Lift handrail and seat

Abstract

The application provides a lifting handrail and seat, which comprises a handrail seat connected with a seat body, a lifting part provided on the handrail seat and capable of being in a lifting state and a staying state, a clutching device provided between the handrail seat and the lifting part, a pull line control part movably provided on the lifting part, an active pull line connected with the pull line control part at one end of the clutching device and a driven pull line connected with the other end of the clutching device; when the lifting part is in the lifting state, the clutching device is separated, and the active pull line is disconnected with the driven pull line; when the lifting part is in the staying state, the clutching device is combined, the active pull line is connected with the driven pull line, the pull line control part can drive the clutching device to lift through the active pull line, and then drives the driven pull line to move; the seat further comprises a bottom plate, the driven pull line extends from below the handrail seat to the bottom plate and is connected with a movement control mechanism in the bottom plate; the whole pull line is disconnected and connected through the clutching device in the scheme, the active pull line moves with the handrail in the separation state, and the driven pull line remains stationary, so that the length change of the exposed pull line is avoided.

Description

Technical Field

[0001] This invention relates to the field of furniture, and in particular to a height-adjustable armrest and seat. Background Technology

[0002] The chassis is the core component of seat movement. Various adjustment mechanisms such as backrest tilt, seat sliding, and gas spring height adjustment are all integrated on the chassis. Currently, the control methods for various adjustment mechanisms on the chassis are mainly divided into two categories: pull-out control and cable control.

[0003] Traditional pull-out rod control schemes, while simple in structure and low in cost, have significant limitations: First, the pull-out rod must be directly mounted on the chassis, occupying valuable internal space and hindering chassis miniaturization, indirectly increasing production costs and the complexity of the motion mechanism; second, its operating position is usually located under the seat cushion, requiring users to bend over to reach it, resulting in a poor user experience. While cable control schemes can solve these problems to some extent, they still have significant drawbacks in practical applications:

[0004] The solution with the switch located at the bottom of the seat: Although it achieves wired control, the switch is hidden and inconspicuous. Users still need to bend over and fumble to find and operate the switch when sitting upright. This not only wastes time, but also makes it easy to accidentally touch other function keys due to blind spots, resulting in insufficient ease of operation.

[0005] The solution located on the armrest integrates the control switch into the armrest, making it prominently positioned and within the user's natural hand movement range, allowing for intuitive and accurate operation. However, when the pull cable on the armrest needs to connect to the chassis below, the cable will be exposed. To accommodate the armrest's height adjustment, the exposed cable needs to be of sufficient length to avoid breakage. This results in varying lengths of exposed cable at different armrest heights, which not only detracts from the overall aesthetics of the seat but may also cause safety hazards and affect the cable's lifespan due to tangling and hooking issues.

[0006] To address the issue of exposed guy cables, some existing technologies employ additional hollow housings to accommodate them. This additional structure not only increases component costs and assembly processes, but more importantly, it is bulky and cannot be adapted to current chassis designs that prioritize lightweight and miniaturization. For smaller chassis, guy cables often have to hang out, making it difficult to perfectly resolve the problems associated with exposed guy cables.

[0007] In summary, how to solve the problem of changes in the exposed length of the pull cable caused by the lifting of the armrest while ensuring the miniaturization and low cost of the chassis is a technical problem that urgently needs to be solved in the field of seating chassis technology. Summary of the Invention

[0008] To address the aforementioned technical problems, this invention provides a height-adjustable armrest, including an armrest seat connected to a seat body. The armrest seat has a height-adjustable lifting component capable of both lifting and stationary states. A clutch device is provided between the armrest seat and the lifting component. A pull-cable control component is movably mounted on the lifting component. One end of the clutch device is connected to the pull-cable control component via an active pull-cable, and the other end is connected to a driven pull-cable. When the lifting component is in the lifting state, the clutch device disengages, and the active and driven pull-cables are disengaged and linked. When the lifting component is in the stationary state, the clutch device engages, and the active and driven pull-cables are linked. The pull-cable control component can drive the clutch device to lift and lower via the active pull-cable, thereby driving the driven pull-cable to move. This solution disconnects the traditional single pull-cable and connects it via a clutch device. In the disengaged state, the active pull-cable moves with the armrest's lifting and lowering motion, while the driven pull-cable remains stationary, preventing changes in the exposed pull-cable length. In the engaged state, the pull-cable function is fully realized. The state of the clutch device corresponds to the state of the lifting component, eliminating the need for additional control components.

[0009] Furthermore, a seat is provided, which also includes a chassis, with a driven cable extending from below the armrest seat into the chassis and connecting to a motion control mechanism in the chassis.

[0010] The technical solution of this invention is implemented as follows:

[0011] A height-adjustable armrest includes an armrest seat for connecting to a seat body. The armrest seat is provided with a height-adjustable lifting component. The lifting component has a height-adjustable state and a stationary state. In the height-adjustable state, the lifting component can move up and down on the armrest seat. In the stationary state, the lifting component can stay at the position after the height-adjustment.

[0012] A clutch device is also provided between the armrest seat and the lifting component. A pull cable control component is movably provided on the lifting component. An active pull cable is provided between the end of the clutch device near the pull cable control component and the pull cable control component, and a driven pull cable is provided at the other end of the clutch device.

[0013] The clutch device has an engaged state and an disengaged state:

[0014] When the lifting component is in the lifting state, the clutch device is in the disengaged state, and the active pull cable and the driven pull cable are disconnected from each other.

[0015] When the lifting component is in a stationary state, the clutch device is in an engaged state. In the engaged state, the active pull cable and the driven pull cable are linked. The movement of the pull cable control component can drive the clutch device to rise and fall through the active pull cable, thereby driving the driven pull cable to move.

[0016] Existing handrail designs use a single cable that runs from the handrail's control unit to the chassis. When the handrail rises or falls, the cable must move with it, leading to the aforementioned issue of varying exposed cable length. This new design disconnects the cable and connects it via a clutch mechanism. When the clutch is disengaged, the upper cable (active cable) moves with the handrail's movement, while the lower cable (passive cable) remains stationary. The exposed cable is part of the lower cable, so in the disengaged state, the handrail's movement does not affect the lower cable, thus preventing changes in its length. When the cable needs to be engaged, simply switch the clutch back to engaged mode to link the active and passive cables. Operating the control unit moves the active cable, which in turn moves the clutch, which in turn engages the passive cable.

[0017] Secondly, the state of the clutch device corresponds to the state of the lifting component, eliminating the need for additional components to control the switching of the clutch device's state. When the handrail is raised or lowered, the lifting component switches to the raising state, and at the same time, the clutch device switches to the disengaged state, disengaging the active and driven pull cables. The raising or lowering of the lifting component will not affect the driven pull cable. Once the lifting component returns to the stationary state, the clutch device also re-engages, re-engaging the active and driven pull cables. This ensures the normal use of the pull cable function while resolving the conflict between raising and lowering the handrail and maintaining the same length of the exposed pull cable.

[0018] Preferably, the handrail seat includes a vertically arranged first sleeve, and the lifting component includes a vertically arranged second sleeve, which is fitted onto the first sleeve. The clutch device is located in the first sleeve. The lifting arrangement of the lifting component and the handrail seat is a sleeve telescopic type, which on the one hand achieves stable lifting of the lifting component, and on the other hand facilitates reserving sufficient installation space inside the sleeve for installing the clutch device and the state switching device.

[0019] Preferably, the lifting mechanism also includes a handrail, which is connected to the upper end of the second sleeve. A cable control component is rotatably mounted on the handrail. A pulley is installed inside the handrail, and the active cable extends from the cable control component, passes through the pulley, and connects to the active component. The handrail supports the user's arm, and the cable control component is mounted on it, facilitating direct and quick operation. The pulley tensions the active cable and changes its direction without increasing resistance, ensuring smooth transmission.

[0020] Preferably, the clutch device includes a driving element and a driven element. The driving cable is connected to the driving element, and the driven cable is connected to the driven element. The driving element is slidably disposed within the lifting element, and the driven element is slidably disposed within the handrail seat. When the clutch device is in the disengaged state, the driving element and the driven element are separated, and the driving element can rise and fall relative to the driven element as the lifting element rises and falls. When the clutch device is in the engaged state, the driving element and the driven element are relatively stationary together, and the rising and falling of the driving element can drive the driven element to rise and fall together. The function of the clutch device is mainly realized by two components, the driving element and the driven element, which can both separate and engage. The structure is intuitive and simple. When engaged, the clutch device becomes a single moving component for linkage with the cable. When disengaged, the clutch device breaks into two independent components, preventing the movement of the driving cable during the lifting element's movement from affecting the driven cable.

[0021] Preferably, a state switching device is also provided between the lifting component and the handrail seat. The clutch device is mounted on the state switching device, which is configured to simultaneously switch the states of the lifting component and the clutch device. The state switching between the lifting component and the handrail seat is achieved by the state switching device, and the state switching of the clutch device is also achieved by the state switching device. This solution achieves a dual control effect with a single state switching device, reflecting the integrity of the lifting handrail, its compact structure, and the close cooperation and connection between its components.

[0022] Preferably, the state switching device is a stepless adjustment device or a multi-level adjustment device. Both stepless adjustment devices and multi-level adjustment devices can realize the lifting of the lifting component on the lifting seat and the stopping at different heights after lifting. Similarly, since the driving component also needs to lift together with the lifting component, it also needs to be able to connect with the driven component after lifting to different heights. This connection can also be stepless or leveled.

[0023] Preferably, the state switching device includes a state switching component movably connected to the lifting component, which switches the lifting component between a lifting state and a stationary state. An active component is mounted on the state switching component; when the state switching component moves relative to the lifting component, it drives the active component to move as well. The active component also slides with the state switching component; when the cable control component moves, the active cable drives the active component to slide relative to the state switching component. The state switching component plays a major role in the state switching device, and its movement enables the state switching of the lifting component and the clutch device. The state switching of the clutch device is indirectly achieved by the state switching device: the active component is mounted on the state switching component and moves with the state control component, causing the active component and the state control component to move in tandem. When the state switching component switches the state of the lifting component, the movement of the active component causes the separation or engagement of the active component and the driven component, thereby achieving the state switching of the clutch device. Furthermore, the active component also slides independently on the state switching component; when the active component slides relative to the state switching component, it can independently control the cable operation independently of the lifting component and the state switching device.

[0024] Preferably, the state switching device also includes a lifting base fixedly connected to the armrest seat. The lifting base has a vertically extending driven groove, in which the driven member slides vertically. The driven groove extends through the lifting base so that the driving member can selectively connect with the driven member via the driven groove. Further explaining the functional implementation of the state switching device, the lifting base, together with the state switching member, achieves state switching. The separation or engagement of the two directly affects whether the lifting member is in a lifting or stationary state. This also further explains the arrangement of the driven member in the clutch device, and how the driving member can selectively engage or disengage with the driven member via the driven groove. Furthermore, in the vertical direction, the length of the driven groove is greater than the length of the driven member.

[0025] Preferably, a first gearing structure is provided between the state switching component and the lifting base. This first gearing structure includes a first gearing block and a first gearing groove respectively disposed on the state switching component and the lifting base, with the first gearing block and the first gearing groove selectively engaging. A second gearing structure is provided between the driving component and the driven component. This second gearing structure includes a second gearing block and a second gearing groove respectively disposed on the driving component and the driven component, with the second gearing block and the second gearing groove selectively engaging. The movement of the state switching component simultaneously controls the engagement and disengagement of the first and second gearing structures. When the first gearing block engages with the first gearing groove, the lifting component is in a stationary state, and the second gearing block and the second gearing groove are also engaged, with the clutch device in an engaged state. When the first gearing block disengages from the first gearing groove, the lifting component is in a lifting state, and the second gearing block and the second gearing groove are also disengaged, with the clutch device disengaged. This further explains the structure that achieves selective engagement and disengagement between the state switching component and the lifting base, and between the driving component and the driven component; a simpler gearing structure has been chosen.

[0026] Preferably, the first gear slot is formed on the lifting base, and a plurality of first gear slots distributed in the vertical direction are formed on the lifting base; the second gear slot is formed on the driven member, and a plurality of second gear slots distributed in the vertical direction are formed on the driven member; the first gear block is set at the lower end of the state switching member, and the second gear block is set at the lower end of the driving member.

[0027] Preferably, a driven elastic element is provided between the lifting base and the driven member. The driven elastic element is configured to provide a spring force for the driven member to slide downwards. This provides the driven member with the ability to slide down and reset, and on the other hand, keeps the driven member stationary when the driving member and the driven member disengage.

[0028] Preferably, the state switching component is a lever rotatably mounted in the lifting component. The lever has a vertically extending active groove, and the active component slides vertically within this groove. When the lever rotates on the lifting component, the active component rotates along with it. This further explains the connection between the lever and the lifting component, as well as the movement of the lever and the active component during state switching. The rotational movement does not affect the sliding movement during cable pulling. The movement of the clutch device during state switching is different from its movement during cable pulling, which helps resolve the aforementioned conflict.

[0029] Preferably, an active elastic element is provided between the lever and the driving element. The active elastic element is configured to provide a spring force for the driving element to slide downwards. The active elastic element provides the driving element with the ability to slide down and reset. When the cable control element is not in operation, the driving element can remain relatively stationary with the lever. After the cable is pulled, when the cable control element is released, the driving element can reset itself, which also causes the active cable pull and the driven cable pull to reset themselves.

[0030] Preferably, the active slide groove has an anti-detachment protrusion at its opening, and the active component includes an anti-detachment strip. The anti-detachment protrusion is configured such that when the active component is located in the active slide groove, it blocks the anti-detachment strip to prevent the active component from detaching from the active slide groove. Since the lever is rotatable, when the lever rotates to the point of separation from the lifting base, there is a gap between the two. The active component is located between the lever and the lifting base, and the active component may fall into this gap. Therefore, this solution keeps the active component within the active slide groove at all times to solve the problem of the active component potentially detaching from the lever.

[0031] Preferably, a clearance notch is provided on the active component below the anti-detachment protrusion. The clearance notch is configured to avoid the anti-detachment protrusion when the active component enters the active slide groove. The existence of the clearance notch is to allow the active component to be smoothly installed into the active slide groove, and the position of the clearance notch is to ensure that, under the action of the active elastic component, the anti-detachment protrusion is always located at the anti-detachment protrusion and does not coincide with the clearance notch when the pull cable is not working, thus preventing the active component from accidentally detaching from the active slide groove when the pull cable is not working.

[0032] Preferably, a lifting control component is fixedly connected to the lever, protruding from the lifting component. This facilitates the user's operation of switching the lifting component's state, and simultaneously switches the state of the clutch device.

[0033] Preferably, a lifting elastic element is provided between the lifting control element and the lifting component. This elastic element provides a spring force to the lifting control element and the lever for rotation, and this spring force is configured to tend to switch the lifting component to a stationary state. When the lifting control element is not operated, the lifting component remains in a stationary state to support the arm.

[0034] A seat includes a chassis and the aforementioned lifting armrests, with a driven cable protruding from below the armrest seat and extending into the chassis. A motion control mechanism is provided in the chassis, and the driven cable is connected to the motion control mechanism.

[0035] Preferably, the chassis is provided with a seat, and the armrest seat is fixedly installed on the seat.

[0036] Preferably, the driven pull line is connected to a pull box at its lower end, the driven pull line enters the pull box from one end, and the other end of the pull box is connected to the function pull line that enters the chassis.

[0037] Preferably, the pull box includes a slider connected to a driven pull wire and an actuating pull wire; the pull box also includes a box body and a base plate connected to the box body, the box body has a groove, the slider is located between the box body and the base plate, and the slider is slidably disposed in the groove.

[0038] The design starting point, concept, and beneficial effects of the present invention, which adopts the above technical solution, are as follows:

[0039] Existing handrail designs use a single cable that runs from the handrail's control unit to the chassis. When the handrail rises or falls, the cable must move with it, leading to the aforementioned issue of varying exposed cable length. This new design disconnects the cable and connects it via a clutch mechanism. When the clutch is disengaged, the upper cable (active cable) moves with the handrail's movement, while the lower cable (passive cable) remains stationary. The exposed cable is part of the lower cable, so in the disengaged state, the handrail's movement does not affect the lower cable, thus preventing changes in its length. When the cable needs to be engaged, simply switch the clutch back to engaged mode to link the active and passive cables. Operating the control unit moves the active cable, which in turn moves the clutch, which in turn engages the passive cable.

[0040] Secondly, the state of the clutch device corresponds to the state of the lifting component, eliminating the need for additional components to control the switching of the clutch device's state. When the handrail is raised or lowered, the lifting component switches to the raising state, and at the same time, the clutch device switches to the disengaged state, disengaging the active and driven pull cables. The raising or lowering of the lifting component will not affect the driven pull cable. Once the lifting component returns to the stationary state, the clutch device also re-engages, re-engaging the active and driven pull cables. This ensures the normal use of the pull cable function while resolving the conflict between raising and lowering the handrail and maintaining the same length of the exposed pull cable.

[0041] The lifting components and clutch device are both independent and mutually influential, operating independently yet working in synergy. This solution integrates lifting locking and cable control functions on the basis of the existing lifting handrail structure, without occupying additional internal space or damaging the original lifting motion framework. Attached Figure Description

[0042] Figure 1 This is a three-dimensional structural diagram of the seat when the lifting component is in its lowest position in an embodiment of the present invention;

[0043] Figure 2 This is a three-dimensional structural diagram of the seat when the lifting component is in a higher position in an embodiment of the present invention;

[0044] Figure 3 This is a schematic diagram showing the driven cable remaining stationary when the height of the armrest component on the seat changes in an embodiment of the present invention.

[0045] Figure 4 This is an exploded view of the lifting component and the armrest seat in an embodiment of the present invention;

[0046] Figure 5 This is a three-dimensional structural diagram of the lifting component in an embodiment of the present invention, showing it in a lifting state and located at a higher position. Figure 1 ;

[0047] Figure 6 This is a three-dimensional structural diagram of the lifting component in an embodiment of the present invention, showing it in a lifting state and located at a higher position. Figure 2 ;

[0048] Figure 7 This is a three-dimensional structural diagram of the lifting component in the embodiment of the present invention, showing it in a stationary state and at its lowest position. Figure 1 ;

[0049] Figure 8 This is a three-dimensional structural diagram of the lifting component in the embodiment of the present invention, showing it in a stationary state and at its lowest position. Figure 2 ;

[0050] Figure 9 This is a cross-sectional view showing the lifting component in a lifting state and at a higher position in an embodiment of the present invention. Figure 1 ;

[0051] Figure 10 This is a cross-sectional view showing the lifting component in a stationary state, specifically at its lowest position, in an embodiment of the present invention. Figure 1 ;

[0052] Figure 11 This is a cross-sectional view showing the lifting component in a lifting state and at a higher position in an embodiment of the present invention. Figure 2 ;

[0053] Figure 12 This is a cross-sectional view showing the lifting component in a stationary state, specifically at its lowest position, in an embodiment of the present invention. Figure 2 ;

[0054] Figure 13 This is an exploded view of the pull-cord box in an embodiment of the present invention;

[0055] Figure 14 This is a three-dimensional structural diagram of the first gear block and the first gear groove being detached in an embodiment of the present invention;

[0056] Figure 15 This is a three-dimensional structural diagram of the present invention in which the follower is mounted on the lifting base in an embodiment. Figure 1 ;

[0057] Figure 16 This is a three-dimensional structural diagram of the present invention in which the follower is mounted on the lifting base in an embodiment. Figure 2 ;

[0058] Figure 17 This is a three-dimensional structural diagram of the present invention in an embodiment where the active component is mounted on the lever;

[0059] Figure 18 This is an exploded view of the state switching device and the clutch device in the embodiments of the present invention;

[0060] Figure 19 This is a schematic diagram of the three-dimensional structure of the active component driving the driven component to rise during the operation of the pull wire in the embodiment of the present invention. Figure 1 ;

[0061] Figure 20 This is a schematic diagram of the three-dimensional structure of the active component driving the driven component to rise during the operation of the pull wire in the embodiment of the present invention. Figure 2 ;

[0062] Figure 21 This is a side view of the active component driving the driven component to rise during the operation of the pull wire in the embodiment of the present invention;

[0063] Figure 22 This is a three-dimensional structural diagram of the active component sliding upward in the active slide groove during the operation of the pull wire in an embodiment of the present invention;

[0064] Figure 23 This is a side view of the active component sliding upward in the active slide groove during the wire pulling operation in an embodiment of the present invention.

[0065] The reference numerals in the attached drawings are as follows: chassis 100; seat 200; lifting armrest 300; active pull cable 61; driven pull cable 62; action pull cable 63; armrest seat 7; first sleeve 71; lifting component 8; second sleeve 81; armrest component 82; pulley 83; active component 91; anti-slip protrusion 911; clearance notch 912; driven component 92; mounting block 921; pull cable control component 10; state switching component, lever 12; active slide 121; anti-slip 122 protrusion; 123 limiting protrusion; 124 insert block; 13 lifting base; 131 driven slide groove; 132 stop protrusion; 133 receiving groove; 141 first stop block; 142 first stop groove; 151 second stop block; 152 second stop groove; 16 lifting control component; 17 lifting elastic component; 18 active elastic component; 19 driven elastic component; 20 pull wire box; 201 slider; 202 box body; 203 base plate; 204 slide groove. Detailed Implementation

[0066] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0067] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0068] In the description of this invention, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0069] The specific embodiments of the present invention are as follows:

[0070] like Figure 1-3 As shown, the present invention provides a lifting armrest 300, which is applied to a seat. The seat also includes a chassis 100, on which a seat portion 200 is provided. The lifting armrest 300 is mounted on the seat portion 200. A motion control mechanism is provided in the chassis 100 for controlling the movement of the backrest, seat portion 200, or gas spring. A pull cable is connected to the lifting armrest 300. The pull cable protrudes from the lower end of the lifting armrest 300 and extends into the chassis 100, connecting to the motion control mechanism of the chassis 100. When the pull cable is working, it controls the movement of the motion control mechanism to control the movement of the backrest, seat portion 200, or gas spring.

[0071] Specifically, such as Figure 1-10 As shown, the lifting armrest 300 includes an armrest seat 7 for connecting to the seat body, that is, connected to the seat 200. The armrest seat 7 is provided with a lifting member 8, which has a lifting state and a stationary state. In the lifting state, the lifting member 8 can move up and down on the armrest seat 7, and in the stationary state, the lifting member 8 can stay in the position after the lifting. A clutch device is also provided between the armrest seat 7 and the lifting member 8. A pull cable control member 10 is movably provided on the lifting member 8. The pull cable on the lifting armrest 300 is divided into two sections, namely a driving pull cable 61 and a driven pull cable 62. The two ends of the driving pull cable 61 are respectively connected to one end of the clutch device and the pull cable control member 10, and the driven pull cable 62 is connected to the other end of the clutch device.

[0072] The clutch device has an engaged state and an disengaged state:

[0073] When the lifting component 8 is in the lifting state, the clutch device is in the disengaged state, and the active pull cable 61 and the driven pull cable 62 are disengaged from each other;

[0074] When the lifting component 8 is in a stationary state, the clutch device is in an engaged state. In the engaged state, the active pull cable 61 and the driven pull cable 62 are linked. The movement of the pull cable control component 10 can drive the clutch device to rise and fall through the active pull cable 61, thereby driving the driven pull cable 62 to move.

[0075] In existing handrail designs, the pull cable is a single, continuous cable connecting the handrail control unit 10 to the chassis 100. When the handrail rises or falls, the cable must move along with it, leading to the aforementioned issue of varying exposed cable length. This solution disconnects the cable and connects it via a clutch device. When the clutch is disengaged, the upper cable (active cable 61) moves with the handrail's movement, while the lower cable (driven cable 62) remains stationary. The exposed cable is part of the lower cable, so in the disengaged state, the handrail's rise and fall will not affect the lower cable, thus preventing changes in its length. When the cable needs to operate, simply switch the clutch back to the engaged state to link the active and driven cables 61 and 62. Operating the pull cable control unit 10 causes the active cable 61 to move, which in turn drives the clutch device, which in turn drives the driven cable 62.

[0076] Secondly, the state of the clutch device corresponds to the state of the lifting component 8, eliminating the need for additional components to control the switching of the clutch device state. When the handrail is raised or lowered, the lifting component 8 switches to the raising or lowering state, and at the same time, the clutch device switches to the disengaged state, causing the active pull cable 61 and the driven pull cable 62 to disengage. The raising or lowering of the lifting component 8 will not affect the driven pull cable 62. Once the lifting component 8 returns to the stationary state, the clutch device also becomes engaged, causing the active pull cable 61 and the driven pull cable 62 to re-engage. This ensures the normal use of the pull cable function and resolves the conflict between raising or lowering the handrail and maintaining the same length of the exposed pull cable.

[0077] In addition, such as Figure 1 , 2 As shown in Figure 13, the other end of the driven pull cable 62, i.e., its lower end, is connected to a pull cable box 20. The driven pull cable 62 enters the pull cable box 20 from one end, and the other end of the pull cable box 20 is connected to the actuating pull cable 63 entering the chassis 100. The pull cable box 20 includes a slider 201, which is connected to the driven pull cable 62 and the actuating pull cable 63. The pull cable box 20 also includes a box body 202 and a base plate 203 connected to the box body 202. A sliding groove 204 is provided on the box body 202, and the slider 201 is located between the box body 202 and the chassis 100, and the slider 201 is slidably disposed in the sliding groove 204. Both the driven pull cable 62 and the actuating pull cable 63 include a steel wire and a sleeve, with the sleeve sleeved on the steel wire. When these two pull cables are working, the steel wire moves in the sleeve.

[0078] Specifically, such as Figure 4As shown, the armrest seat 7 includes a vertically arranged first sleeve 71, and the lifting component 8 includes a vertically arranged second sleeve 81, which is fitted onto the first sleeve 71. A clutch device is disposed within the first sleeve 71. The lifting arrangement of the lifting component 8 and the armrest seat 7 is a sleeve telescopic type, which on the one hand achieves stable lifting of the lifting component 8, and on the other hand facilitates reserving sufficient installation space inside the sleeve for installing the clutch device and the state switching device. The lifting component 8 also includes a handrail component 82, which is connected to the upper end of the second sleeve 81. A pull-wire control component 10 is rotatably mounted on the handrail component 82. Figure 11 , 12 As shown, the armrest component 82 is equipped with a pulley 83. The active pull cable 61 extends from the pull cable control component 10, passes through the pulley 83, and connects to the active component 91. The armrest component 82 is used to support the human arm, and the pull cable control component 10 is set on it to facilitate the user to operate directly and quickly. The pulley 83 is used to tighten the active pull cable 61 and change the direction of the active pull cable 61 without increasing resistance, ensuring smooth transmission.

[0079] Furthermore, such as Figure 5-12 As shown in Figure 17, the clutch device includes a driving member 91 and a driven member 92. The driving cable 61 is connected to the driving member 91, and the driven cable 62 is connected to the driven member 92. The driving member 91 is slidably disposed in the lifting member 8, and the driven member 92 is slidably disposed in the armrest seat 7. When the clutch device is in the disengaged state, the driving member 91 and the driven member 92 are separated from each other, and the driving member 91 can rise and fall relative to the driven member 92 as the lifting member 8 rises and falls. When the clutch device is in the engaged state, the driving member 91 and the driven member 92 are relatively stationary and connected together, and the rise and fall of the driving member 91 can drive the driven member 92 to rise and fall together. The function of the clutch device is mainly realized by the two driving members 91 and the driven member 92, which can both separate and engage. The structure is intuitive and simple. When the two are engaged, the clutch device becomes a whole moving part for linkage with the cable. When the two are separated, the clutch device is broken into two independent parts to prevent the movement of the driving cable 61 driven by the lifting member 8 from affecting the driven cable 62.

[0080] A state switching device is also provided between the lifting component 8 and the handrail seat 7. The clutch device is set on the state switching device, which is configured to switch the states of the lifting component 8 and the clutch device simultaneously. The state switching between the lifting component 8 and the handrail seat 7 is achieved by the state switching device, and the state switching of the clutch device is also achieved by the state switching device. This solution achieves a two-in-one control effect with a single state switching device, reflecting the integrity of the lifting handrail 300, its compact structure, and the close cooperation and connection between the components. The state switching device can be either a stepless adjustment device or a multi-level adjustment device. Both stepless adjustment devices and multi-level adjustment devices can realize the lifting of the lifting component 8 on the lifting seat and its stopping at different heights after lifting. Similarly, since the driving component 91 also needs to lift and lower with the lifting component 8, it also needs to be able to connect with the driven component 92 after lifting to different heights. It can also be a stepless connection or a level connection. In this embodiment, a multi-level adjustment device is selected as the state switching device.

[0081] Specifically, the state switching device includes a state switching component 12 movably connected to the lifting component 8 and a lifting base 13 fixedly connected to the handrail seat 7. The state switching component 12 is used to switch the lifting component 8 between a lifting state and a stationary state. The state switching component 12 and the lifting base 13 are selectively connected. Depending on the movement of the state switching component 12, the two can be combined or separated, thereby realizing the state switching.

[0082] The active component 91 is mounted on the state switching component 12. When the state switching component 12 moves relative to the lifting component 8, it drives the active component 91 to move together. The active component 91 also slides with the state switching component 12. When the cable control component 10 moves, the active cable 61 drives the active component 91 to slide relative to the state switching component 12. The state switching component 12 plays a major role in the state switching device. Its movement can realize the state switching of the lifting component 8 and the clutch device. The state switching of the clutch device is indirectly realized by the state switching device: the active component 91 is mounted on the state switching component 12 and moves with the movement of the state switching component 12, so that the active component 91 and the state switching component 12 are linked. When the state switching component 12 switches the state of the lifting component 8, the active component 91 moves together, causing the separation or engagement of the active component 91 and the driven component 92, thereby realizing the state switching of the clutch device. Secondly, the active component 91 is also independently slidably mounted on the state switching component 12. When the active component 91 slides relative to the state switching component 12, it can independently control the cable operation of the lifting component 8 and the state switching device.

[0083] like Figure 15 , 16As shown, the driven member 92 is slidably disposed in the lifting base 13. The lifting base 13 has a vertically extending driven groove 131. The driven member 92 is slidably disposed in the driven groove 131. The driven groove 131 passes through the lifting base 13 so that the driving member 91 can selectively connect with the driven member 92 through the driven groove 131. The lifting base 13 works together with the state switching member 12 to realize state switching. The separation or connection of the two directly affects whether the lifting member 8 is in the lifting state or the stationary state. This also further explains the arrangement scheme of the driven member 92 in the clutch device, and how the driving member 91 can selectively connect or separate from the driven member 92 through the driven groove 131. Furthermore, in the vertical direction, the length of the driven groove 131 is greater than the length of the driven member 92.

[0084] like Figure 5-8 As shown in Figure 14, a first stop structure is provided between the state switching member 12 and the lifting base 13. The first stop structure includes a first stop block 141 and a first stop groove 142 respectively disposed on the state switching member 12 and the lifting base 13. The first stop block 141 and the first stop groove 142 selectively engage. A second stop structure is provided between the driving member 91 and the driven member 92. The second stop structure includes a second stop block 151 and a second stop groove 152 respectively disposed on the driving member 91 and the driven member 92. The second stop block 151 and the second stop groove 152 selectively engage. The movement of the state switching member 12 simultaneously controls the engagement and disengagement of the first stop structure and the second stop structure. When the first stop block 141 engages with the first stop groove 142, the lifting member 8 is in a stationary state, and the second stop block 151 and the second stop groove 152 are also in an engaged state. The clutch is engaged; when the first gear block 141 separates from the first gear groove 142, the lifting member 8 is in a lifting state, and the second gear block 151 and the second gear groove 152 are also in a separated state, and the clutch is in a disengaged state; the structure for selective engagement and disengagement between the state switching member 12 and the lifting base 13, and between the driving member 91 and the driven member 92 is further explained; specifically, the first gear groove 142 is opened on the lifting base 13, and a plurality of first gear grooves 142 distributed in the vertical direction are opened on the lifting base 13; the second gear groove 152 is opened on the driven member 92, and a plurality of second gear grooves 152 distributed in the vertical direction are opened on the driven member 92; the first gear block 141 is located at the lower end of the state switching member 12, and the second gear block 151 is located at the lower end of the driving member 91.

[0085] To be more specific, such as Figure 17 , 18As shown, the state switching component 12 is a lever 12 rotatably mounted in the lifting component 8. The lever 12 has a vertically extending active slide groove 121, and the active component 91 is slidably mounted in the active slide groove 121. When the lever 12 rotates on the lifting component 8, the active component 91 rotates together with the lever 12. The connection method between the lever 12 and the lifting component 8, as well as the movement mode of the lever 12 and the active component 91 during state switching, are further explained. The movement is rotational and will not affect the sliding movement during the cable pulling operation. The movement mode of the clutch device during state switching is different from the movement mode of the clutch device during cable pulling operation, which helps to resolve the above-mentioned conflict.

[0086] An anti-detachment protrusion 122 is provided at the opening of the active slide groove 121. The active component 91 includes an anti-detachment protrusion 911. The anti-detachment protrusion 122 is configured such that when the active component 91 is located in the active slide groove 121, the anti-detachment protrusion 122 blocks the anti-detachment protrusion 911 to prevent the active component 91 from detaching from the active slide groove 121. Since the lever 12 is rotatable, when the lever 12 rotates to the point of separation from the lifting base 13, there is a gap between the two. The active component 91 is located between the lever 12 and the lifting base 13, and the active component 91 may fall into this gap. Therefore, this solution keeps the active component 91 in the active slide groove 121 at all times to solve the problem that the active component 91 may detach from the lever 12.

[0087] An avoidance notch 912 is provided on the active member 91 below the anti-detachment protrusion 911. The avoidance notch 912 is configured to avoid the anti-detachment protrusion 122 when the active member 91 enters the active slide groove 121. The existence of the avoidance notch 912 is to enable the active member 91 to be smoothly installed into the active slide groove 121. The position of the avoidance notch 912 is to ensure that, under the action of the active elastic member 18, the anti-detachment protrusion 122 is always located at the anti-detachment protrusion 911 and does not coincide with the avoidance notch 912 when the pull cable is not working, thus preventing the active member 91 from accidentally detaching from the active slide groove 121 when the pull cable is not working.

[0088] The armrest seat 7 has a mounting groove for installing the lifting base 13, the lever 12, and the clutch device. The width of the upper opening of the mounting groove is greater than the thickness of the lever 12 to allow the lever 12 to rotate within the mounting groove. The lever 12 is wedge-shaped, and its thickness decreases from top to bottom. The lever 12 is positioned between the lifting base 13 and the two end plates of the lifting base 13, with gaps between the lever 12 and the end plates of the lifting base 13. A limiting protrusion 123 is provided at the lower end of the lever 12, and another protrusion is also provided on the lifting base 13. A limiting protrusion 123 and two limiting protrusions 123 are in the same plane to limit the maximum rising distance of the lifting member 8 on the armrest seat 7; the limiting protrusion 123 of the lever 12 has the first stop block 141, and the lever 12 next to the first stop block 141 is also provided with another first stop block 141. Similarly, the first stop groove 142 on the lifting base 13 also has two rows to increase the stability of the lever 12 and the lifting base 13 after they are combined.

[0089] A lifting control component 16, exposed above the lifting component 8, is fixedly connected to the lever 12, facilitating the user's operation of switching the state of the lifting component 8, and simultaneously switching the state of the clutch device; a lifting elastic component 17 is provided between the lifting control component 16 and the lifting component 8, providing a spring force for the rotation of the lifting control component 16 and the lever 12, which is configured to give the lifting component 8 a tendency to switch to the stationary state; when the lifting control component 16 is not operated, the lifting component 8 remains in the stationary state to support the arm; a plug 124 protrudes from the upper part of the lever 12, and the lifting control component 16 is plugged and fixed to the plug 124, with the lifting elastic component 17 specifically installed between the plug 124 and the armrest component 82; the lifting control component 16 is located on the side of the second sleeve 81, and the pull cable control component 10 is located on the front side of the armrest component 82.

[0090] An active elastic element 18 is provided between the lever 12 and the driving member 91. The active elastic element 18 is configured to provide a downward sliding force to the driving member 91 and to enable the driving member 91 to return to its original position. When the cable control member 10 is not in operation, the driving member 91 can remain relatively stationary with respect to the lever 12. After the cable is engaged, when the cable control member 10 is released, the driving member 91 can automatically return to its original position, which also causes the driving cable 61 and the driven cable 62 to automatically return to their original positions. A driven elastic element 19 is provided between the lifting base 13 and the driven member 92. The driven elastic element 19 is configured to provide a downward sliding force to the driven member 92 and to enable the driven member 92 to return to its original position. On the other hand, when the driving member 91 and the driven member 92 are disengaged, the driven member 92 remains stationary. All of the above elastic elements are springs.

[0091] The lifting mode of the active component 91 has two modes, controlled by two different components. The lifting of the lifting component 8 can drive the active component 91 to rise and fall, and the movement of the pull cable control component 10 can also drive the active component 91 to rise and fall. Only the latter can drive the driven component 92 to move, thereby linking the active pull cable 61 and the driven pull cable 62. When the handrail is raised and lowered, the lifting component 8, the active pull cable 61 inside it, the lever 12, the active component 91 inside the lever 12, and the active elastic component 18 between the lever 12 and the active component 91 all rise and fall together. When the pull cable is working, the pull cable control component 10 drives the active pull cable 61 to move. The active pull cable 61 pulls the active component 91 to rise and slide. The active component 91 pulls the driven component 92 to rise and slide. The driven component 92 pulls the driven pull cable 62 to work. When the pull cable is reset, the active elastic component 18 and the driven elastic component 19 push the active component 91 and the driven component 92 to fall, respectively, so that the active pull cable 61, the driven pull cable 62, and the pull cable control component 10 are reset.

[0092] like Figure 19-23 As shown, both the lever 12 and the lifting base 13 are elongated blocks, and both the driving member 91 and the driven member 92 are strip-shaped, which facilitates the assembly of the driving member 91 and the lever 12, as well as the assembly of the lifting base 13 and the driven member 92. A stop protrusion 132 is provided on the side of the driven groove 131 near the lever 12 to block the driven member 92. The other side of the driven member 92 is stopped by the first sleeve 71 when the driven member 92 is inserted into the first sleeve 71 along with the lifting base 13, thus ensuring that the driven member 92 will not detach from the driven groove 131. The lower part of the lifting base 13 is also provided with a vertical receiving groove 133. The lower end of the driven member 92 is provided with a mounting block 921 protruding towards the receiving groove 133. The mounting block 921 is located in the receiving groove 133. The driven elastic member 19 is also provided in the receiving groove 133. One end of the driven elastic member 19 abuts against the groove wall of the receiving groove 133, and the other end abuts against the mounting block 921. When the driven member 92 slides up and down in the driven sliding groove 131, the mounting block 921 rises and falls in the receiving groove 133 to deform the driven elastic member 19.

[0093] This 300 lifting handrail has two modes of use: lifting and pulling, and cable operation.

[0094] During lifting and lowering, the lifting control component 16 is moved upward, and the lever 12 rotates accordingly. The first stop block 141 at its lower end leaves the first stop groove 142, and the lifting elastic component 17 is compressed. Under the restriction of the anti-detachment protrusion 122, the driving component 91 is in the driving slide groove 121 and rotates with the lever 12 along with the driven component 92. The second stop block 151 at the lower end of the driving component 91 leaves the second stop groove 152. At this time, the lifting component 8 is in the lifting and lowering state, the clutch device is in the disengaged state, and the lifting component 8 can lift and lower on the armrest seat 7. During lifting and lowering, the lever 12 lifts and lowers relative to the lifting base 13, the driving component 91 lifts and lowers relative to the driven component 92, the driven component 92 and its connected driven pull cable 62 are stationary, and the driving pull cable 61 lifts and lowers together with the pull cable control component 10 and the driving component 91 while remaining stationary.

[0095] When the lifting control component 16 is released, the lifting elastic component 17 provides a spring force to the lever 12 to rotate. When the lifting component 8 is raised or lowered to the point where the first stop block 141 and any first stop groove 142 are aligned, the first stop block 141 is pushed into the first stop groove 142. The driving component 91 on the lever 12 also rotates together, and the second stop block 151 on the driving component 91 also enters the second stop groove 152 that matches its height. At this time, the lifting component 8 completes the raising or lowering. The height of the lifting component 8 on the armrest seat 7 and the height of the driving component 91 relative to the driven component 92 have changed. The lifting component 8 switches back to the stationary state, and the clutch device switches back to the engaged state.

[0096] When the cable is in operation, the lifting component 8 must first be kept in a stationary state, and the clutch device must be engaged. When the lifting component 8 is in a lifting state and the clutch device is disengaged, even if the cable control component 10 is moved, it will not affect the driven cable 62. When the clutch device is engaged, moving the cable control component 10 upward causes it to rotate upward on the handrail component 82, thereby pulling the active cable 61. The active cable 61 provides an upward sliding force to the active component 91. At this time, the active component 91 can drive the driven component 92 to move together because the first stop block 141 and the first stop groove 142 are engaged. Under the pulling force of 61, the driving member 91 slides upward in the driving groove 121 of the lever 12, and the driven member 92 is driven by the driving member 91 to slide upward in the driven groove 131. The driving elastic member 18 and the driven elastic member 19 are compressed as a result. The upward sliding of the driven member 92 drives the driven pull cable 62 to be pulled upward. The slider 201 connected to it slides in the pull cable box 20 to drive the working pull cable 63. When the pull cable control member 10 is released, under the action of the driving elastic member 18 and the driven elastic member 19, the driving member 91 and the driven member 92 return to their original position downward. The driving pull cable 61, the pull cable control member 10, and the driven pull cable 62 also return to their original positions.

Claims

1. A height-adjustable armrest, comprising an armrest base for connecting to a seat body, the armrest base having a height-adjustable lifting component, the lifting component having a height-adjustable state and a stationary state, wherein the lifting component in the height-adjustable state can move up and down on the armrest base, and the lifting component in the stationary state can remain at the height-adjusted position; characterized in that: A clutch device is also provided between the armrest seat and the lifting component. A pull cable control component is movably provided on the lifting component. An active pull cable is provided between the end of the clutch device near the pull cable control component and the pull cable control component, and a driven pull cable is provided at the other end of the clutch device. The clutch device has an engaged state and an disengaged state: When the lifting component is in the lifting state, the clutch device is in the disengaged state, and the active pull cable and the driven pull cable are disconnected from each other. When the lifting component is in a stationary state, the clutch device is in an engaged state. In the engaged state, the active pull cable and the driven pull cable are linked. The movement of the pull cable control component can drive the clutch device to rise and fall through the active pull cable, thereby driving the driven pull cable to move.

2. The lifting handrail according to claim 1, characterized in that: The handrail seat includes a vertically arranged first sleeve, the lifting component includes a vertically arranged second sleeve, the second sleeve is sleeved on the first sleeve, and the clutch device is arranged in the first sleeve.

3. The lifting handrail according to claim 2, characterized in that: The lifting component also includes a handrail component, which is connected to the upper end of the second sleeve. The pull cable control component is rotatably mounted on the handrail component. The handrail component is equipped with a pulley, and the active pull cable extends from the pull cable control component, passes through the pulley, and connects to the active component.

4. The lifting handrail according to any one of claims 1, characterized in that: The clutch device includes a driving element and a driven element. The driving cable is connected to the driving element, and the driven cable is connected to the driven element. The driving element is slidably disposed in the lifting element, and the driven element is slidably disposed in the handrail seat. When the clutch is in the disengaged state, the driving and driven parts are separated from each other, and the driving part can rise and fall relative to the driven part as the lifting part rises and falls; when the clutch is in the engaged state, the driving and driven parts are relatively stationary and connected together, and the rising and falling of the driving part can drive the driven part to rise and fall together.

5. The lifting handrail according to claim 4, characterized in that: A state switching device is also provided between the lifting component and the handrail seat. The clutch device is installed on the state switching device, and the state switching device is configured to switch the states of the lifting component and the clutch device simultaneously.

6. The lifting handrail according to claim 5, characterized in that: The state switching device is a stepless adjustment device or a multi-level adjustment device.

7. The lifting handrail according to claim 5, characterized in that: The state switching device includes a state switching component movably connected to the lifting component, which is used to switch the lifting component between a lifting state and a stationary state; an active component is disposed on the state switching component, which drives the active component to move together when the state switching component moves relative to the lifting component; the active component also slides with the state switching component, and when the cable control component moves, the active cable drives the active component to slide relative to the state switching component.

8. The lifting handrail according to claim 7, characterized in that: The state switching device also includes a lifting base fixedly connected to the armrest seat. The lifting base has a vertically extending driven slide groove. The driven member is slidably disposed in the driven slide groove. The driven slide groove passes through the lifting base so that the driving member can selectively connect with the driven member through the driven slide groove.

9. The lifting handrail according to claim 8, characterized in that: A first gear structure is provided between the state switching component and the lifting base. The first gear structure includes a first gear block and a first gear groove respectively disposed on the state switching component and the lifting base. The first gear block and the first gear groove selectively engage. A second gear structure is provided between the driving component and the driven component. The second gear structure includes a second gear block and a second gear groove respectively disposed on the driving component and the driven component. The second gear block and the second gear groove selectively engage. The movement of the state switching component simultaneously controls the engagement and disengagement of the first gear structure and the second gear structure. When the first gear block and the first gear groove are engaged, the lifting component is in a stationary state, the second gear block and the second gear groove are also engaged, and the clutch is engaged. When the first gear block and the first gear groove are disengaged, the lifting component is in a lifting state, the second gear block and the second gear groove are also disengaged, and the clutch is disengaged.

10. The lifting handrail according to claim 9, characterized in that: The first gear slot is formed on the lifting base, and a plurality of first gear slots distributed in the vertical direction are formed on the lifting base; the second gear slot is formed on the driven member, and a plurality of second gear slots distributed in the vertical direction are formed on the driven member; the first gear block is set at the lower end of the state switching member, and the second gear block is set at the lower end of the driving member.

11. The lifting handrail according to claim 8, characterized in that: A driven elastic element is provided between the lifting base and the driven element, and the driven elastic element is configured to provide a spring force for the driven element to slide downward.

12. The lifting handrail according to claim 7, characterized in that: The state switching component is a lever rotatably mounted in the lifting component. The lever has a vertically extending active slide groove, and the active component is slidably mounted in the active slide groove. When the lever rotates on the lifting component, the active component rotates together with the lever.

13. The lifting handrail according to claim 12, characterized in that: An active elastic element is provided between the lever and the active component, and the active elastic element is configured to provide a spring force for the active component to slide downward.

14. The lifting handrail according to claim 12, characterized in that: The active slide groove has an anti-detachment protrusion at the groove opening, and the active component includes an anti-detachment strip. The anti-detachment protrusion is configured such that when the active component is located in the active slide groove, the anti-detachment protrusion blocks the anti-detachment strip to prevent the active component from detaching from the active slide groove.

15. The lifting handrail according to claim 14, characterized in that: An avoidance notch is provided on the active component below the anti-detachment protrusion. The avoidance notch is configured to avoid the anti-detachment protrusion when the active component enters the active slide groove.

16. The lifting handrail according to claim 12, characterized in that: A lifting control component is fixedly connected to the lever and protrudes from the lifting component.

17. The lifting handrail according to claim 16, characterized in that: A lifting elastic element is provided between the lifting control element and the lifting element. The lifting elastic element provides a spring force to the lifting control element and the lever for rotation. This spring force is configured to give the lifting element a tendency to switch to the stationary state.

18. A seat, comprising a chassis and a lifting armrest as described in any one of claims 1-17, wherein a driven cable protrudes from below the armrest seat and extends into the chassis, and a motion control mechanism is provided in the chassis, the driven cable being connected to the motion control mechanism.

19. The seat according to claim 18, characterized in that: The chassis is equipped with a seat, and the armrests are fixedly mounted on the seat.

20. The seat according to claim 18, characterized in that: The driven pull cable is connected to a pull box at one end. The driven pull cable enters the pull box from one end, and the other end of the pull box is connected to the function pull cable that enters the chassis.

21. The seat according to claim 20, characterized in that: The pull box includes a slider, which is connected to a driven pull wire and an actuating pull wire; the pull box also includes a box body and a base plate connected to the box body, the box body has a sliding groove, the slider is located between the box body and the base plate, and the slider is slidably disposed in the sliding groove.

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