The middle press-fitting frame 1006, the end cover 1007 and the tail press-fitting frame 1008 are sleeved outside the valve core 1004 and are slidably connected to the valve core 1004. The middle press-fitting frame 1006, the end cover 1007 and the tail press-fitting frame 1008 play a guiding and supporting role in the movement of the valve core 1004.

[0045] like Figure 5 and Figure 6 and Figure 7 and Figure 8 and Fig. 9The inner cavity of the valve core 1004 is divided into an air intake chamber 1009, an inflation chamber 1010 and an air deflation chamber 1011 by the piston shaft 1002, the valve core 1004, the head press-fit frame 1005, the middle press-fit frame 1006, the end cover 1007 and the tail press-fit frame 1008. The valve core 1004 is provided with an air intake pipe 1012 connected to the air intake chamber 1009, and the air intake pipe 1012 is connected to an external air source. The valve core 1004 is also provided with an air bag interface pipe 1013 connected to the inflation chamber 1010, and the air bag interface pipe 1013 is connected to the air spring 12. The valve core 1004 is provided with a deflation pipe 1014 connected to the deflation chamber 1011, and the deflation pipe 1014 is provided with a muffler 1015.

[0046] like Figure 5 and Figure 6 and Figure 7 and Figure 8 and Fig. 9 The inner cavity of the air inlet chamber 1009 is provided with a head press-fitting sealing ring 1016 located between the movable port 1003 and the head press-fitting frame 1005 and sleeved on the outside of the piston shaft 1002. The head press-fitting sealing ring 1016 closes the gap between the movable port 1003, the piston shaft 1002 and the head press-fitting frame 1005 and does not affect the sliding of the piston shaft 1002. A valve core 1004 is sleeved between the middle press-fitting frame 1006 and the end cover 1007. The middle press-fitted sealing ring 1017 outside the valve core 1004 seals the gap between the valve core 1004 and the valve body 1001 without affecting the sliding of the valve core 1004 and the piston shaft 1002. The tail press-fitted frame 1008 is provided with a tail press-fitted sealing ring 1018 sleeved on the outside of the valve core 1004. The tail press-fitted sealing ring 1018 closes the gap between the valve core 1004 and the valve body 1001 without affecting the sliding of the valve core 1004.

[0047] like Figure 5 and Figure 6 and Figure 7 and Figure 8 and Fig. 9 In the initial state, through the cooperation of the head press-fitted sealing ring 1016, the middle press-fitted sealing ring 1017, the tail press-fitted sealing ring 1018, the valve core 1004 and the piston shaft 1002, the air chambers in the air intake chamber 1009, the inflation chamber 1010 and the deflation chamber 1011 are balanced and not connected to each other. The head press-fitted frame 1005, the middle press-fitted frame 1006, the end cover 1007 and the tail press-fitted frame 1008 support the valve core 1004 and the piston shaft 1002 and guide the movement of the valve core 1004 and the piston shaft 1002.

[0048] like Figure 5 and Figure 6 and Figure 7 and Figure 8 and Fig. 9In order to make the air intake chamber 1009, the inflation chamber 1010 and the deflation chamber 1011 interconnected so as to facilitate the inflation and deflation of the air spring 12, the outer surfaces of both ends of the valve core 1004 have outer chamfers 1019, and the middle press-fit frame 1006, the end cover 1007, and the tail press-fit frame 1008 all have a certain gap with the outer wall of the valve core 1004 and form a gap flow channel. The gap between the end cover 1007 and the valve core 1004 is slightly larger than the gap between the middle press-fit frame 1006 and the valve core 1004.

[0049] like Figure 5 and Figure 6 and Figure 7 and Figure 8 and Fig. 9 When the outer chamfer 1019 position of one end of the valve core 1004 enters the inner cavity of the end cover 1007 and the non-outer chamfer 1019 position of the valve core 1004 does not contact the middle press-fit sealing ring 1017, the outer chamfer 1019 position of the other end of the valve core 1004 enters the deflation chamber 1011, and the tail press-fit sealing ring 1018 closes the gap between the valve core 1004 and the valve body 1001. At this time, the air intake chamber 1009 and the inflation chamber 1010 are connected, and the inflation chamber 1010 is not connected with the deflation chamber 1011. The gas entering the inflation chamber 1010 passes through the inflation chamber 1010 and the airbag interface tube 1013 in the flow direction and enters the air spring 12, thereby realizing the upward movement of the seat.

[0050] like Figure 5 and Figure 6 and Figure 7 and Figure 8 and Fig. 9 When the outer chamfer 1019 at the other end of the valve core 1004 enters the inner cavity of the tail press-fit frame 1008 and the non-chamfered position of the valve core 1004 does not contact the tail press-fit sealing ring 1018, the middle press-fit sealing ring 1017 closes the gap between the valve core 1004 and the valve body 1001. At this time, the inflation chamber 1010 is connected to the deflation chamber 1011, and the gas in the air spring 12 passes through the airbag interface tube 1013, the inflation chamber 1010, and the deflation chamber 1011 in turn along the flow direction, and is discharged through the deflation pipe 1014. A pull wire for controlling the movement of the piston shaft 1002 is provided on the seat. This is an existing structure and can be any existing mechanism that drives the piston shaft 1002 to move, so it will not be described in detail here.

[0051] like Figure 5 and Figure 6 and Fig. 9A guide rail 13 is fixed to the side of the bracket 9 facing the valve body 1001, and a slideway 14 adapted thereto is slidably connected to the guide rail 13. The slideway 14 is fixed to the valve body 1001 on the side away from the guide rail 13. When the pneumatic spring is inflated, the shock absorber upper frame 3 rises, and the valve body 1001 and the bracket 9 produce relative displacement. The cooperation between the guide rail 13 and the slideway 14 plays a guiding and supporting role in the movement of the bracket 9.

[0052] like Fig. 9 The valve body 1001 is composed of an upper valve body 1001-1 and a lower valve body 1001-2 of an integrated structure, the air inlet pipe 1012 is connected to the upper valve body 1001-1, and the air bag interface pipe 1013 and the air release port are connected to the lower valve body 1001-2.

[0053] like Figure 1 and Figure 2 and Figure 4 A tilt adjustment frame 15 is installed outside the shock absorber upper frame 3, and the tilt adjustment frame 15 is connected to the seat at a side away from the shock absorber upper frame 3.

[0054] like Figure 1 and Figure 2 and Figure 4 However, the load value of the air spring 12 is proportional to the descending speed of the tilt adjustment frame 15. The heavier the person sitting on the seat, the greater the load, and the faster the tilt adjustment frame 15 carrying the load descends to adapt to the increased load. Therefore, when the person sitting on the seat is too heavy, the tilt adjustment frame 15 descends too fast. This situation will affect the comfort of the seat and pose a safety hazard. In order to solve the above problems, an automatic control component 16 for controlling the gas flow rate is provided on the airbag interface tube 1013.

[0055] like Fig.10 and Fig.11 and Fig.12 and Fig.13The automatic control component 16 includes an upper shell 1601 and a lower shell 1602 with a hollow inner cavity and an opening on one side. The upper shell 1601 and the lower shell 1602 are detachably fixedly connected by a flange. The upper shell 1601 and the lower shell 1602 are in a sealed state when connected. The bottom of the inner cavity of the lower shell 1602 is integrated with a lower conduit 1603 and an upper conduit 1604. The upper conduit 1604 and the lower conduit 1603 are hollow and interconnected. The diameter of the lower conduit 1603 is larger than that of the upper conduit 1604. The gap between the lower shell 1602 and the lower conduit 1603 is integrated with an annular partition 160 5. An annular connecting plate 1606 is integrated at the top of the inner groove of the upper shell 1601. The connecting plate 1606 extends to the inner cavity of the lower shell 1602 and contacts the annular partition 1605. A rubber sealing ring is fixed on the side of the connecting plate 1606 away from the upper shell 1601 to close the gap between the annular partition 1605 and the connecting plate 1606. The inner cavity of the upper shell 1601 is divided into a flow chamber 1607 and a closed chamber 1608 by the connecting plate 1606. A rubber sealing ring is provided in the closed chamber 1608 to further reduce the possibility of gas in the flow chamber 1607 entering the closed chamber 1608.

[0056] like Fig.10 and Fig.11 and Fig.12 and Fig.13 The upper conduit 1604 is provided with a first connecting groove 1609 connecting the inner cavity of the upper conduit 1604 and the flow chamber 1607, and the lower conduit 1603 is provided with a plurality of second connecting grooves 1610 connecting the inner cavity of the lower conduit 1603 and the flow chamber 1607. The diameter of the first connecting groove 1609 is larger than the diameter of the second connecting groove 1610. The inner cavity of the upper shell 1601 is also provided with a sleeve 161 which is sleeved outside the upper conduit 1604 and the lower conduit 1603 and is slidably connected to the upper conduit 1604 and the lower conduit 1603. 1. The bottom end of the sleeve 1611 is fixed to the annular partition 1605 by a limit spring 1612 sleeved outside the lower conduit 1603. A certain gap is left between the sleeve 1611 and the connecting plate 1606, the upper conduit 1604 and the lower conduit 1603 for gas flow. The upper shell 1601 is integrated with an A connecting tube 1613 connecting the airbag interface tube 1013 and the flow chamber 1607, and the lower shell 1602 is integrated with a B connecting tube 1614 connecting the inflation chamber 1010 and the inner cavity of the lower conduit 1603.

[0057] like Fig.10 and Fig.11 and Fig.12 and Fig.13In the initial state, the top of the sleeve 1611 is in contact with the groove top of the circulation chamber 1607 under the spring pressure, the sleeve 1611 closes the first connecting groove 1609, and the inner cavity of the lower guide tube 1603 is connected with the circulation chamber 1607 through the second connecting groove 1610. When the air spring 12 is inflated, the gas in the inflation chamber 1010 enters the inner cavity of the lower guide tube 1603 through the B connecting tube 1614, and the gas entering the inner cavity of the lower guide tube 1603 enters the circulation chamber 1607 through several second connecting grooves. At this time, the sleeve 1611 is always in contact with the groove top of the circulation chamber 1607 under the spring pressure, and the gas entering the circulation chamber 1607 enters the A connecting tube 1613 through the gap between the sleeve 1611 and the connecting plate 1606, and then enters the airbag interface tube 1013 to inflate the air spring 12. Since there are several second connecting grooves, the inflation rate is not affected.

[0058] like Fig.10 and Fig.11 and Fig.12 and Fig.13 During the deflation process, when the seat is not loaded, the gas in the air spring 12 passes through the airbag interface tube 1013 and the A connecting tube 1613 in turn and enters the circulation chamber 1607. At this time, the gas pressure is less than the spring elastic force, and the gas still enters the second connecting groove through the gap between the sleeve 1611 and the connecting plate 1606, and enters the inner cavity of the lower guide tube 1603 through the second connecting groove, and then is discharged into the inflation chamber 1010 through the B connecting tube 1614, which still does not affect the seat downward movement rate.

[0059] like Fig.10 and Fig.11 and Fig.12 and Fig.13 When the weight of the person on the seat is too large, the gas in the air spring 12 enters the circulation chamber 1607. At this time, the air pressure is greater than the spring force, and the gas pushes the sleeve 1611 downward. The sleeve 1611 moves downward and closes the second connecting groove, exposing the first connecting groove. The gas in the circulation chamber 1607 enters the inner cavity of the lower guide tube 1603 through the first connecting groove and is discharged into the inflation chamber 1010. The number of the first connecting grooves is less than the number of the second connecting grooves, so that the gas in the circulation chamber 1607 can enter the inflation chamber 1010 slowly and evenly, thereby improving the comfort of the user.

[0060] When in use, the user sits on the seat and needs to raise the seat height, the staff controls the movement of the piston shaft 1002, and the movement of the piston shaft 1002 will drive the valve core 1004 of the integrated structure to move, and the outer chamfer 1019 position of one end of the valve core 1004 enters the inner cavity of the end cover 1007 and the non-outer chamfer 1019 position of the valve core 1004 does not contact the middle press-fit sealing ring 1017, and the outer chamfer 1019 position of the other end of the valve core 1004 enters the deflation chamber 1011, and the tail press-fit sealing ring 1018 closes the gap between the valve core 1004 and the valve body 1001, at this time, the air intake chamber 1009 is connected with the inflation chamber 1010, and the inflation chamber 1010 is not connected with the deflation chamber 1011, and the external air source enters the air intake chamber 1009 and the inflation chamber 1010 through the air intake pipe 1012, and enters the inflation chamber 1011. The gas in the chamber 1010 enters the inner cavity of the lower conduit 1603 through the B connecting pipe 1614 along the flow direction, and the gas entering the inner cavity of the lower conduit 1603 enters the circulation chamber 1607 through a plurality of second connecting grooves. At this time, the sleeve 1611 always contacts the groove top of the circulation chamber 1607 under the spring pressure, and the gas entering the circulation chamber 1607 enters the A connecting pipe 1613 through the gap between the sleeve 1611 and the connecting plate 1606, and then enters the airbag interface tube 1013 to inflate the air spring 12. After the air spring 12 is inflated, it drives one of the inner cross bars 404 and the outer cross bar 403 to slide on the shock absorber upper frame 3 and the shock absorber lower frame 2, and the scissors inner frame 402 and the scissors outer frame 401 rotate, so that the seat is moved up, and at the same time, the shock absorber upper frame 3 rises, and the valve body 1001 and the bracket 9 produce relative displacement;

[0061] When the seat height needs to be lowered, the control piston shaft 1002 moves in the opposite direction, the outer chamfer 1019 at the other end of the valve core 1004 enters the inner cavity of the tail press-fit frame 1008, and the non-chamfered position of the valve core 1004 does not contact the tail press-fit sealing ring 1018, and the middle press-fit sealing ring 1017 closes the gap between the valve core 1004 and the valve body 1001. At this time, the inflation chamber 1010 is connected with the deflation chamber 1011, and the gas in the air spring 12 passes through the airbag interface tube 1013 and the A connecting tube 1613 in the flow direction, and enters the flow chamber 1607;

[0062] When the seat is not loaded, the gas pressure is less than the spring force, and the gas still enters the second connecting groove through the gap between the sleeve 1611 and the connecting plate 1606, and enters the inner cavity of the lower guide tube 1603 through the second connecting groove, and then is discharged into the inflation chamber 1010 through the B connecting pipe 1614;

[0063] When the weight of the person on the seat is too large, the gas in the air spring 12 enters the circulation chamber 1607. At this time, the air pressure is greater than the spring elastic force, and the gas pushes the sleeve 1611 downward. The sleeve 1611 moves downward and closes the second connecting groove, exposing the first connecting groove. The gas in the circulation chamber 1607 enters the inner cavity of the lower guide tube 1603 through the first connecting groove and is discharged into the inflation chamber 1010. The number of the first connecting grooves is less than the number of the second connecting grooves, so that the gas in the circulation chamber 1607 can enter the inflation chamber 1010 slowly and evenly, thereby improving the comfort of the user.

[0064] The gas entering the inflation chamber 1010 enters the deflation chamber 1011 and is discharged through the deflation pipe 1014 , and the noise is reduced by the muffler 1015 .

[0065] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A seat height adjustment valve mechanism, characterized in that: The invention comprises a valve body (1001) with a hollow inner cavity and used for controlling the inflation and deflation of an air spring (12); a piston shaft (1002) is arranged in the middle of the inner cavity of the valve body (1001); a movable opening (1003) adapted to the piston shaft (1002) is provided at one end of the valve body (1001) facing the bracket (9); one end of the piston shaft (1002) passes through the valve body (1001) through the movable opening (1003) and is in contact with the valve body (1001); 001) is slidably connected, and a valve core (1004) is fixed to the other end. The valve body (1001) is provided with an air inlet pipe (1012) connected to an external air source, an air bag interface pipe (1013) connected to the air spring (12), and an air discharge pipe (1014) for exhausting the gas in the air spring (12). The inner cavity of the valve body (1001) is provided with a control component that cooperates with the piston shaft (1002) and the valve core (1004) to control the flow of gas.

2. A seat height adjustment valve mechanism as claimed in claim 1, characterized in that: The control assembly comprises a head press-fitting frame (1005), a middle press-fitting frame (1006), an end cover (1007) and a tail press-fitting frame (1008) which are sequentially arranged along the center line direction of the valve body (1001) and are integrated with the valve body (1001); the head press-fitting frame (1005) is sleeved outside the piston shaft (1002) and is slidably connected to the piston shaft (1002); the middle press-fitting frame (1006), the end cover (1007) and the tail press-fitting frame (1008) are sleeved outside the valve core (1004) and are slidably connected to the valve core (1004); the inner cavity of the valve core (1004) is connected to the piston shaft (1002), the valve core (1006), the end cover (1007) and the tail press-fitting frame (1008) 04), the head press-fitting frame (1005), the middle press-fitting frame (1006), the end cover (1007) and the tail press-fitting frame (1008) are divided into an air intake chamber (1009), an inflation chamber (1010) and an air deflation chamber (1011); the air intake pipe (1012) is connected to the air intake chamber (1009), the air bag interface pipe (1013) is connected to the inflation chamber (1010), and the air deflation pipe (1014) is connected to the air deflation chamber (1011); the middle press-fitting frame (1006), the end cover (1007) and the tail press-fitting frame (1008) all have a certain gap with the outer wall of the valve core (1004) to form a gap flow channel.

3. A seat height adjustment valve mechanism as claimed in claim 2, characterized in that: The inner cavity of the air inlet chamber (1009) is provided with a head press-fitting sealing ring (1016) which is located between the movable port (1003) and the head press-fitting frame (1005) and is sleeved outside the piston shaft (1002); the head press-fitting sealing ring (1016) closes the gap between the movable port (1003), the piston shaft (1002) and the head press-fitting frame (1005).

4. A seat height adjustment valve mechanism as claimed in claim 3, characterized in that: A middle press-fitting sealing ring (1017) sleeved on the outside of the valve core (1004) is provided between the middle press-fitting frame (1006) and the end cover (1007), and the middle press-fitting sealing ring (1017) seals the gap between the valve core (1004) and the valve body (1001). A tail press-fitting sealing ring (1018) sleeved on the outside of the valve core (1004) is provided on the tail press-fitting frame (1008), and the tail press-fitting sealing ring (1018) seals the gap between the valve core (1004) and the valve body (1001).

5. A seat height adjustment valve mechanism as claimed in claim 1, characterized in that: The outer surfaces at both ends of the valve core (1004) have outer chamfers (1019).

6. A seat height adjustment valve mechanism as claimed in claim 1, characterized in that: A bracket (9) is provided outside the valve body (1001); a guide rail (13) is fixed to the bracket (9) on the side facing the valve body (1001); a slideway (14) adapted thereto is slidably connected to the guide rail (13); and the slideway (14) is fixed to the valve body (1001) on the side facing away from the guide rail (13).

7. A seat height adjustment valve mechanism as claimed in claim 1, characterized in that: The airbag interface tube (1013) is provided with an automatic control component (16) for controlling the gas flow rate.

8. A seat height adjustment valve mechanism as claimed in claim 7, characterized in that: The automatic control component (16) comprises an upper shell (1601) and a lower shell (1602) of an integrated structure. The bottom of the inner cavity of the lower shell (1602) is integrated with a lower conduit (1603) and an upper conduit (1604). The inner cavities of the upper conduit (1604) and the lower conduit (1603) are hollow and interconnected. The gap between the lower shell (1602) and the lower conduit (1603) is integrated with an annular partition (1605). The top of the inner cavity of the upper shell (1601) is integrated with an annular connecting plate (1606). The connecting plate (1606) extends to the inner cavity of the lower shell (1602) and contacts the annular partition (1605). The inner cavity of the upper shell (1601) is connected through the connecting plate. (1606) is divided into a circulation chamber (1607) and a closed chamber (1608), the upper conduit (1604) is provided with a first connecting groove (1609) connecting the inner cavity of the upper conduit (1604) and the circulation chamber (1607), the lower conduit (1603) is provided with a plurality of second connecting grooves (1610) connecting the inner cavity of the lower conduit (1603) and the circulation chamber (1607), the upper shell (1601) is integrated with an A connecting tube (1613) connecting the airbag interface tube (1013) and the circulation chamber (1607), and the lower shell (1602) is integrated with a B connecting tube (1614) connecting the inflation chamber (1010) and the inner cavity of the lower conduit (1603).

9. A seat height adjustment valve mechanism as claimed in claim 8, characterized in that: The flow chamber (1607) is provided with a restriction component that allows the gas to flow slowly and evenly under a large load.

10. A seat height adjustment valve mechanism as claimed in claim 9, characterized in that: The limiting component comprises a sleeve (1611) which is sleeved outside the upper conduit (1604) and the lower conduit (1603) and is slidably connected to the upper conduit (1604) and the lower conduit (1603); the bottom end of the sleeve (1611) is fixed to the annular partition (1605) by a limit spring (1612) which is sleeved outside the lower conduit (1603); and a certain gap is left between the sleeve (1611) and the connecting plate (1606), the upper conduit (1604) and the lower conduit (1603) for gas flow.

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