Damping device for vehicle seat

Abstract

The application discloses a damping device for a vehicle seat, comprising: a mounting frame configured to be connected with the vehicle seat; two damping members; and a counterweight member; the damping member comprises: a first connecting portion connected with the mounting frame, and a movable space is arranged in the middle portion of the first connecting portion; a second connecting portion connected with the counterweight member, and at least part of the second connecting portion is arranged in the movable space, and a second axis of the second connecting portion is parallel to and staggered with a first axis of the first connecting portion; and a plurality of buffer portions connected between the first connecting portion and the second connecting portion. Through the symmetrical arrangement of the two damping members and the reasonable arrangement of the plurality of buffer portions in each damping member, uniform and continuous buffer force can be provided under external excitation in different directions, and the problem of damping performance attenuation caused by aging or uneven stress of a single elastic element is avoided, so that the stability of the damping effect of the damping device is improved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically to a damping device for a vehicle seat. Background Technology

[0002] In the automotive manufacturing industry, in order to improve ride comfort, damping devices are often integrated into the seat to buffer vibrations caused by external excitations (such as acceleration caused by bumps, turns or braking during vehicle operation).

[0003] In related technologies, such damping devices often employ passive elastic elements such as rubber blocks or metal springs, which absorb and isolate vibration energy through material deformation. However, current damping devices rely on a single passive elastic element, resulting in poor stability of the damping effect. Summary of the Invention

[0004] The summary section of this application is intended to provide a brief overview of the concepts, which will be described in detail in the detailed description section below. This summary section is not intended to identify key or essential features of the claimed technical solutions, nor is it intended to limit the scope of the claimed technical solutions.

[0005] To address the technical problems mentioned in the background section above, some embodiments of this application provide a damping device for a vehicle seat, comprising:

[0006] Mounting bracket, configured to connect to vehicle seats;

[0007] Two damping elements are respectively installed on the mounting bracket;

[0008] The counterweight is mounted on the mounting frame via two of the damping elements;

[0009] The damping element includes:

[0010] The first joint is connected to the mounting bracket, and the middle of the first joint has a movable space;

[0011] The second connecting part is connected to the counterweight, and at least a portion of the second connecting part is located in the active space. The second axis of the second connecting part is parallel to and offset from the first axis of the first connecting part.

[0012] Multiple buffer portions are circumferentially spaced along the second axis, and the buffer portions are connected between the first joint portion and the second joint portion.

[0013] In some embodiments, the lengths of the plurality of buffer sections decrease in a vertically upward direction.

[0014] In some embodiments, the width of the buffer portion along the circumferential direction of the second axis ranges from 3 mm to 8 mm.

[0015] In some embodiments, the positional angle α between two adjacent buffer portions along the second axis in the circumferential direction ranges from 15° to 90°.

[0016] In some embodiments, the widths of the plurality of buffer portions decrease in a vertically upward direction.

[0017] In some embodiments, the positional angle between two adjacent buffer portions increases in a vertically upward direction.

[0018] In some embodiments, at least a portion of the buffer portions are provided with buffer holes, and the same buffer portion is provided with a plurality of buffer holes spaced apart; the buffer holes penetrate the buffer portion in a direction parallel to the second axis; the distribution density of the buffer holes in the plurality of buffer portions decreases in a vertically upward direction.

[0019] And / or, along the circumferential direction of the second axis, at least a portion of the edges of the buffer portions are provided with folded edges;

[0020] And / or, the damping device further includes:

[0021] A memory wire is attached to the buffer portion, at least a portion of which is disposed inside and / or on the surface of the buffer portion.

[0022] In some embodiments, the second connecting portion has a first end face facing the counterweight and a second end face facing away from the counterweight; wherein the radially inner end of the buffer portion extends from the first end face to the second end face.

[0023] In some embodiments, the second connecting portion has a third end face facing the counterweight and a fourth end face facing away from the counterweight; wherein the radially outer end of the buffer portion extends from the third end face to the fourth end face.

[0024] In some embodiments, along the axial direction of the second axis, the first end face is closer to the counterweight relative to the third end face, and the first end face and the third end face have a first misalignment distance L1;

[0025] Along the axial direction of the second axis, the second end face is closer to the counterweight relative to the fourth end face, and the first end face and the third end face have a second misalignment distance L2;

[0026] Wherein, L2 is greater than or equal to L1.

[0027] In some embodiments, the first coupling portion has:

[0028] A limiting groove is provided around the first axis;

[0029] Wherein, at least a portion of the mounting bracket is embedded in the limiting groove; along the axial direction of the first axis, the axial position of the limiting groove at least partially coincides with the axial position of the second joint.

[0030] In some embodiments, the mounting bracket is provided with:

[0031] The mounting hole mates with the first joint, and the wall of the mounting hole is provided with a positioning groove;

[0032] The anti-detachment groove is provided through a direction parallel to the first axis.

[0033] The first joint includes:

[0034] The positioning protrusion is at least partially embedded in the positioning groove;

[0035] The anti-detachment pin extends in a direction parallel to the first axis.

[0036] At least a portion of the anti-detachment pin is inserted into the anti-detachment groove;

[0037] The first axis, the second axis, and the third axis of the anti-detachment pin are located in the same vertical plane.

[0038] In some embodiments, along a direction parallel to the first axis, the size W1 of the anti-detachment pin is greater than or equal to the size W2 of the limiting groove.

[0039] In the vehicle seat damping device of this application embodiment, the symmetrical arrangement of two damping elements and the reasonable layout of multiple buffer parts inside each damping element enable a uniform and continuous buffering force to be provided under external excitation in different directions. This avoids the problem of damping performance degradation caused by aging of a single elastic element or uneven force, thereby improving the stability of the damping effect of the damping device. Attached Figure Description

[0040] The accompanying drawings, which form part of this application, are used to provide a further understanding of the application and to make other features, objects, and advantages of the application more apparent. The illustrative embodiments and descriptions of this application are used to explain the application and do not constitute an undue limitation of the application.

[0041] Furthermore, throughout the accompanying drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the elements are not necessarily drawn to scale.

[0042] In the attached diagram:

[0043] Figure 1 This is an overall schematic diagram of a damping device according to an embodiment of this application;

[0044] Figure 2 This is a front view of a damping device according to an embodiment of this application;

[0045] Figure 3 This is a cross-sectional schematic diagram of a damping device according to an embodiment of this application;

[0046] Figure 4 This is an exploded view of a damping device according to an embodiment of this application;

[0047] Figure 5 This is a cross-sectional perspective view of a damping element in a vehicle seat damping device according to an embodiment of this application;

[0048] Figure 6 This is a side view of a damping element in a vehicle seat damping device according to an embodiment of this application;

[0049] Figure 7 This is a cross-sectional view of a damping element in a vehicle seat damping device according to an embodiment of this application;

[0050] Figure 8 This is a perspective view of a damping element in a vehicle seat damping device according to an embodiment of this application;

[0051] Figure 9 This is a side view of another damping element in a vehicle seat damping device according to one embodiment of this application;

[0052] Figure 10 This is a side view of another damping element in a vehicle seat damping device according to one embodiment of this application.

[0053] Figure label:

[0054] 100. Damping device;

[0055] 110. Mounting bracket; 110a. Mounting hole; 110b. Anti-detachment groove; 111. Support part; 112. Connecting part;

[0056] 120. Damping components;

[0057] 121, First joint; 121a, Mobility space; S3, Third end face; S4, Fourth end face; 121b, Limiting groove; 121c, Positioning protrusion; 121d, Anti-detachment pin;

[0058] 122. Second joint; S1. First end face; S2. Second end face;

[0059] 123. Buffer section; 123a. Buffer hole; 123b. Folded edge structure;

[0060] 130. Counterweight; 131. Main body; 132. Connecting shaft;

[0061] C1, First axis; C2, Second axis; C3, Third axis. Detailed Implementation

[0062] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0063] It should also be noted that, for ease of description, only the parts relevant to this application are shown in the accompanying drawings. Unless otherwise specified, the embodiments and features described in this disclosure can be combined with each other.

[0064] In the description of this application, it should be noted that the use of terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" to indicate orientation or positional relationships is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationships commonly used when the product is in use. These terms are used solely for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the use of terms such as "first" and "second" in the description of this application is only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0065] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0066] It should be noted that the terms "a" and "a plurality of" used in this application are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0067] This disclosure will now be described in detail with reference to the accompanying drawings and embodiments.

[0068] like Figures 1 to 3 As shown, the vehicle seat damping device 100 of this application includes: a mounting bracket 110, two damping elements 120, and a counterweight 130. The mounting bracket 110 is configured to connect to the vehicle seat; the two damping elements 120 are respectively mounted on the mounting bracket 110; the counterweight 130 is mounted on the mounting bracket 110 via the two damping elements 120.

[0069] Specifically, the damping device 100 is laterally positioned at the upper end of the inner sheet metal of the car seat, and the mounting bracket can be connected to the inner sheet metal of the car seat back via fasteners (such as bolts, rivets, etc.).

[0070] In one example of this application, the mounting component can be a sheet metal part.

[0071] Reference Figures 4 to 7 In some embodiments, the damping element 120 includes a first coupling portion 121, a second coupling portion 122, and a plurality of buffer portions 123.

[0072] The first joint 121 is connected to the mounting bracket 110, and the middle part of the first joint 121 is provided with a movable space 121a; the second joint 122 is connected to the counterweight 130, and at least a part of the second joint 122 is located in the movable space 121a, and the second axis C2 of the second joint 122 is parallel to and offset from the first axis C1 of the first joint 121; a plurality of buffer parts 123 are respectively connected between the first joint 121 and the second joint 122.

[0073] It is understood that the first joint 121 is connected to the mounting bracket 110, so that the first joint 121 is in a fixed state, and the second joint 122 can move within a certain range relative to the first joint 121 in the activity space 121a.

[0074] In this design, the second axis C2 of the second joint 122 is parallel to and offset from the first axis C1 of the first joint 121. When the damping device 100 is horizontally installed on the car seat, under the gravity of the counterweight 130, the second joint 122 will automatically move down to make the second axis C2 tend to coincide with the first axis C1. In this way, the circumferential distances between the second joint 122 and the first joint 121 tend to be equal, and the second joint 122 has similar buffer distances in all circumferential directions, reducing the risk of collision caused by direct contact between the second joint 122 and the first joint 121, thereby achieving a better buffering and shock absorption effect.

[0075] When the vehicle seat is subjected to external excitation (such as acceleration caused by bumps, turning or braking during vehicle operation), the counterweight 130 will generate a displacement with the moving part that is 180° out of phase with the external excitation (reverse vibration) due to inertia, thereby effectively buffering and absorbing the external excitation.

[0076] By adopting the above technical solution, the vehicle seat damping device 100 of this application can significantly improve the stability of the damping effect through the synergistic effect of the reverse vibration of the counterweight 130 and the elastic deformation of the damping element 120. Compared with the structure of related technologies that only rely on a single passive elastic element, the symmetrical arrangement of the two damping elements 120 and the reasonable layout of multiple buffer parts 123 inside each damping element 120 in this solution can provide uniform and continuous buffering force under external excitation in different directions, avoiding the problem of damping performance degradation caused by the aging of a single elastic element or uneven force, thereby improving the stability of the damping effect of the damping device 100.

[0077] Meanwhile, the misalignment design of the first joint 121 and the second joint 122, together with the reserved space 121a, further optimizes the buffer stroke, ensuring that when the counterweight 130 undergoes a large displacement, the buffer part 123 can still maintain effective elastic deformation, thereby continuously and stably absorbing and dissipating vibration energy, and improving the riding comfort and safety of the vehicle seat.

[0078] In some embodiments, the damping element 120 is made of a material with high elasticity and good damping properties (such as rubber or a specially formulated elastomer), which undergoes elastic deformation when subjected to force, and absorbs and dissipates energy through molecular friction and structural deformation within the material. By cooperating with the counterweight 130, it reduces the vibration transmitted from the seat to the occupant, thereby improving the comfort and stability of the ride.

[0079] Reference Figure 3 In some embodiments, the counterweight 130 includes a cylindrical body 131 and two connecting shafts 132 located at both ends of the body 131. The two connecting shafts 132 are connected to the second joints 122 of the two dampers in a one-to-one correspondence.

[0080] Reference Figure 6 In some embodiments, multiple buffer sections 123 are spaced apart along the circumference of the second axis C2.

[0081] By adopting the above scheme, multiple buffer sections 123 are arranged at intervals, so that when the counterweight 130 is subjected to impact or vibration from different circumferential directions, the corresponding buffer section 123 can respond in time and provide effective elastic support and energy dissipation, further improving the stability and reliability of the damping device 100 under complex vibration conditions.

[0082] At the same time, the spacing provides sufficient space for the buffer section 123 to deform under stress, avoiding mutual interference between adjacent buffer sections 123 due to excessive compression, and ensuring that each buffer section 123 can independently and efficiently play its buffering role.

[0083] In one example of this application, reference is made to Figure 6 Along the circumference of the second axis C2, multiple buffer parts 123 are evenly spaced, which can ensure that the damping element 120 has uniform buffering capacity in all circumferential directions, avoiding the problem of excessive local force or unbalanced buffering effect caused by uneven distribution of buffer parts 123.

[0084] In some embodiments, the lengths of the plurality of buffer portions 123 decrease in a vertically upward direction.

[0085] Under normal circumstances, the energy transfer of the counterweight 130 in the vertical direction (i.e., up and down direction) will vary at different heights due to vibration or impact. The lower position may bear a greater impact force, and at this time, the longer buffer part 123 can provide stronger initial buffering and deformation capacity, effectively absorbing a larger amount of energy; while the impact force at the upper position is relatively small, and the shorter buffer part 123 can also ensure the buffering effect.

[0086] By adopting the above scheme, and by making the length of multiple buffer parts 123 decrease in the vertical upward direction, it is possible to adapt to the difference in impact force that the counterweight 130 may be subjected to at different positions.

[0087] It should be noted that the vertical, front-back, and left-right directions in this application are only used to express relative positional relationships and indicate approximate orientation. In one example of this application, these directions can be the orientation of the damping device in its operating state. For example, when the damping device is installed in a vehicle, the above directions can also be the vehicle's vertical, front-back, and left-right directions. More specifically, the first axis C1 and the second axis C2 mentioned above are both parallel to the left-right direction.

[0088] In some embodiments, the width of the buffer portion 123 along the circumferential direction of the second axis C2 ranges from 3 mm to 8 mm.

[0089] It is understandable that if the width of the buffer part 123 is too small, its structural strength will be insufficient, and it will be prone to breakage or excessive deformation when subjected to impact, thus failing to play an effective buffering role; while if the width is too large, it will easily cause mutual interference between adjacent buffer parts 123 due to compression deformation.

[0090] By adopting the above scheme and limiting the width of the buffer part 123, it is possible to ensure that the buffer part 123 has sufficient structural strength to withstand the impact, and to avoid mutual interference between adjacent buffer parts 123 during the deformation process. This ensures that each buffer part 123 can independently and efficiently play its buffering and energy absorption role, thereby further improving the overall buffering performance and stability of the damping component 120.

[0091] Reference Figure 6 In some embodiments, the positional angle α between two adjacent buffer portions 123 along the circumferential direction of the second axis C2 ranges from 15° to 90°.

[0092] It is understandable that if the position angle is too small, the adjacent buffer parts 123 will be too densely distributed in the circumferential direction, which will not only increase the overall structural complexity and processing difficulty of the damping component 120, but may also cause the buffer parts 123 to squeeze each other during deformation due to space constraints, affecting their respective buffering effects; while if the position angle is too large, the buffer parts 123 will be too sparsely distributed in the circumferential direction, which will not be able to form a uniform and comprehensive buffer protection for the counterweight 130, and may result in localized impact concentration.

[0093] By adopting the above scheme and limiting the positional angle between adjacent buffer sections 123, it is possible to ensure the uniformity of the distribution of buffer sections 123 while reserving sufficient deformation space for each buffer section 123, so that it can independently and fully undergo elastic deformation to absorb energy when subjected to impact, thereby effectively improving the buffering response capability of the damping device 100 to impacts from different directions and the stability of the overall buffering effect.

[0094] In some embodiments, the width of the plurality of buffer portions 123 decreases in a vertically upward direction.

[0095] It can be understood that the width of the buffer portion 123 can be the width of the radial inner end or the radial outer end of the buffer portion 123, or it can be the average width of the buffer portion 123.

[0096] By adopting the above scheme, the width of the multiple buffer sections 123 decreases in a progressively smaller manner, which allows the lower buffer section 123 to have more structural material to cope with the main impact, while the upper buffer section 123 can achieve lightweighting while ensuring the basic buffering function, thereby further improving the adaptability of the damping device 100 in practical applications and the rationality of its buffering performance.

[0097] In some embodiments, the positional angle α between two adjacent buffer portions 123 increases in the vertically upward direction.

[0098] By adopting the above scheme, the included angle between two adjacent buffer sections 123 increases vertically upwards, allowing the lower buffer sections 123 to be more densely distributed in the circumferential direction. This focuses on dealing with the main impacts that may come from below during vehicle operation, ensuring more comprehensive and concentrated buffer protection for the bottom and lower middle areas of the counterweight 130. Meanwhile, the increased included angle between the upper buffer sections 123 allows for a reasonable reduction in the number of buffer sections 123 in areas of the upper counterweight 130 where the impact force is relatively small, avoiding structural redundancy. It also provides more space for the deformation of the upper buffer sections 123, preventing mutual interference caused by excessive density. Thus, while achieving a lightweight overall structure of the damping device 100, it further optimizes the buffer adaptability to impacts at different heights, improving the overall buffering performance of the damping device 100 under complex working conditions.

[0099] Due to the gravity of the counterweight 130, the second joint 122 automatically moves downwards, causing the second axis C2 to tend to coincide with the first axis C1. This means that even without external excitation, a portion of the lower buffer section has already undergone compressive deformation, resulting in significant compressive stress within this section. This long-term, continuous compressive deformation may lead to fatigue wear in this buffer section, affecting its service life and the stability of its cushioning performance. To solve this problem, refer to... Figure 9 In some embodiments, at least a portion of the buffer portions 123 are provided with buffer holes 123a, and the same buffer portion 123 is provided with a plurality of buffer holes 123a spaced apart. The buffer holes 123a penetrate the buffer portion in a direction parallel to the second axis. The distribution density of the buffer holes 123a in the plurality of buffer portions 123 decreases in a vertically upward direction.

[0100] It can be understood that the distribution density of buffer holes 123a can be the number of buffer holes 123a per unit volume or per unit area, or the total volume.

[0101] By adopting the above solution, when the second joint 122 compresses the lower buffer part 123 under the action of the counterweight 130, the buffer hole 123a can provide additional deformation space for the buffer part 123 under pressure, effectively releasing the compressive stress generated by long-term pre-compression inside, thereby reducing the risk of fatigue wear of the buffer part.

[0102] Specifically, the lower portion of the buffer section 123 experiences greater pressure under the weight of the counterweight, so a higher density of buffer holes is provided. This allows it to have better stress release and deformation adaptability in the initial state, avoiding irreversible structural damage due to excessive compression. In the vertical upward direction, as the pre-pressure on the buffer section 123 gradually decreases, the density of the buffer holes decreases accordingly. This satisfies the basic buffering requirements of the upper buffer section without weakening its structural strength due to excessive openings, ensuring that the buffer section maintains good mechanical properties and service life at different heights.

[0103] In one example of this application, reference is made to Figure 9 A virtual reference plane M is established on a plane that coincides with the second axis and is perpendicular to the vertical direction. Buffer holes 123a can be provided only in the buffer section 123 located below the reference plane M. With this arrangement, since the buffer section below the reference plane directly bears the main pressure of the counterweight, its pressure is much greater than that of the buffer section above the reference plane. By providing buffer holes only below the reference plane, targeted stress release and deformation optimization can be precisely performed in high-stress areas, avoiding unnecessary weakening of structural strength that might result from opening buffer holes in low-stress areas.

[0104] Due to the gravity of the counterweight 130, the second joint 122 automatically moves downwards, causing the second axis C2 to tend to coincide with the first axis C1. This means that even without external excitation, a portion of the upper buffer section has already undergone tensile deformation, resulting in significant tensile stress within this portion. This long-term, continuous tensile deformation may lead to material fatigue or performance degradation in this portion of the buffer, thus affecting the overall buffering effect and stability of the damping device. To solve this problem, refer to... Figure 10 In some embodiments, at least a portion of the buffer portions 123 have folded edges 123b along the circumferential direction of the second axis.

[0105] It is understandable that when the second joint 122, under the action of the counterweight 130, causes the upper buffer 123 to stretch, the folded edge structure 123b first undergoes elastic extension, absorbing and offsetting part of the tensile stress through its own deformation. This reduces the tensile stress level borne by the main material of the buffer part, preventing material fatigue caused by long-term high stress. At the same time, the folded edge structure can also increase the structural stiffness of the buffer part's edge, preventing edge cracking and other problems during repeated stretching, further improving the overall stability and service life of the damping device.

[0106] In one example of this application, reference is made to Figure 10A virtual reference plane M is established on a plane that coincides with the second axis and is perpendicular to the vertical direction. The folded edge structure 123b can be set only on the edge of the buffer part 123 located above the reference plane M. With this setting, since the buffer part above the reference plane M is the area that directly bears the main tensile force of the counterweight, by setting the folded edge structure specifically on the buffer part above the reference plane, stress buffering and structural reinforcement of the parts that are prone to overstretching can be performed more accurately.

[0107] More specifically, the shape of the folded edge structure can be wavy, serrated, or stepped, etc.

[0108] It should be noted that, considering the differences in stress distribution among different buffer sections under the initial conditions described above, different buffer sections need to simultaneously cope with the dynamic changes in tensile and compressive stresses when subjected to external excitations such as bumps and sudden braking during vehicle operation. In the embodiments of this application, the buffer section 123 located below the reference plane M is provided with a buffer hole 123a, and the edge of the buffer section 123 located above the reference plane M is provided with a folded edge structure 123b. By adapting the structural design of the buffer section to its initial stress state, differentiated buffering of tensile and compressive stresses can be achieved.

[0109] Specifically, the buffer section below the reference plane M primarily bears compressive stress in the initial state. With the buffer holes 123 installed, when subjected to external excitation and undergoing compressive deformation, the hole walls can absorb and disperse the compressive stress through elastic contraction and deformation, preventing material damage caused by stress concentration. The buffer section above the reference plane M primarily bears tensile stress, and the folded edge structure can specifically offset tensile stress through elastic extension and strengthen the edge structure. This combination of buffer holes and folded edge structures in the upper and lower regions allows the entire buffer section to perform its buffering function more efficiently and accurately when facing complex dynamic stress changes, further improving the mechanical performance and reliability of the damping device.

[0110] In some embodiments, the damping device 100 further includes a memory wire; the memory wire can be integrated with the buffer section. The memory wire can be arranged along the force direction of the buffer section or a preset deformation path. By setting the memory wire, additional elastic restoring force can be provided when the buffer section deforms. At the same time, by utilizing its shape memory characteristics, specific shape recovery behavior is triggered when the deformation exceeds a preset threshold or when the temperature changes, thereby dynamically adjusting the stiffness and damping characteristics of the buffer section. This structural co-design of the memory wire and the buffer section enables the damping device to adaptively adjust its buffering performance according to actual working conditions, effectively broadening its applicability under different temperature and load conditions, and improving the ride comfort and safety of vehicle seats.

[0111] As a specific solution, memory wires include shape memory alloys, such as nickel-titanium alloys.

[0112] In some embodiments, the memory wire is configured to be electrically connected to the vehicle's electronic control system. When the vehicle detects severe or high-frequency vibrations, the SMA wire is electrically heated, increasing the local stiffness of the buffer section or changing its damping characteristics. For example, when the vehicle determines based on acceleration sensor signals that the external excitation meets preset severe vibration conditions, the electronic control system electrically heats the memory wire on the buffer section, causing it to undergo a martensitic-to-austenitic phase transformation and shrinkage, thereby applying a preload to the buffer section and increasing its stiffness.

[0113] In one example of this application, at least a portion of the memory wire is disposed inside the buffer portion; more specifically, the memory wire may be embedded inside the buffer portion in a direction parallel to the first axis.

[0114] In one example of this application, at least a portion of the memory wire is disposed on the surface of the buffer portion. For example, the memory wire may be distributed in a ring or radial pattern around the buffer hole below the reference plane M, or disposed along the extension trajectory of the folded structure above the reference plane M.

[0115] It should be noted that the memory wire can be placed inside the buffer section or on the surface of the buffer section, or the memory wire can be placed both inside the buffer section and on the surface of the buffer section.

[0116] In some embodiments, the diameter of the memory fiber is in the range of 0.3 mm to 0.8 mm, thereby balancing flexibility (avoiding affecting the initial elasticity of the buffer) and sufficient resilience.

[0117] Reference Figure 7 In some embodiments, the second joint 122 has a first end face S1 facing the counterweight 130 and a second end face S2 facing away from the counterweight 130; wherein the radial inner end of the buffer portion 123 extends from the first end face S1 to the second end face S2.

[0118] By adopting the above solution, by extending the radial inner end of the buffer part 123 from the first end face S1 to the second end face S2, the force of the buffer part 123 can be transmitted more evenly to the entire second joint part 122, thus avoiding the connection failure problem caused by local stress concentration.

[0119] Meanwhile, the buffer portion 123 extends from the first end face S1 to the second end face S2, providing the buffer portion 123 with a longer lever arm and a more stable support base. When the buffer portion 123 is subjected to radial or axial impact force, it can more effectively absorb and dissipate energy through its own deformation, thereby improving the buffering effect of the damping device 100 and its reliability for long-term use.

[0120] Reference Figure 7In some embodiments, the second joint 122 has a third end face S3 facing the counterweight 130 and a fourth end face S4 facing away from the counterweight 130; wherein the radially outer end of the buffer portion 123 extends from the third end face S3 to the fourth end face S4.

[0121] By adopting the above solution, extending the radial outer end of the buffer portion 123 from the third end face S3 to the fourth end face S4, the force transmission path between the buffer portion 123 and the second joint portion 122 can be further optimized, avoiding stress peaks in the third end face S3 or the fourth end face S4 due to uneven force transmission.

[0122] At the same time, this arrangement also increases the contact area and connection strength between the buffer part 123 and the second joint part 122. When the buffer part 123 deforms under radial or axial force, its radial outer end can be more firmly supported by the second joint part 122, reducing the possibility of the buffer part 123 failing and improving the buffering effect and long-term reliability of the damping device 100.

[0123] Reference Figure 7 In some embodiments, along the axial direction of the second axis C2, the first end face S1 is closer to the counterweight 130 than the third end face S3, which can avoid interference between the third end face and the counterweight 130; and the first end face S1 and the third end face S3 have a first misalignment distance L1.

[0124] Along the axial direction of the second axis C2, the second end face S2 is closer to the counterweight 130 relative to the fourth end face S4, and the first end face S1 and the third end face S3 have a second misalignment distance L2. L2 is greater than or equal to L1.

[0125] By adopting the above scheme, by setting the first end face S1 to be close to the counterweight 130 relative to the third end face S3 and forming a first misalignment distance L1, and the second end face S2 to be close to the counterweight 130 relative to the fourth end face S4 and forming a second misalignment distance L2, and L2 being greater than or equal to L1, the buffer part 123 can form a specific inclined structure in the axial direction, so that the buffer part 123 can withstand a larger impact load, thereby more effectively dispersing and absorbing energy.

[0126] Reference Figure 4 , Figure 7 and Figure 8 In some embodiments, the first connecting portion 121 has a limiting groove 121b. The limiting groove 121b is disposed around the first axis C1; at least a portion of the mounting bracket 110 is embedded in the limiting groove 121b; along the axial direction of the first axis C1, the axial position of the limiting groove 121b at least partially coincides with the axial position of the second connecting portion 122.

[0127] By employing the above solution, at least a portion of the mounting bracket 110 is embedded in the limiting groove 121b surrounding the first axis C1, axial displacement of the first joint 121 relative to the mounting bracket 110 can be restricted, ensuring the stability of the position of the first joint 121. Simultaneously, the design that the axial position of the limiting groove 121b at least partially coincides with the axial position of the second joint 122 along the first axis C1 ensures more reliable force transmission between the mounting bracket 110, the first joint 121, and the second joint 122, improving the overall structural compactness and collaborative stability.

[0128] Reference Figure 4 , Figure 7 and Figure 8 In some embodiments, the mounting bracket 110 is provided with a mounting hole 110a and an anti-detachment groove 110b.

[0129] The mounting hole 110a mates with the first joint 121, and the wall of the mounting hole 110a is provided with a positioning groove; the anti-detachment groove 110b is provided through the hole in a direction parallel to the first axis C1.

[0130] In one example of this application, the mounting bracket 110 includes: a support portion 111 and a connecting portion 112; the support portion 111 is provided in two parts, which are respectively connected to the two ends of the connecting portion 112; the support portion 111 is constructed as a ring structure, and the mounting hole 110a and the anti-detachment groove 110b are respectively provided in the support portion 111.

[0131] Reference Figure 4 , Figure 7 and Figure 8 In some embodiments, the first coupling portion 121 includes a positioning protrusion 121c and an anti-detachment pin 121d. At least a portion of the positioning protrusion 121c is embedded in the positioning groove; the anti-detachment pin 121d extends in a direction parallel to the first axis C1; at least a portion of the anti-detachment pin 121d is inserted into the anti-detachment groove 110b; the first axis C1, the second axis C2, and the third axis C3 of the anti-detachment pin 121d are located in the same vertical plane.

[0132] By adopting the above scheme, the positioning protrusion 121c and the positioning groove are fitted together to effectively position the first joint 121 and the mounting bracket 110 in the circumferential direction, preventing relative rotation between the two and ensuring the stability and accuracy of the damping component 120 during operation.

[0133] Meanwhile, the anti-detachment pin 121d is inserted into the anti-detachment groove 110b, which is arranged through the entire shaft parallel to the first axis C1. This groove works in conjunction with the axial limiting effect of the limiting groove 121b to effectively reduce the risk of the first joint 121 detaching from the mounting bracket 110. Furthermore, the arrangement of the first axis C1, the second axis C2, and the third axis C3 of the anti-detachment pin 121d in the same vertical plane ensures coaxiality and symmetry during force transmission, further reducing the risk of detachment.

[0134] Reference Figure 7 In some embodiments, along a direction parallel to the first axis C1, the size W1 of the anti-detachment pin 121d is greater than or equal to the size W2 of the limiting groove 121b, to ensure that the engagement between the anti-detachment pin 121d and the anti-detachment groove 110b will not loosen when the damping device 100 is subjected to vibration or impact, thereby improving the reliability and stability of the connection between the first joint 121 and the mounting bracket 110.

[0135] The above description is merely a selection of preferred embodiments of this disclosure and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in the embodiments of this disclosure is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described inventive concept. For example, technical solutions formed by substituting the above-described features with (but not limited to) technical features with similar functions disclosed in the embodiments of this disclosure.

Claims

1. A damping device (100) for a vehicle seat, characterized in that, include: Mounting bracket (110) is configured to connect to a vehicle seat; Two damping elements (120) are respectively installed on the mounting bracket (110); The counterweight (130) is mounted on the mounting bracket (110) via two of the damping elements (120); The damping element (120) includes: The first connecting part (121) is connected to the mounting bracket (110), and the middle part of the first connecting part (121) is provided with a movable space (121a); The second connecting part (122) is connected to the counterweight (130), and at least a portion of the second connecting part (122) is located in the active space (121a). The second axis (C2) of the second connecting part (122) is parallel to and offset from the first axis (C1) of the first connecting part (121). Multiple buffer portions (123) are arranged circumferentially along the second axis (C2), and the buffer portions (123) are connected between the first connecting portion (121) and the second connecting portion (122).

2. The damping device (100) for a vehicle seat according to claim 1, characterized in that, Along the vertically upward direction, the lengths of the plurality of buffer sections (123) decrease in an increasing trend.

3. The damping device (100) for a vehicle seat according to claim 1, characterized in that, Along the circumferential direction of the second axis (C2), the width of the buffer portion (123) ranges from 3 mm to 8 mm; And / or, along the circumferential direction of the second axis (C2), the positional angle between two adjacent buffer portions (123) ranges from 15° to 90°.

4. The damping device (100) for a vehicle seat according to claim 3, characterized in that, Along the vertically upward direction, the width of the plurality of buffer sections (123) decreases in a decreasing trend; And / or, along the vertically upward direction, the positional angle α between two adjacent buffer sections (123) shows an increasing trend.

5. The damping device (100) for a vehicle seat according to claim 1, characterized in that, At least a portion of the buffer portions (123) are provided with buffer holes (123a), and the same buffer portion (123) is provided with a plurality of buffer holes (123a) spaced apart; the buffer holes (123a) penetrate the buffer portion (123) in a direction parallel to the second axis (C2); the distribution density of the buffer holes (123a) in the plurality of buffer portions (123) decreases in the vertically upward direction. And / or, along the circumferential direction of the second axis, at least a portion of the edges of the buffer portions (123) are provided with folded edge structures (123b); And / or, the damping device (100) further includes: A memory wire is attached to the buffer portion (123), at least a portion of which is disposed inside and / or on the surface of the buffer portion (123).

6. The damping device (100) for a vehicle seat according to claim 1, characterized in that, The second connecting portion (122) has a first end face (S1) facing the counterweight (130) and a second end face (S2) facing away from the counterweight (130); wherein the radially inner end of the buffer portion (123) extends from the first end face (S1) to the second end face (S2); And / or, the second connecting portion (122) has a third end face (S3) facing the counterweight (130) and a fourth end face (S4) facing away from the counterweight (130); wherein the radially outer end of the buffer portion (123) extends from the third end face (S3) to the fourth end face (S4).

7. The damping device (100) for a vehicle seat according to claim 6, characterized in that, Along the axial direction of the second axis (C2), the first end face (S1) is closer to the counterweight (130) relative to the third end face (S3), and the first end face (S1) and the third end face (S3) have a first misalignment distance L1; Along the axial direction of the second axis (C2), the second end face (S2) is closer to the counterweight (130) relative to the fourth end face (S4), and the first end face (S1) and the third end face (S3) have a second misalignment distance L2; Wherein, L2 is greater than or equal to L1.

8. The damping device (100) for a vehicle seat according to any one of claims 1 to 7, characterized in that, The first joint (121) has: A limiting groove (121b) is provided around the first axis (C1); At least a portion of the mounting bracket (110) is embedded in the limiting groove (121b); along the axial direction of the first axis (C1), the axial position of the limiting groove (121b) at least partially coincides with the axial position of the second joint (122).

9. The damping device (100) for a vehicle seat according to claim 8, characterized in that, The mounting bracket (110) is provided with: The mounting hole (110a) mates with the first joint (121), and the wall of the mounting hole (110a) is provided with a positioning groove; The anti-detachment groove (110b) is provided through the groove in a direction parallel to the first axis (C1); The first joint (121) includes: The positioning protrusion (121c) is at least partially embedded in the positioning groove; Anti-detachment pin (121d) extends in a direction parallel to the first axis (C1); Wherein, at least a portion of the anti-detachment pin (121d) is inserted into the anti-detachment groove (110b); The first axis (C1), the second axis (C2), and the third axis (C3) of the anti-detachment pin (121d) are located in the same vertical plane.

10. The damping device (100) for a vehicle seat according to claim 9, characterized in that, Along a direction parallel to the first axis (C1), the dimension W1 of the anti-detachment pin (121d) is greater than or equal to the dimension W2 of the limiting groove (121b).

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