Seat adjusting device, seat and vehicle

Abstract

The invention discloses a seat adjusting device, a seat and a vehicle, and relates to the technical field of vehicle seats.The seat adjusting device comprises a supporting assembly, a transmission assembly and a driving assembly, the supporting assembly comprises a supporting part and a guiding part, the supporting part is used for being connected with the back side of a backrest, and the guiding part is arranged on the supporting part; the transmission assembly comprises a transmission part and a sliding part; the sliding part is arranged on the transmission part and is in sliding fit with the guide part; the driving assembly is in transmission connection with the transmission part and used for driving the sliding part to move along the guide part so as to drive the supporting part and the backrest to rotate relative to the cushion. The invention aims to realize hidden arrangement of the adjusting mechanism so as to improve the overall aesthetic property of the vehicle interior.

Description

Technical Field

[0001] This invention relates to the field of vehicle seat technology, and in particular to a seat adjustment device, a seat, and a vehicle. Background Technology

[0002] Most existing vehicles use an electric locking mechanism for rear seat backrest adjustment, with the drive unit located on the side of the vehicle body. The locking mechanism connects to the seat backrest lock to drive the backrest rotation. This arrangement requires grooves or holes to be made in the interior trim to avoid the moving locking mechanism, resulting in the adjustment mechanism being partially exposed, which detracts from the overall appearance of the interior and also increases the design and assembly difficulty of the interior trim. Summary of the Invention

[0003] The main objective of this invention is to provide a seat adjustment device, a seat, and a vehicle, which aims to achieve a concealed arrangement of the adjustment mechanism to improve the overall aesthetics of the vehicle interior.

[0004] To achieve the above objectives, the present invention provides a seat adjustment device for a vehicle seat, the seat including a backrest and a seat cushion hinged to the backrest, the seat adjustment device comprising:

[0005] A support assembly, comprising a support portion and a guide portion, wherein the support portion is used to connect to the back side of the backrest, and the guide portion is disposed on the support portion; A transmission assembly, comprising a transmission part and a sliding part, wherein the sliding part is disposed on the transmission part and slidably engaged with the guide part; and A drive assembly, which is connected to the transmission part, is used to drive the sliding part to move along the guide part, so as to drive the support part and the backrest to rotate relative to the seat cushion.

[0006] In one embodiment, the transmission assembly includes two sliding portions and two guide portions; the transmission portion includes a first connecting rod, a second connecting rod, and a synchronizing rod; the synchronizing rod is connected between the first connecting rod and the second connecting rod. One of the two sliding parts is located on the first connecting rod, and the other is located on the second connecting rod; the two sliding parts are respectively slidably engaged with the two guide parts; the drive assembly is drively connected to one of the synchronizing rod, the first connecting rod, and the second connecting rod.

[0007] In one embodiment, the transmission assembly further includes a first fixing part and a second fixing part disposed on the seat cushion or the body of the vehicle; the first fixing part is hinged to the first connecting rod; the second fixing part is hinged to the second connecting rod. The driving component is located on the first fixing part or the second fixing part.

[0008] In one embodiment, the drive assembly includes a support frame and a drive member disposed on the support frame, wherein the support frame has a first connection hole; The first fixing part is provided with a second connecting hole; The seat adjustment device further includes a first fastener, which passes through the first connecting hole and the second connecting hole to fix the support frame to the first fixing part.

[0009] In one embodiment, the driving component includes a drive motor, a lead screw, and a drive nut; the drive motor is mounted on the support frame; one end of the lead screw is connected to the output shaft of the drive motor, the drive nut is threadedly connected to the lead screw and fixedly connected to the first connecting rod, and the drive motor is used to drive the lead screw to rotate so as to move the first connecting rod.

[0010] In one embodiment, the transmission assembly further includes a hinge rod; the first connecting rod includes a first connecting segment and a second connecting segment connected at an angle to the first connecting segment, and a first hinge hole is provided at the connection between the first connecting segment and the second connecting segment; the sliding part is provided at the end of the first connecting segment away from the first hinge hole, and the drive assembly is driven at the end of the second connecting segment away from the first hinge hole; The first fixing part is provided with a second hinge hole, and the hinge rod passes through the first hinge hole and the second hinge hole; One end of the synchronizing rod is connected to the first connecting segment or the second connecting segment, and the other end of the synchronizing rod is connected to the second connecting rod.

[0011] In one embodiment, the sliding part is a slider, and the guiding part is a guide groove formed on the support part; The slider is at least partially embedded in the guide groove and is able to slide relative to the support portion along the extension direction of the guide groove.

[0012] In one embodiment, the support assembly, transmission assembly, and drive assembly are all located on the back side of the backrest and housed within the mounting space between the backrest and the vehicle body.

[0013] The present invention also provides a seat, comprising: cushion; Backrest, the backrest being hinged to the seat cushion; and As described above, the support portion of the seat adjustment device is connected to the back side of the backrest.

[0014] The present invention also provides a vehicle including the seat as described above.

[0015] The seat adjustment device provided by this invention solves the problems of exposed adjustment mechanisms that damage the aesthetics of the interior and the need for openings in the vehicle body interior parts in existing technologies by employing a support component, transmission component, and drive component integrated into the backrest side. Specifically, the support part of the support component is connected to the backrest side, so that the seat adjustment device is installed entirely on the backrest side rather than the vehicle body side; the drive component drives the sliding part of the transmission part to move along the guide part provided on the support part, thereby causing the support part and the backrest to rotate relative to the seat cushion. Since the adjustment device moves with the backrest as a whole, there is no need to set a drive component on the vehicle body side and connect it to the backrest through the interior parts as in existing technologies, thus avoiding the need to open clearance holes or grooves in the vehicle body interior parts. This not only achieves a hidden arrangement of the adjustment mechanism, improving the overall aesthetics of the interior, but also simplifies the structure of the interior parts and reduces the difficulty of design and assembly. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 A schematic diagram of an embodiment of the seat adjustment device provided by the present invention; Figure 2 This is a schematic diagram of another embodiment of the seat adjustment device provided by the present invention.

[0018] Explanation of icon numbers: 1000, Seat adjustment device; 100, Support assembly; 11, Support part; 12, Guide part; 200, Transmission assembly; 21, Transmission part; 211, First connecting rod; 2111, First connecting section; 2112, Second connecting section; 2113, First hinge hole; 212, Second connecting rod; 213, Synchronizing rod; 22, Sliding part; 23, First fixing part; 231, Second connecting hole; 24, Second fixing part; 300, Drive assembly; 31, Support frame; 311, First connecting hole; 32, Drive component; 321, Drive motor; 322, Transmission screw; 400, First fastener.

[0019] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0021] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0022] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0023] The present invention proposes a seat adjustment device 1000 for a vehicle seat, the seat including a backrest and a seat cushion hinged to the backrest.

[0024] Please see Figure 1 and Figure 2 In one embodiment, the seat adjustment device 1000 proposed in this invention includes: Support assembly 100 includes a support part 11 and a guide part 12. The support part 11 is used to connect with the back side of the backrest, and the guide part 12 is disposed on the support part 11. Transmission assembly 200, comprising a transmission part 21 and a sliding part 22, wherein the sliding part 22 is disposed on the transmission part 21 and slidably engaged with the guide part 12; and The drive assembly 300 is connected to the transmission part 21 and is used to drive the sliding part 22 to move along the guide part 12 so as to drive the support part 11 and the backrest to rotate relative to the seat cushion.

[0025] It should be noted that the support component 100, as the basic load-bearing component of the seat adjustment device 1000, mainly comprises two core structures: the support part 11 and the guide part 12. It is the key carrier for realizing the overall installation of the device attached to the backrest. The support part 11 undertakes the core connection and load-bearing function. Its main body can be made of rigid engineering plastic or lightweight alloy plate, and is formed to fit the curved contour of the backrest side. It can be tightly connected to the internal frame of the backrest side through two conventional fixing methods: bolt fastening and snap-fit ​​connection. This ensures that the support component 100 can complete the rotation movement synchronously with the backrest without relative displacement. At the same time, it provides a stable installation base for the guide part 12, preventing the guide part 12 from shaking or deforming during subsequent adjustment. The guide part 12 is fixedly installed on the surface of the support part 11 facing the seat cushion. It is a guide structure that provides a moving path for the sliding part 22. Specifically, it can adopt two structural forms: a long strip guide groove and a smooth guide rail. The guide groove can be directly injection molded or machined on the support part 11. The inner wall is smoothed to reduce frictional resistance. The guide rail can be made of wear-resistant metal strips embedded on the surface of the support part 11. The whole extends along the arc trajectory of the backrest rotation to ensure that the sliding part 22 can move smoothly along the preset path without deviation or jamming.

[0026] The transmission component 200 is the core transmission part for transmitting power and realizing the rotation adjustment of the backrest. It is specifically divided into two structures: the transmission part 21 and the sliding part 22. It serves as a transition between the drive component 300 and the support component 100, converting the power of the drive component 300 into the linear or arc-shaped movement power of the sliding part 22. As the core component for power transmission, the transmission part 21 can adopt two common structures: a gear transmission rod and a flexible transmission belt. The gear transmission rod is made of wear-resistant alloy steel and has regular transmission teeth, which can accurately mesh and transmit torque, and has strong operational stability, making it suitable for high-precision adjustment scenarios. The flexible transmission belt is made of high-strength rubber composite material with an embedded fiber reinforcement layer. It has good flexibility and tensile strength, adapts to the transmission requirements of arc-shaped guide paths, and can effectively buffer vibrations during transmission. Both transmission structures can stably bear the power of the drive component 300 and drive the sliding part 22 to move synchronously. The sliding part 22 is fixedly installed at the end of the transmission part 21 or at a designated transmission position, forming a movable sliding fit with the guide part 12. The sliding part 22 can adopt two structures: a sliding slider adapted to the guide groove and a sliding roller adapted to the guide rail. The sliding slider is made of wear-resistant nylon material and its shape fits the inner cavity of the guide groove, so it can be directly embedded in the groove to achieve close sliding. The sliding roller adopts a metal wheel core with a wear-resistant rubber wheel ring, which rolls in contact with the guide rail, greatly reducing friction loss during sliding. Both sliding structures can move smoothly along the extension direction of the guide part 12, and then drive the support component 100 to generate displacement through the transmission part 21.

[0027] The drive assembly 300 is the core component that provides power to the entire adjustment device. Its output end is stably connected to the transmission part 21. Its core function is to provide continuous and controllable power to the transmission part 21, drive the sliding part 22 to complete directional movement along the guide part 12, and finally realize the angle adjustment of the backrest relative to the seat cushion. The drive assembly 300 can be equipped with either an electric drive motor 321 or a manual adjustment drive component 32. The electric drive motor 321 is a miniature DC geared motor, which is compact and easy to hide. It has stable output torque and connects to the transmission unit 21 through gear meshing and transmission coupling. After being powered on, it can achieve forward and reverse operation, precisely control the movement direction and stroke of the sliding part 22, and realize the electric stepless adjustment of the backrest angle. The manual adjustment drive component 32 adopts a structure of manual adjustment knob with a reduction gear set. The exposed part of the knob is treated with anti-slip treatment, which makes it easy for users to manually turn it. It transmits power by speeding up or slowing down through the internal gear set, which is suitable for seat scenarios without electric configuration. Both drive structures can stably drive the transmission unit 21 to operate, and the whole can be hidden in the gap between the support part 11 and the backrest side, without being exposed.

[0028] The seat adjustment device 1000 achieves its function through the cooperation of the aforementioned components. By integrating the support component 100, transmission component 200, and drive component 300 into the internal space of the backrest side, it forms an integrated, hidden adjustment structure, fundamentally avoiding the shortcomings of existing technologies. The entire device is completely attached to the backrest, eliminating the need for additional clearance holes or sliding grooves in the vehicle's interior trim. It also eliminates the need to place the drive component on the side of the vehicle body and penetrate the interior trim to connect to the backrest. During adjustment, the entire device rotates synchronously with the backrest relative to the seat cushion. The internal sliding part 22 and guide part 12 maintain a stable fit, achieving a fully hidden adjustment mechanism that preserves the overall aesthetics of the vehicle's interior. This simplifies the production and assembly of interior trim, reducing the technological difficulties associated with drilling. Furthermore, the use of wear-resistant, high-strength materials for each component ensures stability and durability during long-term adjustment, fully realizing the smooth adjustment function of the backrest angle.

[0029] In this embodiment, the seat adjustment device 1000, by employing a support assembly 100, a transmission assembly 200, and a drive assembly 300 integrated on the backrest side, solves the problems of exposed adjustment mechanisms damaging the aesthetics of the interior and the need for openings in the vehicle body interior parts in the prior art. Specifically, the support portion 11 of the support assembly 100 is connected to the backrest side, so that the seat adjustment device 1000 is installed entirely on the backrest side rather than the vehicle body side; the drive assembly 300 drives the sliding portion 22 of the transmission portion 21 to move along the guide portion 12 provided on the support portion 11, thereby causing the support portion 11 and the backrest to rotate relative to the seat cushion. Since the adjustment device moves with the backrest as a whole, there is no need to set the drive component 32 on the vehicle body side and connect it to the backrest through the interior parts as in the prior art, thus avoiding the need to open clearance holes or grooves on the vehicle body interior parts. This not only achieves a hidden arrangement of the adjustment mechanism, improving the overall aesthetics of the interior, but also simplifies the structure of the interior parts and reduces the difficulty of design and assembly.

[0030] Please see Figure 1 In one embodiment, the transmission assembly 200 includes two sliding portions 22 and two guide portions 12; the transmission portion 21 includes a first connecting rod 211, a second connecting rod 212 and a synchronizing rod 213; the synchronizing rod 213 is connected between the first connecting rod 211 and the second connecting rod 212. One of the two sliding parts 22 is located on the first link 211, and the other is located on the second link 212; the two sliding parts 22 are respectively slidably engaged with the two guide parts 12; the drive assembly 300 is connected to one of the synchronous rod 213, the first link 211, and the second link 212.

[0031] It should be noted that the transmission component 200 in this embodiment adopts a paired structure of double sliding parts 22 and double guide parts 12. Compared with the conventional setting of single sliding part 22 and single guide part 12, the transmission stability is further optimized. The two sliding parts 22 are respectively adapted to two independent guide parts 12, and the two form a symmetrical sliding fit relationship, providing guidance and support to the support component 100 from both sides synchronously, avoiding uneven force, offset and jamming problems that occur when sliding on one side. The sliding parts 22 can use wear-resistant adaptable materials, and can be selected from two types of structures: one-piece molded wear-resistant nylon sliders and metal rollers with rolling bearings. Both types of sliding parts 22 achieve a clearance-adaptive sliding fit with the corresponding guide parts 12. For example, the nylon slider slides in close contact with the inner cavity of the guide part 12 based on its own smooth outer wall, which is low in cost and easy to assemble; the metal roller replaces sliding friction with rolling friction, which has less friction loss and smoother operation. The two sliding parts 22 act independently and maintain path synchronization, moving directionally along the preset trajectory of the guide part 12 throughout the entire process, providing a stable displacement basis for the linkage transmission.

[0032] The transmission unit 21 is further subdivided into three main components: the first connecting rod 211, the second connecting rod 212, and the synchronizing rod 213. Together, they form a symmetrical linkage transmission structure. The first connecting rod 211, the second connecting rod 212, and the synchronizing rod 213 can all be made of high-strength lightweight alloy or thickened modified engineering plastic. The rods are rigidly reinforced to prevent bending deformation during transmission and ensure accurate power transmission. The first connecting rod 211 and the second connecting rod 212 are two symmetrically distributed transmission rods. They can be long straight rods or adaptable rod structures with a slight bend in the middle. One end of the rod is used to install the corresponding sliding part 22, and the other end is used to connect to the synchronizing rod 213, forming a symmetrical transmission arm on both sides, ensuring balanced force on both sliding parts 22. As a core linkage component, the synchronizing rod 213 is laterally connected between the corresponding ends of the first connecting rod 211 and the second connecting rod 212. It can adopt two structures: a fixed rigid connecting rod and a finely adjustable hinged connecting rod. The rigid synchronizing rod 213 is directly welded to the connecting rods on both sides or bolted to achieve synchronous transmission. The hinged synchronizing rod 213 is movably connected to the connecting rods on both sides through a pin shaft, which has the ability to self-adjust the small angle and can offset the transmission jam caused by assembly errors. Through the linkage effect of the synchronizing rod 213, the first connecting rod 211 and the second connecting rod 212 are kept running synchronously at the same speed and in the same direction, thereby driving the two sliding parts 22 to move synchronously along the guide part 12.

[0033] Two guide parts 12 correspond one-to-one with two sliding parts 22, symmetrically arranged at corresponding positions on the support part 11. The guide parts 12 serve as the moving track for the sliding parts 22 and can adopt two types of structures: concave long strip grooves or guide rails. The concave grooves are directly integrally machined on the surface of the support part 11 to form a wrap-around guide for the sliding parts 22 and prevent derailment. The convex guide rails can be embedded in the surface of the support part 11, with the protrusion height matching the installation gap of the sliding parts 22 to form an open guide path, making disassembly and maintenance more convenient. The extension trajectories of the two guide parts 12 are consistent and parallel to each other, strictly conforming to the rotation arc of the backrest relative to the seat cushion, ensuring that the paths are uniform when the sliding parts 22 on both sides move synchronously, and there will be no travel deviation.

[0034] The drive assembly 300's transmission connection end can flexibly select any one of the components—synchronizing rod 213, first connecting rod 211, or second connecting rod 212—to achieve power docking. This flexible and adaptable connection method allows for greater choice in the installation position of the drive assembly 300. Two connection methods can be selected: gear meshing transmission and pin shaft hinge transmission. Gear meshing transmission is suitable for scenarios where the output end of the drive assembly 300 has a transmission gear, offering high transmission accuracy and resistance to slippage. Pin shaft hinge transmission connects the output end of the drive assembly 300 to the corresponding connecting rod or synchronizing rod 213 via a movable pin, simplifying assembly and adapting to different installation spaces. The drive assembly 300 only needs to drive one of the core transmission components to drive the two connecting rods and sliding parts 22 synchronously through the linkage of the synchronizing rod 213, eliminating the need for separate drives on both sides and simplifying the power layout.

[0035] In this embodiment, by employing a dual sliding part 22, dual guide part 12, and a linkage synchronous transmission structure, the stability during backrest adjustment can be significantly improved, eliminating the wobbling and tilting problems that are prone to occur with single-sided transmission, and ensuring a smooth and uninterrupted backrest rotation. On the other hand, the synchronizing rod 213 enables the linkage and synchronization of the two-sided linkages, requiring only a single drive component 300 to complete the dual-sided transmission control. This simplifies the overall structure, reduces the number of parts, and lowers assembly complexity, while ensuring that the transmission strokes on both sides are completely consistent, improving adjustment accuracy. At the same time, the overall structure remains hidden, preserving the original interior aesthetics, and enhancing the overall load-bearing capacity and durability of the adjustment device, extending its service life.

[0036] Please see Figure 1 and Figure 2 In one embodiment, the transmission assembly 200 further includes a first fixing part 23 and a second fixing part 24 disposed on the seat cushion or the body of the vehicle; the first fixing part 23 is hinged to the first connecting rod 211; the second fixing part 24 is hinged to the second connecting rod 212; The drive component 300 is disposed in the first fixing part 23 or the second fixing part 24.

[0037] It should be noted that, in this embodiment, a first fixing part 23 and a second fixing part 24 are added to the original transmission component 200. The two fixing parts are independent fixed mounting bases, which undertake the fixed-point hinge function of the entire transmission linkage mechanism. They are the core fixed support points for realizing the relative rotation of the linkage and transmitting power. Both can be made of high-strength rigid materials, such as thickened die-cast aluminum alloy or modified reinforced nylon, which have sufficient structural rigidity to withstand the reciprocating torque and radial tension during the linkage transmission process. There will be no deformation or loosening or displacement under stress, thus ensuring the operational stability of the transmission mechanism from the source. The first fixing part 23 and the second fixing part 24 are separate independent structures, arranged separately and with mutually compatible installation positions. The first fixing part 23 can be fixedly installed on the upper frame of the seat cushion or on the interior mounting plate below the seat back on the vehicle body. Similarly, the second fixing part 24 can be installed on the frame on the other side of the seat cushion or on the interior panel symmetrical to the first fixing part 23 on the vehicle body. The two installation positions can be flexibly selected according to the overall vehicle seat layout and interior space. The fixing parts and the corresponding mounting carrier can be locked together by bolt fastening or pre-embedded buckle connection. Bolt connection is suitable for metal frame installation and has higher connection strength, while buckle connection is suitable for interior panel installation, making assembly more convenient and without damaging interior parts.

[0038] The first link 211 and the first fixed part 23 are connected by a hinge, and the second link 212 and the second fixed part 24 are also connected by a hinge. The hinge connection is different from the fixed connection, which allows the link to rotate in a directional circular motion around the fixed part, adapting to the link swing trajectory when the backrest rotates, and avoiding transmission jamming. The hinge structure here can adopt two conventional structures: pin hinge and bushing hinge. In the pin hinge, a hinge ear plate is reserved at the top of the first fixed part 23, and a hinge hole is opened at the corresponding end of the first connecting rod 211. A solid metal pin passes through the ear plate and the hole of the connecting rod to achieve a movable connection. The surface of the pin is smoothly polished to reduce rotational friction resistance. In the bushing hinge, a wear-resistant plastic bushing is embedded in the hinge end of the fixed part, and a matching rotating mandrel is set at the end of the connecting rod. The mandrel is embedded in the bushing to achieve rotational engagement. The bushing has self-lubricating properties and does not require additional lubricant. It can ensure smooth rotation even after long-term use. Both hinge methods can allow the connecting rod to swing freely around the fixed part without radial movement, ensuring the accuracy of the connecting rod transmission.

[0039] The drive component 300 is specifically set on the first fixing part 23 or the second fixing part 24, and is positioned and arranged by relying on the stable installation foundation of the fixing part, without the need for additional independent installation brackets, which further simplifies the overall structural layout of the device. The drive assembly 300 can be installed in two ways depending on the structure of the fixing part: embedded installation and external fitting installation. Embedded installation involves reserving a mounting cavity inside the first fixing part 23 or the second fixing part 24 to fit the shape of the drive assembly 300, and embedding the drive assembly 300 entirely into the cavity, completely hiding it from view. External fitting installation involves fixing the drive assembly 300 to the outer wall of the first fixing part 23 facing the first connecting rod 211 or the outer wall of the second fixing part 24 facing the second connecting rod 212 with fastening bolts. This method is more convenient for assembly and subsequent inspection and maintenance. After the drive assembly 300 is installed on the first fixing part 23 or the second fixing part 24, its power output end directly connects with the corresponding connecting rod to achieve transmission. The rigid support of the first fixing part 23 or the second fixing part 24 prevents the drive assembly 300 from shaking during operation, ensuring stable power output and preventing transmission efficiency from being affected by loose installation.

[0040] In this embodiment, by adding two fixed-point fixing parts and a hinged linkage structure, and integrating the drive assembly 300 into the fixing parts, the stability and synchronization during backrest adjustment can be further improved. Furthermore, the fixing parts can be flexibly adapted to seat cushions or vehicle body installation, enhancing the overall adaptability of the adjustment device. It can accommodate different vehicle models and seat layouts, making it more versatile. Simultaneously, the drive assembly 300 is mounted on the fixing parts, eliminating the need for additional bracket structures, simplifying the overall number of parts, reducing assembly difficulty and production costs. The entire mechanism remains concealed, preserving the overall aesthetics of the vehicle interior, while also improving the overall rigidity of the transmission mechanism and extending the device's service life.

[0041] Please see Figure 1 and Figure 2 In one embodiment, the drive assembly 300 includes a support frame 31 and a drive member 32 disposed on the support frame 31, and a first connection hole 311 is provided on the support frame 31. A second connecting hole 231 is provided on the first fixing part 23; The seat adjustment device 1000 also includes a first fastener 400, which passes through the first connecting hole 311 and the second connecting hole 231 to fix the support frame 31 to the first fixing part 23.

[0042] It should be noted that the drive assembly 300 in this embodiment adopts a split modular structure, mainly composed of a support frame 31 and a drive component 32. This abandons the conventional method of directly exposing the drive component 32, instead using the support frame 31 to support and position the drive component 32. This results in a more regular overall structure and significantly improved installation stability. The support frame 31, as the dedicated mounting carrier for the drive component 32, is made of a high-rigidity, pressure-resistant material. It can be made of either die-cast aluminum alloy or thickened reinforced fiberglass nylon. Aluminum alloy has strong load-bearing capacity and excellent deformation resistance, making it suitable for long-term resistance to vibrations generated by the operation of the drive component 32. Fiberglass nylon is lightweight, has good insulation, and is easy to mold in one piece, making it suitable for narrow installation spaces. The support frame 31 can be configured as a plate structure that fits against the outer wall of the first fixing part 23, or as an enclosed frame structure. The plate structure occupies less space and is flexible in assembly, while the frame structure provides semi-enclosed protection for the drive component 32, preventing internal dust accumulation or external impacts, thus providing comprehensive protection for the normal operation of the drive component 32. The drive component 32 is securely installed on the preset mounting position of the support frame 31. The two can be fixed by bolt locking or snap-fit. Bolt locking has high connection strength and is suitable for fixing high-power drive components 32. Snap-fit ​​does not require additional fasteners and has higher assembly efficiency. After installation, the drive component 32 and the support frame 31 form an integrated module and will not loosen or shift, ensuring the position accuracy of the power output end.

[0043] The first connecting hole 311 on the support frame 31 is a through hole structure, which is the core mating structure for realizing the docking and locking of the support frame 31 and the first fixing part 23. The first connecting hole 311 can adopt two structural forms: a circular smooth hole and a threaded bottom hole. The circular smooth hole facilitates the smooth insertion of fasteners and is compatible with various general fasteners. The inner wall of the threaded bottom hole has regular internal threads, which can directly mate with fasteners with external threads, making the connection tighter and preventing loosening. The number of first connecting holes 311 can be set as a single or multiple symmetrically distributed holes according to the actual structure of the support frame 31. The use of multiple sets of holes can further improve the torsional resistance after connection and prevent the support frame 31 from deflecting after being subjected to force. The second connecting hole 231 on the first fixing part 23 corresponds to and matches the first connecting hole 311. The axes of the two holes coincide, forming a coaxial through channel. The second connecting hole 231 can also be adapted to be configured as a smooth through hole or a threaded through hole. The smooth through hole is suitable for smooth rod fasteners and can be used with a washer. The threaded through hole can directly engage with threaded fasteners without the need for an additional nut, simplifying the assembly process. The second connecting hole 231 and the first fixing part 23 are integrally formed and processed. The edge of the hole wall can be rounded to avoid stress concentration that could cause the fixing part to crack, thus ensuring the structural strength of the connection part.

[0044] The first fastener 400, which is equipped with the seat adjustment device 1000, is the core component for achieving a detachable and fixed connection between the support frame 31 and the first fixing part 23. It is made of high-strength and wear-resistant metal materials, such as stainless steel and quenched carbon steel. Stainless steel is corrosion-resistant and does not easily rust, making it suitable for the humid and complex environment inside the vehicle. Quenched carbon steel has high hardness and high tensile strength, and can withstand the tensile force caused by long-term transmission vibration. The first fastener 400 can be made of two structures: a bolt and nut combination or a self-locking screw. The bolt and nut combination is suitable for the scenario of connecting the light distribution hole, with a firm connection and strong detachability, which facilitates the later maintenance and disassembly of the device. The self-locking screw has a built-in anti-loosening thread structure, which can be directly inserted into the first connecting hole 311 and the second connecting hole 231 to complete the locking without the need for an additional nut, making the assembly faster and effectively preventing the fastener from loosening due to vehicle vibration. After the first fastener 400 is installed, the support frame 31 is firmly fixed to the first fixing part 23, realizing a rigid connection between the drive component 300 and the first fixing part 23, so that the power of the drive component 32 can be transmitted to the transmission component without loss.

[0045] In this embodiment, on the one hand, the modular installation method of the drive component 300 significantly reduces the assembly difficulty. It eliminates the need for complex positioning procedures; simply aligning the connection holes and inserting the fasteners completes the fixation, improving the overall vehicle assembly efficiency. At the same time, the detachable structure facilitates the separate inspection or replacement of the drive component 300 in the future without disassembling the entire transmission mechanism, thus reducing maintenance costs. On the other hand, the overall connection structure is compact and small, and can be completely hidden in the gap between the backrest and the seat cushion, maintaining the fully concealed arrangement of the adjustment device without compromising the interior aesthetics. It also enhances the vibration resistance of the drive component 300 after installation, adapting to the complex operating conditions during vehicle operation.

[0046] Please see Figure 1 and Figure 2 In one embodiment, the driving component 32 includes a driving motor 321, a transmission screw 322, and a driving nut; the driving motor 321 is mounted on the support frame 31; one end of the transmission screw 322 is connected to the output shaft of the driving motor 321, the driving nut is threadedly connected to the transmission screw 322, and the driving nut is fixedly connected to the first connecting rod 211; the driving motor 321 is used to drive the transmission screw 322 to rotate, so as to drive the first connecting rod 211 to move.

[0047] It should be noted that the drive component 32 in this embodiment adopts a lead screw and nut pair transmission structure. The whole is composed of three core components: drive motor 321, transmission lead screw 322, and drive nut, which are sequentially connected. It is a transmission structure that converts rotational power into linear reciprocating power. The entire set of components is positioned and installed by relying on the support frame 31. It operates stably and has low transmission loss. It can accurately control the movement of the first connecting rod 211, thereby achieving smooth adjustment of the backrest angle. The drive motor 321, serving as the power source for the entire drive unit 32, is fixedly installed on the preset mounting position of the support frame 31. It can be either a miniature DC geared motor or a brushless servo motor. The miniature DC geared motor is compact, has stable torque output, and is moderately priced, making it suitable for the adjustment power requirements of conventional seats. After installation, it occupies little space and is easy to conceal. The brushless servo motor offers higher control precision and faster start / stop response, enabling precise forward and reverse control of the transmission screw 322. It is suitable for stepless adjustment scenarios in high-end seats. The drive motor 321 can be fixed to the support frame 31 by bolts or snap-fit ​​installation. A flexible buffer pad can also be added between the motor body and the support frame 31 to offset the vibration generated during motor operation, preventing vibration from being transmitted to the connecting rod and backrest, thus affecting the user experience. The motor output shaft and the transmission screw 322 are coaxially connected, ensuring that power transmission is unbiased and without deviation.

[0048] The transmission screw 322 has a slender rod-shaped structure. The outer surface of the rod body is machined with continuous and regular external threads. The end of the transmission screw 322 away from the drive motor 321 can be suspended and supported by a bushing and bearing seat to avoid radial wobble when the screw rotates and ensure the coaxiality of rotation.

[0049] The drive nut and the transmission screw 322 are engaged by threads. The outer wall of the drive nut is fixedly connected to the first connecting rod 211. The connection can be made by welding or bolting. Welding provides extremely high strength and is suitable for metal connecting rods, preventing relative displacement between the nut and the connecting rod during transmission. Bolting provides a detachable connection, facilitating the disassembly and replacement of parts and is suitable for connecting rods made of engineering plastics or alloys. When the drive motor 321 drives the transmission screw 322 to rotate in the forward or reverse direction, the drive nut is engaged by the threads and moves in a directional linear reciprocating motion along the axis of the transmission screw 322. This synchronously pulls or pushes the first connecting rod 211 to swing around the first fixed part 23, achieving smooth and controllable movement of the connecting rod.

[0050] In this embodiment, the lead screw and nut pair is a rigid transmission structure with extremely small transmission clearance, which can precisely control the swing amplitude of the first connecting rod 211, thereby achieving fine adjustment of the backrest angle and avoiding problems such as adjustment jamming and travel deviation, thus improving the comfort of seat use. Compared with transmission structures such as gears and belts, the self-locking performance of the lead screw and nut transmission is more stable. After the backrest is adjusted to the target angle, it can automatically lock the position without the need for an additional locking mechanism, simplifying the overall device structure. In addition, the entire drive unit 32 has a compact structure and is completely hidden inside the seat after being installed on the support frame 31, without being exposed and affecting the interior aesthetics. Moreover, the transmission process has low noise, smooth operation, strong resistance to vehicle driving vibration interference, high reliability in long-term use, and can also ensure power transmission efficiency, reduce energy consumption, and adapt to the adjustment needs of various passenger car seats.

[0051] Please see Figure 1 In one embodiment, the transmission assembly 200 further includes a hinge rod; the first connecting rod 211 includes a first connecting segment 2111 and a second connecting segment 2112 connected at an angle to the first connecting segment 2111, and a first hinge hole 2113 is provided at the connection between the first connecting segment 2111 and the second connecting segment 2112; a sliding part 22 is provided at the end of the first connecting segment 2111 away from the first hinge hole 2113, and the end of the second connecting segment 2112 away from the first hinge hole 2113 is drively connected to the drive assembly 300; The first fixing part 23 is provided with a second hinge hole, and the hinge rod passes through the first hinge hole 2113 and the second hinge hole. One end of the synchronizing rod 213 is connected to the first connecting segment 2111 or the second connecting segment 2112, and the other end of the synchronizing rod 213 is connected to the second connecting rod 212.

[0052] It should be noted that in this embodiment, a hinge rod is added to the transmission assembly 200 as a core shaft component to realize the hinged engagement between the first connecting rod 211 and the first fixed part 23. This hinge rod acts as the pivot point for the connecting rod's rotation, ensuring that the first connecting rod 211 can smoothly oscillate around the first fixed part 23, preventing offset or jamming during transmission. The hinge rod is made of high-strength, wear-resistant metal material, and can be made of either hardened stainless steel or hard alloy steel. The hinge rod is a slender cylindrical rod, with limiting structures such as limiting flanges and snap-fit ​​grooves at both ends. The limiting flanges are integrally formed at both ends of the hinge rod to prevent axial movement after the hinge rod is inserted. The snap-fit ​​grooves are adapted to be installed with elastic snap springs, achieving detachable limiting for easy disassembly and maintenance, and comprehensively ensuring the stability of the hinged engagement.

[0053] The first connecting rod 211 adopts a non-linear segmented molding structure, consisting of a first connecting segment 2111 and a second connecting segment 2112. The two segments are connected at a fixed angle in an integrated manner, rather than being a straight extension design. This bent structure can cleverly adapt to the narrow installation space between the backrest and the seat cushion, while optimizing the transmission force angle and improving power transmission efficiency. The first connecting rod 211 can be made of lightweight alloy profile or engineering plastic through integrated injection molding, suitable for heavy-duty scenarios. The included angle between the two segments is an obtuse angle or a right angle that adapts to the transmission trajectory, specifically matched according to the seat's rotation arc. A first hinge hole 2113 is provided at the connection point.

[0054] A sliding part 22 is fixedly provided at the end of the first connecting segment 2111 away from the first hinge hole 2113. This end and the sliding part 22 are connected by two methods: integral molding and detachable locking. The integral molding structure has no connection gap, the force is evenly distributed, and there will be no loosening. The detachable locking method makes it easy to replace the sliding part 22 separately and adapt to different types of guide parts 12 to meet the requirements. The sliding part 22 slides along the corresponding guide part 12 to provide sliding guide support for one end of the first connecting rod 211. The end of the second connecting section 2112 furthest from the first hinge hole 2113 is connected to the drive assembly 300 for transmission. The connection end can be equipped with two connection structures: a transmission ear plate and a threaded connection seat. The transmission ear plate is hinged to the drive nut through a pin, which is adapted to the linear transmission trajectory of the lead screw nut. The threaded connection seat is directly locked to the output end of the drive assembly 300, making the power transmission more direct. Through the two-stage angular layout, the sliding action of the sliding part 22, the power input of the drive assembly 300, and the fulcrum rotation of the hinge rod are perfectly combined to achieve the smooth swing of the first connecting rod 211.

[0055] The second hinge hole on the first fixed part 23 corresponds one-to-one with the first hinge hole 2113 of the first connecting rod 211 and is coaxially connected to form a complete hinge channel for the hinge rod to pass through. The second hinge hole is also a through-hole, and the hole position accuracy is consistent with that of the first hinge hole 2113. The structure of the second hinge hole 2113 is compatible with that of the first hinge hole 2113. The hinge rod passes through the second hinge hole and the first hinge hole 2113 in sequence, and the first connecting rod 211 is movably hinged to the first fixed part 23. This allows the first connecting rod 211 to swing freely, while also limiting the swing trajectory, so that the movement of the connecting rod is completely in line with the backrest adjustment requirements and there will be no misalignment or shaking.

[0056] The two ends of the synchronizing rod 213 are respectively connected to the first connecting rod 211 and the second connecting rod 212 to realize the synchronous linkage of the connecting rods on both sides. The end of the synchronizing rod 213 near the first connecting rod 211 can be fixedly connected to either the outer wall of the first connecting section 2111 or the outer wall of the second connecting section 2112. The connection position is optimized according to the center of gravity of the overall transmission force. The connection method adopts three conventional forms: welding, bolt fastening, and plug-in locking to ensure a firm and gapless connection. The other end of the synchronizing rod 213 is fixedly connected to the corresponding position of the second connecting rod 212. Through the rigid linkage of the synchronizing rod 213, the swinging motion of the first connecting rod 211 is synchronously transmitted to the second connecting rod 212, causing the second connecting rod 212 to swing synchronously around the second fixed part 24. This causes the sliding parts 22 on both sides to move synchronously along the corresponding guide parts 12, ensuring that the transmission stroke on both sides is completely consistent and eliminating the problem of lag or deviation on one side.

[0057] In this embodiment, the bent and segmented first link 211 maximizes the use of the limited space inside the seat, avoids interference with the seat cushion and backrest frame, and achieves a fully concealed and compact arrangement of the adjustment device without occupying extra space inside the vehicle. Furthermore, the flexible selectability of the connection position of the synchronizing rod 213 improves the assembly adaptability of the transmission component 200. The layout can be finely adjusted according to different seat structures. The overall structure is simple and compact, the parts are easy to process, the assembly efficiency is high, and the transmission force angle can be optimized to reduce power loss, improve the transmission efficiency and durability of the entire adjustment device, and maintain the aesthetics of the interior.

[0058] Please see Figure 1 and Figure 2 In one embodiment, the sliding part 22 is a slider, and the guide part 12 is a guide groove formed on the support part 11; At least part of the slider is embedded in the guide groove and can slide relative to the support 11 along the extension direction of the guide groove.

[0059] It should be noted that the sliding part 22 specifically adopts a slider structure. The slider can be made of an integral wear-resistant engineering plastic block or a metal core block with plastic outer coating. It has good wear resistance and structural strength, can withstand the extrusion and friction during transmission, and is not prone to wear and deformation. The outline of the slider is adapted to the internal space of the guide groove. It can be set as a cuboid block or a block structure with rounded transitions at the ends to ensure that it will not get stuck with the groove during movement.

[0060] The guide section 12 is specifically a guide groove directly formed on the support section 11. This guide groove can be formed on the surface of the support section 11 in the form of a through groove or a semi-enclosed recessed groove, and the groove extends along the movement trajectory of the backrest rotation. The guide groove and the support section 11 are integrally formed structures, which can be directly formed by injection molding or by machining. The overall structure is stable and will not crack or deform under long-term stress.

[0061] At least a portion of the slider is embedded in the guide groove, and the slider is assembled and positioned with the support 11 by means of the embedded fit. The two form a clearance fit, which ensures smooth sliding and prevents the slider from falling out of the guide groove. The slider can smoothly slide back and forth relative to the support 11 along the extension direction set by the guide groove, so that when the transmission component 200 moves, it can stably drive the support 11 and the backrest to complete the angle adjustment.

[0062] In this embodiment, the embedded sliding fit between the slider and the guide groove is adopted. The structure is simple and reliable, easy to assemble, and the sliding fit is tight and not easy to derail, which can ensure the stability of the movement path. At the same time, the overall sliding structure is hidden inside the support part 11, which is not exposed and does not occupy extra space, further ensuring the integrity and aesthetics of the interior. Moreover, the sliding friction form distributes the force evenly, runs smoothly and is not prone to abnormal noise, and improves the user experience of seat adjustment.

[0063] Please see Figure 2 In one embodiment, the support assembly 100, the transmission assembly 200, and the drive assembly 300 are all located on the back side of the backrest and housed in the mounting space between the backrest and the vehicle body.

[0064] It should be noted that the support assembly 100, transmission assembly 200, and drive assembly 300 are all arranged on the side of the backrest facing the vehicle body, that is, the back side area of ​​the backrest. In other words, none of the components of the seat adjustment device 1000 protrude towards the passenger side of the backrest, nor are they exposed within the passenger's field of vision. These components are housed within the installation space naturally formed between the outer surface of the backrest and the interior surface of the vehicle body, making full use of the unused gap between the seat and the vehicle body, without occupying separate passenger space or interior storage space.

[0065] The installation space is a naturally formed enclosed or semi-enclosed area between the seat and the vehicle body. It is completely concealed, does not come into contact with the occupants, and does not affect the normal activity space inside the vehicle. The various components are arranged in a staggered manner within this space without interfering with each other, nor with the internal frame of the seat cushion and backrest, or the interior trim panels. They can smoothly complete the angle adjustment along with the backrest.

[0066] In this embodiment, the overall concealed arrangement makes the entire adjustment device completely hidden, which not only does not damage the overall appearance of the vehicle interior, but also eliminates the need to open clearance holes, mounting holes or movement grooves on the vehicle interior parts, simplifying the structure and assembly process of the interior parts.

[0067] The present invention also provides a seat, including a seat cushion, a backrest, and a seat adjustment device 1000. The specific structure of the seat adjustment device 1000 is as described in the above embodiments. Since this seat adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here. The backrest and seat cushion are hinged; the support portion 11 is connected to the back side of the backrest.

[0068] It should be noted that the backrest and seat cushion are connected by a hinge. The backrest can rotate and adjust relative to the seat cushion at multiple angles with the hinge point as the axis. The hinge part adopts a wear-resistant mating structure to ensure smooth rotation without jamming over a long period of time, avoiding problems such as shaking or abnormal noise. The support part 11 of the seat adjustment device 1000 is firmly connected to the back side of the backrest, and the two remain relatively fixed. The support part 11 provides a stable mounting base for the entire adjustment device without encroaching on the filling space on the sitting side of the backrest, and does not affect the normal sitting comfort of the seat.

[0069] The present invention also provides a vehicle including the seat described above. The specific structure of the seat is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here. It should be noted that the vehicle includes, but is not limited to, various motor vehicles equipped with this seat, such as passenger cars (sedans, SUVs, MPVs, crossovers, etc.) and commercial vehicles, and does not limit the specific model, brand, or power type (fuel, hybrid, pure electric, etc.).

[0070] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A seat adjustment device for a vehicle seat, the seat comprising a backrest and a seat cushion hinged to the backrest, characterized in that, The seat adjustment device includes: A support assembly, comprising a support portion and a guide portion, wherein the support portion is used to connect to the back side of the backrest, and the guide portion is disposed on the support portion; A transmission assembly, comprising a transmission part and a sliding part, wherein the sliding part is disposed on the transmission part and slidably engaged with the guide part; and A drive assembly, which is connected to the transmission part, is used to drive the sliding part to move along the guide part, so as to drive the support part and the backrest to rotate relative to the seat cushion.

2. The seat adjustment device as described in claim 1, characterized in that, The transmission assembly includes two sliding parts and two guide parts; the transmission part includes a first connecting rod, a second connecting rod, and a synchronizing rod; the synchronizing rod connects the first connecting rod and the second connecting rod. One of the two sliding parts is located on the first connecting rod, and the other is located on the second connecting rod; the two sliding parts are respectively slidably engaged with the two guide parts; the drive assembly is drively connected to one of the synchronizing rod, the first connecting rod, and the second connecting rod.

3. The seat adjustment device as described in claim 2, characterized in that, The transmission assembly further includes a first fixing part and a second fixing part disposed on the seat cushion or the body of the vehicle; the first fixing part is hinged to the first connecting rod; the second fixing part is hinged to the second connecting rod. The driving component is located on the first fixing part or the second fixing part.

4. The seat adjustment device as described in claim 3, characterized in that, The drive assembly includes a support frame and a drive component disposed on the support frame. The support frame has a first connection hole; the first fixing part has a second connection hole. The seat adjustment device further includes a first fastener, which passes through the first connecting hole and the second connecting hole to fix the support frame to the first fixing part.

5. The seat adjustment device as described in claim 4, characterized in that, The driving component includes a drive motor, a transmission screw, and a drive nut; the drive motor is mounted on the support frame; one end of the transmission screw is connected to the output shaft of the drive motor, the drive nut is threaded to the transmission screw and fixedly connected to the first connecting rod, and the drive motor is used to drive the transmission screw to rotate, thereby driving the first connecting rod to move.

6. The seat adjustment device as described in claim 3, characterized in that, The transmission assembly further includes a hinge rod; the first connecting rod includes a first connecting segment and a second connecting segment connected at an angle to the first connecting segment, and a first hinge hole is provided at the connection between the first connecting segment and the second connecting segment; the sliding part is provided at the end of the first connecting segment away from the first hinge hole, and the drive assembly is driven at the end of the second connecting segment away from the first hinge hole; The first fixing part is provided with a second hinge hole, and the hinge rod passes through the first hinge hole and the second hinge hole; One end of the synchronizing rod is connected to the first connecting segment or the second connecting segment, and the other end of the synchronizing rod is connected to the second connecting rod.

7. The seat adjustment device as described in any one of claims 1 to 6, characterized in that, The sliding part is a slider, and the guiding part is a guide groove formed on the supporting part; The slider is at least partially embedded in the guide groove and is able to slide relative to the support portion along the extension direction of the guide groove.

8. The seat adjustment device as described in any one of claims 1 to 6, characterized in that, The support assembly, transmission assembly, and drive assembly are all located on the back side of the backrest and housed within the mounting space between the backrest and the vehicle body.

9. A type of seat, characterized in that, include: cushion; Backrest, which is hinged to the seat cushion; as well as The seat adjustment device as described in any one of claims 1 to 8, wherein the support portion is connected to the back side of the backrest.

10. A vehicle, characterized in that, Includes the seat as described in claim 9.

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