Armrest for vehicle seat, backrest for vehicle seat, and vehicle seat

Abstract

The present invention relates to an armrest for a vehicle seat, characterized by comprising: an armrest body; the first connecting piece is fixed on the armrest main body in a relatively rotating manner; the second connecting piece is in rotary driving connection with the first connecting piece, the first connecting piece is provided with a first stopping part, the second connecting piece is provided with a first matching stopping part, and the first matching stopping part and the second matching stopping part are mutually stopped; when rotating in the first rotating direction, the second connecting piece can drive the first connecting piece to rotate in the first rotating direction so as to drive the armrest body to pivot in the first rotating direction, and at least one of the first stopping part and the first matched stopping part forms an avoiding part which is provided through at least one avoiding mechanism. When the pushing force exerted on the first connecting piece and the second connecting piece is larger than a preset threshold value, the receding part conducts receding so as to release mutual stopping of the first connecting piece and the second connecting piece, and therefore the first connecting piece and the second connecting piece are allowed to rotate relative to each other. The invention also relates to a backrest for a vehicle seat and to a vehicle seat.

Description

Technical Field

[0001] The present invention relates to an armrest for a vehicle seat, a backrest for a vehicle seat, and a vehicle seat. Background Technology

[0002] Under normal use, the armrests can be adjusted relative to the backrest via an armrest motor to improve comfort.

[0003] In the event of an emergency, the active and passive safety functions equipped on the vehicle seat can be activated to allow the backrest, which is in a rearward position, to return to its forward position. However, at this time, the backrest and armrest remain relatively stationary due to mechanical self-locking. This could cause the backrest to be jammed by the armrest on a vehicle component before it reaches a relatively safe angle, further aggravating the occupant's injury in a collision. Summary of the Invention

[0004] The purpose of this invention is to provide an armrest for a vehicle seat, a backrest for a vehicle seat, and a vehicle seat, which can solve at least one of the problems mentioned above.

[0005] To achieve the above objectives, the present invention provides an armrest for a vehicle seat, characterized in that the armrest comprises:

[0006] Handrail body;

[0007] A first connector, which is fixed to the handrail body without relative rotation; and

[0008] The second connector is rotatably driven to connect with the first connector.

[0009] The first connecting member has a first stop portion, and the second connecting member has a first mating stop portion. Through the mutual stopping of the first stop portion and the first mating stop portion, the second connecting member, when rotating in the first rotation direction, can drive the first connecting member to rotate in the first rotation direction, and thus drive the armrest body to pivot in the first rotation direction.

[0010] Wherein, at least one of the first stop portion and the first mating stop portion is configured as a clearance portion, which is provided by at least one clearance mechanism. When the pushing force applied to each other by the first stop portion and the first mating stop portion is greater than a predetermined threshold, the clearance portion clearance is performed to release the mutual blocking of the first stop portion and the first mating stop portion, thereby allowing the first connector and the second connector to rotate relative to each other.

[0011] The technical effects achievable by the armrest of the present invention include, but are not limited to, the following: the armrest can be used in a vehicle seat, and under normal use conditions, the first stop and the first mating stop remain stopped from each other because the pushing force applied to each other (e.g., mainly generated by the weight of the armrest or the external force exerted on the armrest by the occupant's arm) is less than a predetermined threshold, thereby achieving normal rotation drive of the armrest; while under emergency use conditions, the pushing force applied to each other by the first stop and the first mating stop (e.g., generated by the armrest being blocked by an obstacle) is greater than a predetermined threshold, causing the avoidance part to avoid, thereby allowing the first connector and the connector to rotate relative to each other to at least a certain extent, for example, improving collision safety.

[0012] Advantageously, the avoidance mechanism includes a deformable mechanism, at least a portion of the avoidance part being configured to deform to avoid the impact when the pushing force is greater than a threshold.

[0013] Advantageously, the deformable mechanism includes a first deformable member, which is fixed on one hand to a corresponding one of the first and second connectors, and on the other hand at least partially constitutes the clearance portion to deform in a direction away from the other of the first and second connectors when the pushing force is greater than a threshold.

[0014] Advantageously, the first deformable member is bent to form an arched top, the two ends of the first deformable member are fixed to a corresponding first or second connector, and the arched top is configured as the clearance portion.

[0015] Advantageously, the first connector and / or the second connector are at least partially sleeve-shaped, with the first deformable member fixed on one radial side of the corresponding sleeve and partially passing through the sleeve into its other radial side to form the clearance portion.

[0016] Advantageously, the deformable mechanism includes a second deformable member that at least partially supports the first deformable member on the side of the first deformable member opposite to the avoidance portion.

[0017] Advantageously, the second deformable member is spaced apart from the clearance portion of the first deformable member to form a clearance space.

[0018] Advantageously, the avoidance mechanism includes a retractable mechanism configured such that a portion of the avoidance section retracts when the pushing force exceeds a threshold to avoid the obstacle.

[0019] Advantageously, the retractable mechanism is configured as a ball assembly, which includes balls and a compression spring that applies a holding force to the balls. The ball assembly forms the clearance portion with its balls, and when the pushing force exceeds a threshold, the balls overcome the holding force of the compression spring and retract.

[0020] Advantageously, the first connector and / or the second connector are at least partially sleeve-shaped, with the compression spring disposed on the radial side of the respective sleeve, and the ball partially passing through the sleeve into the other radial side to form the clearance portion.

[0021] Advantageously, the avoidance mechanism includes a fracture mechanism, at least configured such that a portion of the avoidance portion fractures when the pushing force exceeds a threshold to perform avoidance.

[0022] Advantageously, the fracture mechanism is configured as a protrusion that projects radially from the associated first or second connector, the protrusion forming the clearance portion.

[0023] Advantageously, the protrusion includes a hollow structure, which is compressed and destroyed to avoid the impact when the pushing force is greater than a threshold.

[0024] Advantageously, the first connector has an additional stop portion, and the second connector has an additional mating stop portion. Through the mutual stopping of the additional stop portion and the additional mating stop portion, the second connector can drive the first connector to rotate in the first rotation direction when rotating in the first rotation direction, and thus drive the armrest body to pivot. At least one of the additional stop portion and the additional mating stop portion is configured as a clearance portion.

[0025] Advantageously, the first connector has a second stop portion, which, by stopping the second connector and the first mating stop portion against each other, enables the second connector to drive the first connector to rotate in the second rotation direction when rotating in the second rotation direction opposite to the first rotation direction, and thus drive the armrest body to pivot in the second rotation direction.

[0026] Advantageously, the first connector has a third stop and the second connector has a second mating stop. By the mutual stopping of the third stop and the second mating stop, the second connector can drive the first connector to rotate in the second rotation direction when rotating in the second rotation direction, and thus drive the armrest body to pivot in the second rotation direction.

[0027] Advantageously, the second stop and the third stop are spaced apart from each other, and when the third stop and the second mating stop stop stop each other, the second mating stop and the second stop form a first free space.

[0028] Here, when the first connector and the second connector rotate relative to each other, the second stop and the second mating stop can move toward each other until the first free space disappears. Therefore, the first free space defines the maximum angle at which the first connector and the second connector can rotate relative to each other.

[0029] Advantageously, the third stop and the first stop are spaced apart from each other to form a second free space.

[0030] Advantageously, one of the first connector and the second connector is at least partially configured as a sleeve to form a sleeve portion, and the other of the first connector and the second connector is at least partially configured as a pivot to form a pivot portion.

[0031] Advantageously, the pivot is inserted into the inner flange of the sleeve from one side and axially abuts against one side of the inner flange, and on the other side, the pivot is axially fixed in the sleeve to prevent it from falling out by a screw screwed into the pivot and abutting against the other side of the inner flange.

[0032] Advantageously, an anti-wear bushing is provided between the shaft and the screw and the inner flange.

[0033] To achieve the above objectives, the present invention also provides a backrest for a vehicle seat, characterized in that the backrest includes a backrest body and an armrest for a vehicle seat according to the present invention disposed on the backrest body, wherein an armrest motor assembly is disposed at the backrest body, and a second connector of the armrest is rotatably driven connected to or constitutes part of the armrest motor assembly, thereby enabling the armrest body to be pivoted relative to the backrest body by means of the armrest motor assembly.

[0034] Advantageously, by stopping the first stop and the first cooperating stop, the armrest motor assembly can drive the armrest body to pivot in the first rotation direction away from the backrest body through the second connector and the first connector.

[0035] To achieve the above objectives, the present invention also provides a vehicle seat, characterized in that the vehicle seat includes a seat cushion and a backrest for a vehicle seat according to the present invention, which is pivotable relative to the seat cushion.

[0036] Advantageously, in the event of an emergency, the backrest body moves toward the armrest body towards the seat cushion and the armrest body is blocked by an obstacle, resulting in the pushing force exceeding a threshold. The avoidance part then avoids the obstacle to release the mutual obstruction between the first stop and the first cooperating stop, allowing the backrest body to rotate relative to the armrest body.

[0037] Advantageously, in the event of an emergency, the backrest body is positioned at an angle further away from the seat cushion than its designed position.

[0038] Advantageously, the obstacle includes a seat cushion or a vehicle component positioned next to the seat cushion.

[0039] Advantageously, the emergency event includes a vehicle collision event or the detection of an impending vehicle collision event. Attached Figure Description

[0040] The invention will now be explained in more detail with reference to the accompanying drawings and embodiments, but the invention is not limited to the embodiments described in the drawings and detailed below. The drawings are as follows:

[0041] Figure 1 This illustration schematically shows a first usage state, or conventional usage state, of a vehicle seat according to an embodiment of the present invention.

[0042] Figure 2 and Figure 3 Each is shown schematically Figure 1 The vehicle seat has two secondary usage states: zero-pressure usage state and reclining usage state.

[0043] Figure 4 The handrail according to the first embodiment of the present invention is schematically shown in the assembly drawing.

[0044] Figure 5 Schematic diagram shown Figure 4 The handrail in the middle,

[0045] Figure 6 schematically shown in top view Figure 4 The handrail in the middle,

[0046] Figure 7 by Figure 6 The cross-sectional view at section line CC and the enlarged partial view at section B schematically show the handrail.

[0047] Figure 8 by Figure 6 The cross-sectional view at section line DD schematically shows the handrail.

[0048] Figure 9 The sequence change state diagram is used to illustrate the schematic. Figure 4 The armrests in the vehicle seat are in normal working condition.

[0049] Figure 10 The sequence change state diagram is used to illustrate the schematic. Figure 4 The armrests in the vehicle seats are in emergency use situations during an emergency.

[0050] Figure 11An exploded view schematically illustrates the handrail according to the second embodiment of the present invention.

[0051] Figure 12 The assembly drawing schematically illustrates the process. Figure 11 The handrail in the middle,

[0052] Figure 13 by Figure 12 The cross-sectional view at section line EE schematically shows the handrail.

[0053] Figure 14 An exploded view schematically illustrates the handrail according to the third embodiment of the present invention.

[0054] Figure 15 The assembly drawing schematically illustrates the process. Figure 14 The handrails in the middle, and

[0055] Figure 16 In Figure 15 The cross-sectional view at section line FF schematically shows the handrail. Detailed Implementation

[0056] The following describes illustrative embodiments of the invention. In this specification, various systems, structures, and devices are schematically depicted in the accompanying drawings for illustrative purposes only, and not all features of actual systems, structures, and devices are described. For example, well-known functions or structures are not described in detail to avoid unnecessary detail that could obscure the invention. It should be understood that in any practical application, many specific implementation decisions need to be made to achieve the specific goals of the developer or user, and system-related and industry-related limitations need to be followed. These specific goals may vary depending on the practical application. Furthermore, it should be understood that while such implementation decisions are complex and time-consuming, they are routine tasks for those skilled in the art who will benefit from this invention.

[0057] The terms and phrases used herein should be understood and interpreted in accordance with the understanding of those skilled in the art. The consistent use of terms or phrases herein is not intended to imply a specific definition, i.e., a definition different from the common and conventional meaning understood by those skilled in the art. For terms or phrases intended to have a specific meaning, i.e., a meaning different from that understood by those skilled in the art, such specific definition will be explicitly listed in the specification, giving the specific definition of the term or phrase directly and unambiguously.

[0058] Unless otherwise required by the content, throughout the following description, the word “including” and its variations, such as “comprising” and “having”, will be interpreted in an open-ended, inclusive sense, that is, as “including but not limited to”.

[0059] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this invention is in use. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention. In addition, the terms "first," "second," "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0060] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0061] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0062] Figures 1 to 3 The different usage states of the vehicle seat 1 according to embodiments of the present invention are schematically shown in side views. The vehicle seat 1 can be used in a vehicle for occupants to sit on. The vehicle can be an automobile, such as a sedan or a commercial vehicle. The relative positions of the various parts in the present invention are described below with reference to the vehicle XYZ coordinate system commonly used in the field of automotive engineering.

[0063] See Figures 1 to 3 The vehicle seat 1 generally includes a seat cushion 2 and a backrest 3 that can pivot relative to the seat cushion 2. The backrest 3 includes a backrest body 4 and an armrest 5 pivotally connected to the backrest body 4, so the armrest 5 can be considered as part of the backrest 3. Here, the backrest 3 and the seat cushion 2 can be connected to each other, but it is also conceivable that the backrest 3 is connected to the vehicle floor and not to the seat cushion 2, so it can be sold separately. The backrest 3, or the backrest body 4, can be driven by a backrest motor assembly (not shown) located below to pivot relative to the seat cushion 2 to adjust the position of the backrest body 4.

[0064] The armrest 5 includes an armrest body 6, which is connected to the backrest body 4 and can be driven by an armrest motor assembly (not shown) to pivot relative to the backrest body 4 to adjust the position of the armrest body 6. The armrest motor assembly can be fixedly mounted on, to the side of, or on the backrest body 4, specifically disposed inside it and not visible. Thus, the armrest body 6 can be driven to pivot toward the backrest body 4 to make the angle between them smaller, or pivot away from the backrest body 4 to make the angle between them larger.

[0065] Figure 1 This shows the first use state or normal use state of the vehicle seat 1, in which the backrest body 4 is in the designed position and the armrest body 6 is in the use position of being extended horizontally. Figure 2 and Figure 3 The following are two second usage states of the vehicle seat 1, which are different from the first usage state: Figure 2 The zero-pressure usage state is shown in the example. Figure 3 The exemplary reclining usage state is shown. In the second usage state of the vehicle seat 1, the backrest body 4 is pivoted rearward at an angle relative to its designed position, thus forming a larger angle with the seat cushion 2, and the armrest 5 is adaptively pivoted forward or downward away from the backrest body 4, thus forming a larger angle with the backrest body 4. Here, unlike... Figure 3 In the reclining position, the seat cushion 2 remains stationary. Figure 2 In the zero-pressure usage state, the front end of the seat cushion 2 pivots upward or is raised at an angle to improve the lower limb comfort of the occupant in the zero-pressure usage state.

[0066] Under normal use of the vehicle seat 1, for example, when an occupant wants to adjust the vehicle seat 1 from the second use state to the first use state, the backrest motor assembly can pivot the backrest body 4 forward toward the seat cushion 2 by an angle, and at the same time, the armrest motor assembly can pivot the armrest body 6 toward the backrest body 4 by an angle. The latter avoids the backrest body 4 from causing the armrest body 6 to move downward during the forward pivoting process, which would damage vehicle parts such as the seat cushion foam 7, side panels 8, or seat belt buckles 9 (see [reference]). Figure 1 Interference occurs.

[0067] In the event of an emergency, such as a collision causing sudden deceleration or acceleration of the vehicle, the known passive safety functions of the vehicle seat 1 enable the occupant, secured to the backrest body 4 by the seatbelt, to rapidly pivot forward under strong inertial force, entering a relatively safe angle range. At this time, neither the backrest motor assembly nor the armrest motor assembly is activated; instead, the backrest body 4 and armrest body 6 remain relatively stationary and move forward together based on mechanical self-locking. Alternatively, for example, before a collision, the known active safety functions of the vehicle seat 1 can be triggered, causing the backrest body 4 to rapidly pivot forward under the drive of the backrest motor assembly, entering a relatively safe angle range in advance. In this case, the armrest motor assembly is not activated. If, as in the prior art, the armrest body 6 and the backrest body 4 cannot rotate relative to each other, then for the vehicle seat 1 in its second use state during an emergency, based on the large angle between the backrest body 4 and the armrest body 6 (compared to the first use state), when the armrest body 6 is driven forward by the backrest body 4 until it is blocked by the vehicle parts at or beside the seat cushion 2, the armrest body 6 will preemptively block the backrest body 4, or prevent the backrest body 4 from continuing to pivot forward to an angle range that is relatively safe for the occupant.

[0068] Therefore, the present invention improves the armrest 5 of the vehicle seat 1 or backrest 3.

[0069] The following is combined Figures 4 to 10 The first embodiment of the armrest 5 of the present invention is introduced. Wherein, Figure 4 The armrest 5 according to the first embodiment of the present invention is schematically shown in the assembly drawing, and is shown here as the right armrest 5. Figure 4 The upper part corresponds to the lower part in the usage state, and the left armrest can be constructed in the same way (e.g., mirror symmetrically); Figure 5 Schematic diagram shown Figure 4 Handrail 5 in the middle; Figure 6 schematically shown in top view Figure 4 The visible side of the handrail 5 corresponds to its lower part when in use; Figure 7 by Figure 6 The cross-sectional view at section line CC and the enlarged partial view at section B schematically show the handrail 5; Figure 8 by Figure 6 The cross-sectional view at section line DD schematically shows handrail 5; Figure 9 The sequence change state diagram is used to illustrate the schematic. Figure 4 The armrest 5 in the vehicle seat 1 is in normal working condition; Figure 10 The sequence change state diagram is used to illustrate the schematic. Figure 4 The armrest 5 in the vehicle seat 1 is in an emergency use condition in the event of an emergency.

[0070] See Figures 4 to 8 The armrest 5 can generally include: an armrest body 6; a first connector 11 fixed to the armrest body 6; and a second connector 12 drivenly connected to the first connector 11. The armrest motor assembly can drive the first connector 11 to rotate via the second connector 12, thereby causing the armrest body 6 to pivot relative to the backrest body 4.

[0071] Here, the first connector 11 and the handrail body 6 are separately constructed and fixed to each other, so that the two cannot rotate relative to each other. The first connector 11 can be configured as a sleeve and can be partially inserted into the mounting hole 10 opened on the handrail body 6 and fixedly connected to the handrail body 6, or welded thereto (see...). Figure 7 Alternatively, it can be conceivable that the first connector 11 is integrally formed with the handrail body 6.

[0072] The second connector 12 can be driven connected to the first connector 11 on one hand and to the armrest motor assembly on the other hand to obtain torque therefrom. The second connector 12 can be configured separately and is non-rotatably connected to the output shaft (not shown) of the armrest motor assembly. In other embodiments, the second connector 12 can be integrally formed with the output shaft of the armrest motor assembly, in which case the second connector 12 can be considered part of the armrest motor assembly.

[0073] The second connector 12 can be configured as a pivot shaft and may include: a first drive connection segment 121, which is the innermost axially spaced and has the largest diameter, for drive connection with the output shaft of the handrail motor assembly (e.g., via a form-locking structure 1211 in the form of an inner flower); a second drive connection segment 122, adjacent to the first drive connection segment 121 (on the right side in the figure) and having a smaller diameter, for drive connection with the first connector 11; and a fixing segment 123, adjacent to the second drive connection segment 122 and having a smaller diameter, see [reference needed]. Figure 7 The fixing segment 123 is inserted into the inner flange 111 of the first connector 11 until the second drive connecting segment 122 axially abuts against the inner flange 111, and the second connector 12 is axially fixed in the first connector 11 in an anti-dislodgement manner by a screw 13 screwed into it, specifically the inner side of the screw head. See also Figure 5 and Figure 7 Furthermore, a bushing 14 can be provided between the second connector 12 and the screw 13 and the first connector 11 to avoid direct contact between the former two and the first connector 11. For this purpose, the bushing 14 can be located radially inside the inner flange 111 of the first connector 11, with its rolled edges 141 abutting against the end faces of the inner flange 111. During the pivoting of the handrail body 6, the bushing 14 serves to prevent wear on all three components.

[0074] To achieve a drive connection, specifically a rotation drive connection, between the second connector 12 and the first connector 11, at least one stop portion 114, 115, 116 is provided on the first connector 11, and at least one cooperating stop portion 124, 125 is provided on the second connector 12 to cooperate with the stop portions. The corresponding stop portions 114, 115, 116 and cooperating stop portions 124, 125 abut against each other in the circumferential direction, so that when the handrail motor assembly drives the second connector 12 to rotate, the second connector 12 can drive the first connector 11 to rotate through them and thus drive the handrail body 6 to pivot.

[0075] In this embodiment, see Figure 5 and Figure 8 The first connector 11 has three circumferentially spaced stop portions on its innermost axially innermost driving connecting section 112, which cooperates with the second driving connecting section 122 of the second connector 12: a first stop portion 114, a second stop portion 115, and a third stop portion 116. The second connector 12 has two circumferentially spaced stop portions on its second driving connecting section 122: a first stop portion 124 and a second stop portion 125. The first stop portion 124 is located between the first stop portion 114 and the second stop portion 115, and its opposing first end face 1241 and second end face 1242 respectively circumferentially stop on the first stop portion 114 and the second stop portion 115. The second stop portion 125 is located between the second stop portion 115 and the third stop portion 116, and is spaced apart from the second stop portion 115 by its first end face 1251 to form an arc-shaped first free space 15, and circumferentially stops the third stop portion 116 by its opposing second end face 1252. An arc-shaped second free space 16 is formed between the first stop portion 114 and the third stop portion 116. Figure 8 In the counterclockwise rotation direction, the first end face 1241 of the first mating stop 124 is located in front of its second end face 1242, and the first end face 1251 of the second mating stop 125 is located in front of its second end face 1252.

[0076] exist Figure 8 In the process, when the second connector 12 is driven to rotate counterclockwise by the armrest motor assembly, the first mating stop 124 pushes the first stop 114 with its first end face 1241, causing the second connector 12 to rotate counterclockwise synchronously, thereby realizing the armrest body 6 pivoting forward or downward away from the backrest body 4 (see...). Figure 9 ).

[0077] The first mating stop 124 can be configured as an arc-shaped boss that protrudes radially outward from the outer peripheral surface of the second drive connecting section 122 of the second connector 12, and its arc surface can be fitted with the inner peripheral surface of the first connector 11 with a small clearance. The first mating stop 124 can be regarded as a rigid body, and its first end face 1241 and second end face 1242 can therefore be regarded as rigid stop points.

[0078] The first stop 114 can be configured as a relief portion with a weaker ability to withstand pushing force, for example, weaker than the first mating stop 124. When the pushing force applied to it by the first mating stop 124 exceeds a predetermined threshold, the relief portion can release the stop on the first mating stop 124 by avoiding it, thereby allowing the first connector 11 and the second connector 12 to rotate relative to each other. Therefore, the relief portion can be provided by different types of relief mechanisms. These relief mechanisms can provide relief methods including deformation, retraction, or breakage, so that when the pushing force on the relief portion exceeds the threshold, different relief methods can be provided to avoid the first mating stop 124, thereby releasing the stop of the first mating stop 124.

[0079] When the first connector 11 and the second connector 12 rotate relative to each other, the second mating stop 125 and the second stop 115 move relative to each other, reducing the first free space 15. Simultaneously, the first mating stop 124 and the third stop 116 move relative to each other, reducing the second free space 16. The central angle of the first free space 15 is smaller than that of the second free space 16, thus defining the maximum angle at which the first connector 11 and the second connector 12 can rotate relative to each other—that is, the central angle of the first free space 15. The existence of the second free space 16 allows the first mating stop 124 to continue moving in that direction after it has passed the first stop 114.

[0080] Under normal operating conditions, when the armrest motor assembly drives the armrest body 6 to pivot, the pushing force applied by the first mating stop 124 to the first stop 114 is less than the threshold, so that the first connector 11 and the second connector 12 will not rotate relative to each other. However, in the event of a collision, when the occupant moves the backrest 3 and the armrest 5 forward due to a large inertial force, causing the armrest body 6 to collide with the vehicle components, the pushing force is greater than the threshold, thereby releasing the stop and allowing the first connector 11 and the second connector 12 to rotate relative to each other.

[0081] See Figure 8The first stop 114, or the clearance portion, can be provided by a clearance mechanism configured as a deformable mechanism. The deformable mechanism as a whole, or at least the portion configured as the first stop 114, or the clearance portion, can deform when the pushing force exceeds a threshold. The deformable mechanism includes a sheet-like, bent first deformable member 17. The first deformable member 17 is fixed at both ends to a U-shaped frame-like fixing portion 19 on the first connector 11 by screws 18 on the radially outer side of the first connector 11, and its central arched top 171 extends radially inward from a notch in the mating drive connecting section 112 to form the first stop 114, or clearance portion, thereby stopping the first deformable member 17 on the first mating stop 124. Under normal operating conditions, when the handrail motor assembly drives the handrail body 6 to pivot, the pushing force applied by the first mating stop 124 to the first deformable member 17 will not deform the first deformable member 17, or the resulting deformation is negligible. When an unexpected event occurs and the applied pushing force exceeds a threshold, the first mating stop 124 can push the first deformable member 17 radially outward when it deforms, thereby releasing the stop. The first deformable member 17 changes its shape during deformation. The deformation of the first deformable member 17 and the arch top 171 can be elastic deformation, in which case it is configured as an elastic element, such as a leaf spring, or it can be plastic deformation, that is, it cannot automatically recover after deformation.

[0082] The deformable mechanism may further include a second deformable member 20 disposed radially outward of the first deformable member 17, which is also fixed to the fixing part 19 by screws 18. The second deformable member 20 may press its two end sections against the first deformable member 17 to increase the rigidity of the first deformable member 17, and spaced apart from the clearance portion of the first deformable member 17 by a clearance space to allow the clearance portion to deform and clearance into the clearance space. It is also conceivable that the second deformable member 20 presses against the first deformable member 17 with its entire surface. The first deformable member 17 and the second deformable member 20 may be constructed separately or integrally.

[0083] exist Figure 8 In the process, when the second connecting member 12 is driven to rotate clockwise by the armrest motor assembly, the first mating stop 124 pushes the second stop 115 with its second end face 1242, and at the same time, the second mating stop 125 pushes the third stop 116 with its second end face 1252, so that the second connecting member 12 also rotates clockwise synchronously, realizing the armrest body 6 pivoting backward or upward toward the backrest body 4 (see...). Figure 9(The reverse movement). The second mating stop 125 can be configured as an arc-shaped boss that protrudes radially outward from the outer peripheral surface of the second drive connecting section 122 of the second connector 12, just like the first mating stop 124. Its arc surface can be fitted with the inner peripheral surface of the first connector 11 with a small clearance. The second stop 115 and the third stop 116 can be configured as arc-shaped bosses that protrude radially inward from the inner peripheral surface of the mating drive connecting section 112 of the first connector 11. Their arc surfaces can be fitted with the outer peripheral surface of the second connector 12 with a small clearance. In some embodiments, the second stop 115 can be omitted, and clockwise rotation can be achieved simply by the second mating stop 125 pressing the third stop 116 with its second end face 1252. In some embodiments, the second mating stop 125 and the third stop 116 can be omitted, and clockwise rotation can be achieved simply by the first mating stop 124 pressing the second stop 115 with its second end face 1242.

[0084] The following is combined Figure 9 This section describes three different states of the armrest body 6 under normal use. The first row of three figures shows the entire vehicle seat 1 from the side, with the vehicle seat 1 in its designed position. The armrest body 6, starting from the folded-back position shown in the left figure, pivots forward away from the backrest body 4 to the essentially horizontally extended use position shown in the middle figure (at this point, the use state of the vehicle seat 1 corresponds to...). Figure 1 (As shown in the first usage state), it can then continue to pivot downwards away from the backrest body 4 to the position shown in the right figure. At this time, the front end of the armrest body 6 will touch the foam 7 of the seat cushion 2 (more precisely, the cover on the foam 7).

[0085] Corresponding one-to-one with the states shown in the three figures in the first row, the three figures in the second row respectively show the movement process of the first connector 11 and the second connector 12 in cross-section. It can be seen that the second connector 12 is driven to rotate clockwise by the armrest motor assembly. Through the first mating stop 124, a pushing force is applied to the first stop 114, or the arch top 171 of the deformable structure. The first connector 11 is driven by the second connector 12 to rotate clockwise synchronously, thereby realizing the pivoting of the armrest body 6 away from the backrest body 4.

[0086] It can be imagined that when the armrest body 6 needs to be pivoted in the opposite direction towards the backrest body 4 from the position shown in the right figure of the first row to the position shown in the left figure, the second connecting member 12 is driven to rotate counterclockwise by the armrest motor assembly, and the first mating stop 124 applies pushing force to the second stop 115 and the second mating stop 125 applies pushing force to the third stop 116. The first connecting member 11 is driven by the second connecting member 12 to rotate counterclockwise in sync, that is, rotate in the opposite direction from the position shown in the right figure of the second row to the position shown in the left figure.

[0087] The following is combined Figure 10 This describes the emergency use conditions of the handrail body 6 in the event of an emergency. Similar to... Figure 9 , Figure 10 The first row of five figures shows the entire vehicle seat 1 in a side view, and the second row of five figures shows the movement process of the first connector 11 and the second connector 12 in a cross-sectional view, corresponding one-to-one with the states shown in the first row of five figures.

[0088] Figure 10 The first figure in the first row shows the design state of vehicle seat 1. At this time, vehicle seat 1 is in the design position and armrest body 6 is in the folded position. Figure 10 The first figure in the second row shows the positions of the first connector 11 and the second connector 12 in the design state of the vehicle seat 1. Here, the first mating stop 124 and the first stop 114 can be seen stopping each other.

[0089] Starting from the design state of the vehicle seat 1, the vehicle seat 1 can be adjusted to the second usage state shown in the second figure of the first row, which is the zero-pressure usage state. This is done by pivoting the backrest body 4 backward from its designed position, adaptively pivoting the armrest body 6 forward away from the backrest body 4 via the armrest motor assembly, and lifting the front end of the seat cushion 2 upward. In the second usage state of the vehicle seat 1, referring to the second figure of the second row, the first mating stop 124 and the first stop 114 are still in a stop position relative to each other.

[0090] When a vehicle collision occurs while the vehicle seat 1 is in its second use state, the occupant drives the backrest body 4 to pivot forward rapidly. At this time, the armrest motor assembly is not working, and the first connector 11 cannot rotate relative to the backrest body 4 due to its mechanical self-locking with the armrest motor assembly. Therefore, the backrest body 4 and the armrest body 6 remain relatively fixed based on the mutual blocking of each stop and the cooperating stop, thereby the backrest body 4 drives the armrest body 6 to move forward rapidly until the armrest 5 shown in the third figure of the first and second rows is blocked by the seat cushion foam 7.

[0091] Referring to the third figure in the first row, the front end of the armrest body 6 has contacted and squeezed the foam 7. At the same time, the armrest body 6 pivots slightly toward the backrest body 4 based on the reaction force of the foam 7. This is possible, as shown in the third figure in the second row, because the first stop 114, which is configured as a relief part, has been slightly radially outward squeezed by the first mating stop 124, causing the armrest body 6 to drive the first connector 11 to rotate counterclockwise by a small angle relative to the second connector 12. Here it can be seen that the first mating stop 124 and the second stop 115 have been separated by a small distance, and the second mating stop 125 and the third stop 116 have also been separated by a small distance, and the first free space 15 has become smaller.

[0092] Based on the soft elasticity of the foam 7, the reaction force applied by the foam 7 to the armrest body 6 is not enough to make the pushing force of the first mating stop 124 on the first stop 114 exceed its predetermined threshold. Therefore, the first mating stop 124 has not yet passed the apex of the arch 171 of the first stop 114 until the armrest body 6 collides with the side baffle 8 (which constitutes a hard stop point), reaching the state shown in the fourth figure of the first and second rows where the armrest body 6 is blocked by the side baffle 8.

[0093] Referring to the fourth figure in the first row, the armrest body 6 can no longer move downwards after colliding with the side panel 8, while the backrest body 4 is still rapidly pivoting forward. Referring to the fourth figure in the second row, the reaction force exerted by the side panel 8 on the armrest body 6 is greater than a predetermined threshold, allowing the first mating stop 124 to pass over the apex of the arch 171 of the first stop 114 (where the first free space 15 is further reduced), completely releasing the first stop 114 from stopping the first mating stop 124. Afterwards, the second connector 12 can freely pivot clockwise relative to the first connector 11, thus entering the state shown in the fifth figure of the first and second rows, where the armrest 5 is bounced up by the foam 7.

[0094] Referring to the fifth figure in the first row, based on the complete release of the first stop 114 from the first mating stop 124, the armrest body 6 pivots upward and detaches from the side panel 8 under the elastic return force of the foam 7. Referring to the fifth figure in the second row, the second mating stop 125 has been stopped by the second stop 115, and the first free space 15 no longer exists. The apex of the arched top 171 of the first stop 114 has slid a certain distance on the arc surface of the first mating stop 124. Therefore, the central angle of the arc-shaped first free space 15 defines the maximum relative rotation angle between the first connector 11 and the second connector 12, and the maximum relative rotation angle can be changed by altering the central angle of the first free space 15.

[0095] Figures 11 to 13 A second embodiment of the handrail 5 of the present invention is schematically shown in different views. Figure 11 An exploded view schematically illustrates the handrail 5 according to the second embodiment of the present invention; Figure 12 The assembly drawing schematically illustrates the process. Figure 11 Handrail 5 in the middle; Figure 13 by Figure 12 The cross-sectional view at section line EE schematically shows handrail 5.

[0096] Compared to the first embodiment of the present invention, the handrail 5 according to the second embodiment of the present invention differs only in the manner in which the abutment portion is provided. The following description will only cover the differences, while the same or similar parts can be referred to in the description of the first embodiment. Specifically, the first stop portion 114 is exemplaryly configured as an abutment portion, which is provided by an abutment mechanism configured as a retractable mechanism. The portion of the retractable mechanism configured as the first stop portion 114, or the abutment portion, although not deformable or required to be deformable when the pushing force exceeds a threshold, can retract to perform a abutment movement. Therefore, when the pushing force applied by the first mating stop portion 124 to the first stop portion 114 is greater than a predetermined threshold, the portion of the retractable mechanism constituting the abutment portion can disengage from the first mating stop portion 124 by performing an abutment movement, thereby releasing the first stop portion 114 from blocking the first mating stop portion 124.

[0097] See Figures 11 to 13 The retractable mechanism can be configured as a ball bearing assembly 21. The ball bearing assembly 21 may include a receiving housing 211 disposed radially outside the first connecting member 11, a compression spring 212 disposed within the housing 211, and a ball bearing 213 partially disposed within the housing 211 and radially compressed inward by the compression spring 212. Here, the protruding portion of the ball bearing 213 extending radially inward from a notch on the first connecting member 11, or its mating drive connecting section 112, forms a first stop portion 114, or a clearance portion. The protruding portion of the ball bearing 213 and the first mating stop portion 114 stop each other. Figure 13 It can also be seen that the first mating stop 124 is rounded on the side that contacts the first stop 114, so that the two are in arc contact, so that when the pushing force applied by the first mating stop 124 to the ball 213 is greater than the threshold, the two can move relative to each other without jamming. Under normal working conditions, that is, when the handrail body 6 is pivoted by the handrail motor assembly, the ball 213 is kept in contact with the first mating stop 124 based on the holding force of the compression spring 212. When the pushing force applied by the first mating stop 124 to the ball 213 is greater than the threshold, the ball 213 can overcome the holding force of the compression spring 212 and move radially outward to avoid it, thereby releasing the stop on the first mating stop 124 and allowing the first connecting member 11 and the second connecting member 12 to move relative to each other.

[0098] Figures 14 to 16 A third embodiment of the armrest 5 of the present invention is shown in different views. In this embodiment, Figure 14 The handrail 5 according to the third embodiment of the present invention is shown schematically in an exploded view; Figure 15 The assembly drawing schematically illustrates the process. Figure 14 Handrail 5 in the middle; Figure 16 In Figure 15 The cross-sectional view at section line FF schematically shows handrail 5.

[0099] Compared to the first and second embodiments of the present invention, the only difference in the handrail 5 according to the third embodiment of the present invention is the manner in which the abutment portion is provided. The following description will only cover the differences, while the same or similar parts can be referred to in the description of the first embodiment. Specifically, the first stop portion 114 is exemplaryly configured as an abutment portion, which is provided by an abutment mechanism configured as a breakable mechanism. At least the portion of the breakable mechanism configured as the first stop portion 114, or the abutment portion, can break or disconnect when the pushing force exceeds a threshold, thereby abutting the first mating stop portion 124. When the pushing force applied by the first mating stop portion 124 to the first stop portion 114 is greater than a predetermined threshold, the breakable mechanism can release the stop of the first stop portion 114 on the first mating stop portion 124 by breaking.

[0100] The breakable mechanism can be configured as a protrusion that projects radially inward from the mating drive connecting section 112 of the first connector 11. This protrusion can be separately formed from or integrally formed with the first connector 11. Under normal operating conditions, i.e., when the handrail 5 is pivoted by the handrail motor assembly, the protrusion 24 stops the first mating stop 124. When the pushing force applied by the first mating stop 124 to the protrusion 24 exceeds a threshold, the protrusion 24 can break off from the first connector 11, thereby releasing the stop on the first mating stop 124 and allowing the first connector 11 and the second connector 12 to move relative to each other.

[0101] Therefore, the protrusion 24 can be formed by a small-sized structure, especially a small-sized structure in the circumferential direction, from Figure 16 As can be seen, the circumferential dimension of the protrusion 24 is much smaller than that of the second stop 115, the third stop 116, and the first mating stop 124, making it easier to detach from the first connector 11. The protrusion 24 can also be formed by a hollow structure, such as a honeycomb structure, thus eliminating the need for a small size. When the pushing force exceeds a threshold, the hollow structure breaks off from the first connector 11 through compression damage.

[0102] In the above embodiments of the handrail 5 of the present invention, the first stop 114 is configured as a clearance portion only by way of example. In some embodiments, the first mating stop 124 can be configured as a clearance portion. For example, for a deformable mechanism that provides a clearance portion, the deformable mechanism or its first deformable member 17 can be fixed at both ends to the second drive connecting section 122 of the second connector 12 and oriented radially outward toward the first connector 11 with its arched top 171. More specifically, in this embodiment, the two ends of the deformable mechanism or its first deformable member 17 can be fixed to the outer peripheral surface of the second drive connecting section 122, which is configured as a solid shaft section, or embedded therein; it is also conceivable that the second drive connecting section 122, like the mating drive connecting section 112, can also be configured as a sleeve section (or hollow shaft section). Thus, the two ends of the deformable mechanism, or its first deformable member 17, can be fixed to the radially inner side of the second drive connecting section 122, which is configured as a sleeve section (or hollow shaft section), and its arched top 171 extends radially outward through the sleeve section to form a clearance portion; for the retractable mechanism that provides the clearance portion, the ball assembly 21 can be disposed in the second drive connecting section 122 of the second connector 12, and the compression spring 212 can push the ball 213 radially outward to expose part of it; for the breakable mechanism that provides the clearance portion, the first mating stop portion 124 can be configured as a breakable protrusion 24.

[0103] In some embodiments, both the first stop 114 and the first mating stop 124 can be configured as clearance portions, and the above-described provision methods of the clearance portions can be arbitrarily combined. For example, both the first stop 114 and the first mating stop 124 can be provided by a deformable mechanism, such as a leaf spring. Alternatively, the former can be provided by a deformable mechanism, while the latter can be provided by a retractable mechanism or a breakable mechanism.

[0104] In some embodiments, multiple stops and / or mating stops can be configured as clearance portions in the circumferential direction, and the above-described provision of clearance portions can be arbitrarily combined. For example, the first stop 114 and / or the first mating stop 124 can be configured as clearance portions, and additional stops and mating stops that stop each other can be provided, and the additional stops and / or mating stops can be configured as clearance portions.

[0105] Under normal operating conditions, the external torque on the first connector 11 and the second connector 12 is mainly provided by the weight of the handrail body 6 or by the external force exerted by the occupant's arm on the handrail body 6 during use. However, this external torque should be less than or much less than the torque that the stop or the cooperating stop, which constitutes the clearance part, can provide to prevent the relative rotation of the two parts, so as not to affect the normal use of the handrail 5.

[0106] It is understood that, in order to enable the first connector 11 and the second connector 12 to rotate relative to each other in one direction when the external torque they experience exceeds their torque threshold, at least one of each pair of paired stops and mating stops that stop each other in that direction should be configured as a clearance portion. For example, see Figure 10 In the process of state change from the third group of figures to the fifth group of figures during an emergency, in order to realize the pivoting of the armrest body 6 toward the backrest body 4, that is, the first connecting member 11 rotates counterclockwise relative to the second connecting member 12, the first stopping part 114 in this only pair of first stopping parts 114 and first cooperating stopping parts 124 that stop each other in the counterclockwise direction is configured as a clearance part.

[0107] It is conceivable that all the stop portions and / or mating stop portions constituting the avoidance part collectively define a threshold for the total torque that prevents the relative rotation of the first connecting member 11 and the second connecting member 12, for example, by superimposing the torque generated by the maximum pushing force they can withstand. The threshold of the torque or pushing force that can be withstood can be predetermined or pre-determined according to customer requirements. For example, the avoidance part only achieves avoidance when the armrest body 6 is subjected to an impact force of 150KN (at which point, based on the lever principle, the pushing force applied to the avoidance part is greater).

[0108] Finally, the specific configuration of the first connector 11 and the second connector 12 is not limited to the embodiments. For example, in the above embodiments of the handrail 5, the second drive connecting section 122 of the second connector 12 is configured as a shaft-shaped section, and the mating drive connecting section 112 of the first connector 11 is configured as a sleeve section. In some embodiments, the second drive connecting section 122 of the second connector 12 can be configured as a sleeve section, and the mating drive connecting section 112 of the first connector 11 can be configured as a shaft-shaped section, and the setting of each stop and mating stop can be adjusted accordingly. In addition, it is also possible to consider the case where both the mating drive connecting section 112 of the first connector 11 and the second drive connecting section 122 of the second connector 12 are configured as sleeve sections, for example, to facilitate the installation of the avoidance mechanism on the inner sleeve section.

[0109] In summary, at least in the exemplary emergency use condition, when the vehicle seat 1 with the armrest 5 of the present invention is in the second use state, by means of the stop portion 114 and / or the cooperating stop portion 124 configured as a clearance portion between the first and second connectors 12 of the armrest 5, after the backrest body 4 and the armrest body 6 pivot forward together and the armrest body 6 hits an obstacle, such as a vehicle component (such as a seat cushion foam 7, a side panel 8, or a seat belt buckle 9), the armrest body 6 no longer blocks the backrest body 4 due to the inability to rotate relative to it, as in the prior art. Instead, it allows the backrest body 4 to continue to pivot forward at an angle to return to a relatively safe angle range, making the occupant on the seat 1 safer.

[0110] In this context, other possible obstacles besides vehicle components can be considered, such as the occupant's legs positioned below the armrest body 6, or other items placed between the seat cushion 2 and the armrest body 6. In such cases, the armrest 5 of the present invention can function even when the vehicle seat 1 is in its first use state during emergency use.

[0111] Finally, it should be noted that the above embodiments are merely for understanding and explaining the present invention, and do not constitute a limitation on the scope of protection of the present invention. Those skilled in the art can make modifications based on the above embodiments, and all such modifications do not depart from the scope of protection of the present invention.

Claims

1. An armrest for a vehicle seat, characterized in that, The handrail includes: Handrail body; A first connector, which is fixed to the handrail body without relative rotation; and The second connector is rotatably driven to connect with the first connector. The first connecting member has a first stop portion, and the second connecting member has a first mating stop portion. Through the mutual stopping of the first stop portion and the first mating stop portion, the second connecting member, when rotating in the first rotation direction, can drive the first connecting member to rotate in the first rotation direction, and thus drive the armrest body to pivot in the first rotation direction. Wherein, at least one of the first stop portion and the first mating stop portion is configured as a clearance portion, which is provided by at least one clearance mechanism. When the pushing force applied to each other by the first stop portion and the first mating stop portion is greater than a predetermined threshold, the clearance portion clearance is performed to release the mutual blocking of the first stop portion and the first mating stop portion, thereby allowing the first connector and the second connector to rotate relative to each other.

2. The handrail according to claim 1, characterized in that, The avoidance mechanism includes a deformable mechanism, at least a portion of the avoidance part deforms to avoid the impact when the pushing force is greater than a threshold.

3. The handrail according to claim 2, characterized in that, The deformable mechanism includes a first deformable member, which is fixed to a corresponding one of the first connector and the second connector on one side, and on the other side at least partially constitutes the clearance portion so as to deform in a direction away from the other of the first connector and the second connector when the pushing force is greater than a threshold.

4. The handrail according to claim 3, characterized in that, The first deformable member is bent to form an arched top, the two ends of the first deformable member are fixed to a corresponding first or second connector, and the arched top is configured as the clearance portion.

5. The handrail according to claim 3, characterized in that, The first connector and / or the second connector are at least partially sleeve-shaped, and the first deformable member is fixed to one radial side of the corresponding sleeve on one side and partially passes through the sleeve to the other radial side to form the clearance portion.

6. The handrail according to claim 3, characterized in that, The deformable mechanism includes a second deformable member that at least partially supports the first deformable member on the side of the first deformable member opposite to the avoidance portion.

7. The handrail according to claim 6, characterized in that, The second deformable member is spaced apart from the clearance portion of the first deformable member to form a clearance space.

8. The handrail according to claim 1, characterized in that, The avoidance mechanism includes a retractable mechanism, wherein a portion of the avoidance part retracts when the pushing force exceeds a threshold in order to avoid the obstacle.

9. A backrest for a vehicle seat, characterized in that, The backrest includes a backrest body and an armrest for a vehicle seat provided on the backrest body according to any one of claims 1 to 8, wherein an armrest motor assembly is provided at the backrest body, and a second connector of the armrest is rotatably driven connected to or constitutes part of the armrest motor assembly, thereby enabling the armrest body to be pivoted relative to the backrest body via the armrest motor assembly.

10. A vehicle seat, characterized in that, The vehicle seat includes a seat cushion and a backrest for a vehicle seat according to claim 9, which is pivotable relative to the seat cushion.

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