Handrail adjustment mechanism

Abstract

An armrest adjustment mechanism is provided. The armrest adjustment mechanism is suitable for fixed connection to the backrest frame of a seat and includes: a drive assembly for driving the armrest to rotate; and a deceleration locking assembly including an input end and an output end. The input end is connected to the drive assembly via gear engagement and is driven to rotate by the drive assembly. The output end is connected to the armrest frame to drive the armrest frame to rotate about the output rotation axis of the output end to a retracted or open position. The armrest adjustment mechanism is fixedly connected to the backrest frame outside the armrest frame. The deceleration locking assembly is configured to lock the input end and output end at least when the armrest frame is in the retracted position. This disclosure achieves effective opening and retraction of the armrest through the drive assembly, and achieves uniform speed control of the armrest rotation speed and effective locking and reliable support for any open position through the deceleration locking assembly. Furthermore, the overall structure is small in size and does not occupy internal storage space or space for installing other components.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle seating technology, and more specifically to an armrest adjustment mechanism for a seat. Background Technology

[0002] As consumers increasingly demand functionality and comfort from vehicles, vehicle seats have been designed with multiple adjustment functions to enhance passenger comfort. For rear seats, the adjustment of the center armrest directly impacts passenger convenience and comfort. The armrest adjustment mechanism should provide sufficient support when in the open position and ensure a smooth, anti-pinch movement when transitioning from the folded to the open position to achieve optimal comfort.

[0003] Existing electrically adjustable handrails with numerous components for the flipping function are structurally complex and prone to overspeeding during use, failing to meet anti-pinch requirements and impacting occupant comfort. Furthermore, the handrails require sufficient support strength in the open position, placing higher demands on the adjustment mechanism. Summary of the Invention

[0004] The purpose of this disclosure is to provide an armrest adjustment mechanism to solve the problems in the prior art. This armrest adjustment mechanism satisfies the electric adjustment function of the armrest and the multi-stroke state requirements of the armrest's usage position. It also features a simple structure, does not occupy the limited space of the armrest, is reliable in operation, easy to operate, and inexpensive.

[0005] Therefore, according to this disclosure, an armrest adjustment mechanism is provided, the armrest adjustment mechanism being adapted to be fixedly connected to the backrest frame of a seat and comprising: a drive assembly for driving the armrest to rotate; and a deceleration locking assembly including an input end and an output end, the input end being connected to the drive assembly by a gear engagement and driven to rotate by the drive assembly, the output end being connected to the armrest frame to drive the armrest frame to rotate about the output rotation axis of the output end to a retracted position or an open position, wherein the armrest adjustment mechanism is fixedly connected to the backrest frame outside the armrest frame, and the deceleration locking assembly is configured to lock the input end and the output end at least when the armrest frame is in the retracted position.

[0006] Based on the above-described technical concept, this disclosure may further include any one or more of the following alternative forms.

[0007] In some alternative configurations, the drive assembly is configured as a geared motor, including a drive motor and a reduction assembly, wherein the rotation axis of the drive motor is parallel or perpendicular to the output rotation axis of the output end of the reduction locking assembly, the rotation axis of the reduction assembly is parallel to the output rotation axis of the output end of the reduction locking assembly, and the reduction assembly is directly connected to the input end of the reduction locking assembly.

[0008] In some alternative forms, the deceleration locking assembly includes a gear plate configured as the input end and an output shaft configured as the output end, the output end of the deceleration assembly being connected to the gear plate via a gear, the gear plate being driven to rotate by the gear and being transmitted to the output shaft via a linkage assembly.

[0009] In some alternative forms, the linkage assembly includes: a first linkage, wherein the toothed plate is fixedly connected to a first connecting shaft arranged along a first drive shaft parallel to the rotation axis of the reduction assembly, and pivotally connected to the first linkage via a second connecting shaft arranged along a second drive shaft parallel to the first drive shaft, the toothed plate being driven by the gear to rotate about the first drive shaft and causing the first linkage to rotate; and a second linkage, wherein the second linkage is pivotally connected to the first linkage and fixedly connected to the output shaft via a third connecting shaft arranged along a third drive shaft parallel to the second drive shaft, the rotation of the first linkage causing the second linkage, together with the output shaft, to rotate about the output rotation axis.

[0010] In some alternative configurations, when the armrest frame is in the retracted position, the line connecting the rotation centers of the first drive shaft, the second drive shaft, and the third drive shaft is approximately a straight line, so that the input end and the output end are locked together.

[0011] In some alternative forms, when the armrest frame is in the retracted position, the angle between the line connecting the rotation centers of the first and second drive shafts and the line connecting the rotation centers of the second and third drive shafts is 170 to 180 degrees, so that the input end and the output end are locked.

[0012] In some alternative forms, the first connecting shaft is provided with a square shoulder extending axially, and the toothed plate is provided with a square through hole of a matching shape for fixed connection with the first connecting shaft.

[0013] In some alternative forms, the first connecting shaft is provided with a limiting shoulder adjacent to the square shoulder to limit its position on the toothed plate.

[0014] In some alternative forms, the output shaft is provided with a first spline extending axially, and the armrest frame is provided with a first spline hole of a matching shape for fixed connection with the output shaft; the output shaft is provided with a second spline extending axially opposite to the first spline, and the second connecting rod is provided with a second spline hole of a matching shape for fixed connection with the output shaft.

[0015] In some alternative forms, the output shaft is further provided with a tapered square portion extending axially from the first spline, a fixed flange is fixedly connected to the armrest frame, the first spline hole is formed on the fixed flange, and the square portion passes through the first spline hole and is nested to the fixed flange.

[0016] In some alternative forms, the output shaft is provided with a limiting shoulder adjacent to the second spline to limit its position on the second link.

[0017] In some alternative forms, the armrest adjustment mechanism includes a housing that accommodates the deceleration locking assembly and is fixedly connected to the backrest frame. The gear of the deceleration assembly passes through a through hole in the housing and meshes with the gear plate. The two ends of the first connecting shaft are respectively embedded in positioning shaft holes in the housing. One end of the output shaft is embedded in the positioning shaft hole in the housing, and the other end of the output shaft passes through a through hole in the housing and is fixedly connected to the armrest frame.

[0018] In some alternative configurations, the second link is configured to have a mating surface adapted to the contour of the housing, the housing having a cushioning pad inside, and the mating surface of the second link abutting the cushioning pad when the armrest frame is flipped between the retracted and open positions.

[0019] In some alternative forms, the mating surface includes at least an arcuate surface bounded by the rotation centers of the output rotation shaft and the third drive shaft, and a plane that smoothly transitions between the arcuate surfaces.

[0020] In some alternative forms, the housing is provided with a stop block, the stop block has a stop surface, and the toothed plate has a mating surface adapted to the contour of the stop surface. When the armrest frame is in the retracted or open position, the mating surface of the toothed plate abuts against the stop surface of the stop block to limit the rotational stroke of the toothed plate around the first drive shaft.

[0021] In some alternative forms, the toothed plate is provided with toothed portions that mesh with the gear, the first and last teeth of the toothed portions forming a gear stop to limit the rotational travel of the toothed plate about the first drive shaft driven by the gear.

[0022] The handrail adjustment mechanism disclosed herein achieves effective opening and closing of the handrail through a drive component, and achieves uniform speed control of the handrail's tilting speed and effective locking and reliable support at any open position through a deceleration locking component. Furthermore, the overall structure is compact, not occupying internal storage space or space for installing other components. This handrail adjustment mechanism can reliably provide diverse adjustment options such as anti-pinch, sufficient locking strength, or support strength to meet different needs, while also ensuring stability and comfort. Attached Figure Description

[0023] Other features and advantages of this disclosure will be better understood through the following detailed description of alternative embodiments in conjunction with the accompanying drawings, in which the same reference numerals identify the same or similar parts, wherein:

[0024] Figure 1 This is a schematic diagram of the vehicle seats, showing the large rear seats and armrests in the designed position.

[0025] Figure 2 This is a schematic diagram of an armrest adjustment mechanism connected to the backrest frame and the armrest frame according to one embodiment of the present disclosure.

[0026] Figure 3 This is a schematic diagram of the armrest adjustment mechanism installed on the backrest frame;

[0027] Figure 4 This is an exploded view of the armrest adjustment mechanism, armrest frame, and backrest frame;

[0028] Figure 5 This is an exploded view of the armrest adjustment mechanism;

[0029] Figure 6A This is a schematic diagram of the output shaft of the deceleration lock-up assembly. Figure 6B This is a schematic diagram of the second link of the deceleration locking assembly. Figure 6C This is a schematic diagram of the gear plate of the deceleration locking assembly. Figure 6D This is a schematic diagram of the first connecting shaft of the deceleration locking assembly. Figure 6E This is a schematic diagram of the gears in the drive assembly;

[0030] Figure 7A This is a side view of the handrail adjustment mechanism with the first housing removed, showing the limiting stop between the deceleration locking assembly's toothed plate and the linkage assembly and the housing when the handrail frame is in the retracted position; Figure 7B and Figure 7A Similarly, the toothed plate and linkage assembly of the deceleration locking assembly and the limiting stop between the housing are shown when the armrest frame is in the open position;

[0031] Figure 8A This is a schematic diagram of the external side of the armrest adjustment mechanism. Figure 8B It is along Figure 8A A schematic diagram of the cross-section taken from section AA. Figure 8C It is along Figure 8B A schematic diagram of the cross-section taken from BB. Figure 8D It is along Figure 8B A cross-sectional view taken from the CC section. Figure 8E It is along Figure 8A A schematic diagram of the cross-section taken from DD. Figure 8F It is along Figure 8E A schematic diagram of the cross-section taken from the middle EE;

[0032] Figure 9A This is a schematic diagram of the armrest frame in the retracted position, showing the state of the toothed plate and linkage assembly of the armrest adjustment mechanism; Figure 9B This is a schematic diagram of the handrail frame in the open position, showing the state of the toothed plate and linkage assembly;

[0033] Figure 10 It shows Figure 9A Enlarged schematic diagram of the toothed plate and connecting rod assembly in the specified state;

[0034] Figure 11A This is a diagram showing the armrest frame in the open position and the backrest in the designed position. Figure 11B yes Figure 11A A schematic diagram of the gear plate and linkage assembly of the handrail adjustment mechanism under various conditions;

[0035] Figure 12A This is a diagram showing the armrest frame in the open position and the backrest tilted back. Figure 12B yes Figure 12A A schematic diagram of the gear plate and linkage assembly of the handrail adjustment mechanism under various conditions;

[0036] Figure 13A This is a diagram showing the armrest frame in the open position and the backrest tilted forward. Figure 13B yes Figure 13A A schematic diagram of the gear plate and linkage assembly of the handrail adjustment mechanism under various conditions. Detailed Implementation

[0037] The implementation and use of the embodiments are discussed in detail below. However, it should be understood that the specific embodiments discussed are merely illustrative of particular ways of implementing and using this disclosure, and are not intended to limit the scope of this disclosure. The descriptions of the structural positions of various components, such as up, down, top, bottom, etc., are not absolute but relative. These directional descriptions are appropriate when the various components are arranged as shown in the figures, but they change accordingly when the positions of the various components in the figures change.

[0038] In this document, expressions such as “including” or similar expressions such as “having” are open-ended and do not exclude additional unlisted elements or functions.

[0039] In this document, terms such as “first,” “second,” “third,” etc., are not used to specify the order of events or the number of components, unless otherwise stated.

[0040] In this document, unless otherwise explicitly specified, the terms "connection" and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can be a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. The term "fixed connection" can be understood as a fixed connection achieved in any way, including but not limited to welding or other fixed connections using fasteners. Those skilled in the art will understand the specific meaning of the above terms in this document according to the specific circumstances.

[0041] It should be understood that although the embodiments of the armrest adjustment mechanism of this disclosure described in conjunction with the accompanying drawings are described in relation to vehicles, the term "vehicle" as used herein includes, but is not limited to, vehicles, ships, aircraft, etc., wherein "vehicle" includes fuel vehicles, hybrid vehicles, electric vehicles, hydrogen-powered vehicles, etc., and can be of various models, without limitation herein.

[0042] To improve passenger comfort, existing vehicle seats typically offer multiple adjustment functions, such as adjustable backrest angles, allowing passengers to flexibly adjust the seat posture to meet different needs. For the large rear seats in vehicles, such as... Figure 1 As shown, a large armrest 400 is typically provided in the center of the seat back 100. The armrest can be flipped to the open position shown in the figure for passenger use, for example, by electric adjustment, or it can be in a folded position that is roughly flush with the backrest and hidden in the backrest frame to meet aesthetic requirements or the passenger's need for support.

[0043] It has been recognized that the electric adjustment mechanism of the handrail needs to meet the requirements of anti-pinch protection and ensure sufficient support strength when the handrail is in the open position. This requires the adjustment mechanism to have a deceleration function and sufficient Hall effect sensors to ensure that the handrail's rotation speed is uniform, thereby achieving the anti-pinch function. At the same time, the adjustment mechanism also needs to have a locking function to ensure that the handrail has sufficient support strength at every angle of use when in the open position.

[0044] Therefore, this disclosure aims to provide an armrest adjustment mechanism adapted to be fixedly connected to the backrest frame of a seat and comprising: a drive assembly for driving the armrest to rotate; and a deceleration locking assembly including an input end and an output end, the input end being connected to the drive assembly by a gear engagement and driven to rotate by the drive assembly, the output end being connected to the armrest frame to drive the armrest frame to rotate about the output rotation axis of the output end to a retracted position or an open position, wherein the armrest adjustment mechanism is fixedly connected to the backrest frame outside the armrest frame, and the deceleration locking assembly is configured to lock the input end and the output end at least when the armrest frame is in the retracted position.

[0045] The armrest adjustment mechanism disclosed herein achieves effective opening and closing of the armrest through a drive component, and achieves uniform speed control of the armrest's tilting speed and effective locking and reliable support at any open position through a deceleration locking component, eliminating the need for an additional locking device. Furthermore, the armrest adjustment mechanism is located inside the backrest assembly, without occupying storage space or space for installing other components within the armrest. Moreover, the input end of the deceleration locking component is connected to the drive component via a gear meshing mechanism, resulting in a small overall size, simple installation, minimal deformation during operation, good structural stability, and strong versatility.

[0046] Furthermore, the deceleration locking assembly of this disclosure is configured to lock the input and output ends at least when the armrest frame is in the retracted position. This further facilitates the armrest adjustment mechanism in meeting the requirements of the trunk crash test. The trunk crash test is primarily used to verify the protective capabilities of the rear seats and trunk structure for occupants in a collision, preventing secondary injuries caused by luggage moving forward. It simulates the impact of unsecured items in the trunk on the seats during a frontal collision, verifying the seat strength and energy absorption performance. According to the relevant regulations on the strength requirements of heavy armrests, especially when the armrest is in the retracted or closed position, in the event of an impact with the trunk, the locking strength of the armrest needs to reach 1200 Nm to 1500 Nm. This ensures that the armrest can withstand the impact strength of the trunk in the closed state without opening and causing injury to the occupants. The deceleration locking assembly of this disclosure advantageously guarantees this locking strength requirement.

[0047] Based on the above concept, through further design of the deceleration locking component, the handrail adjustment mechanism disclosed herein can reliably provide diverse adjustment requirements such as anti-pinch, sufficient locking strength or support strength, while also possessing stability and comfort.

[0048] Specific combination Figures 2 to 8FThe armrest adjustment mechanism includes a drive assembly 200 configured as a geared motor and a geared locking assembly 300, which are fixedly connected to the seat backrest frame 110. The geared locking assembly 300 can be configured to be housed within a housing to form a modular structure and fixedly connected to the backrest frame 110 by fasteners 317, such as screws. The modular geared locking assembly facilitates the formation of a platform suitable for various application environments, simplifies installation, and improves structural stability. Figure 4 As shown, the drive assembly 200 is, for example, a PHA motor with its own deceleration and locking function, including a drive motor 210 and a deceleration assembly 220. The deceleration and locking assembly 300 includes an input terminal 304 and an output terminal 301. Depending on the needs, the rotation axis of the drive motor 210 is parallel or perpendicular to the output rotation axis A1 of the output terminal 301 of the deceleration and locking assembly 300. In the illustrated embodiment, the rotation axis of the drive motor is perpendicular to the output rotation axis A1 of the output terminal 301 of the deceleration and locking assembly 300, and the rotation axis A5 of the deceleration assembly 220 is parallel to the output rotation axis A1 of the output terminal 301 of the deceleration and locking assembly 300 and is directly connected to the input terminal 304 of the deceleration and locking assembly 300.

[0049] In the embodiment shown, the armrest adjustment mechanism is fixedly connected to the backrest frame 110. The input end 304 is constructed as a toothed plate, and the output end 301 is constructed as an output shaft. The output end of the reduction assembly 220 is connected to the input end / toothed plate 304 through a gear 221. The gear 221 drives the input end / toothed plate 304 to rotate. The input end / toothed plate 304 and the output end / output shaft 301 are transmitted through a linkage assembly. The output end / output shaft 301 is fixedly connected to the armrest frame 410. Thus, the rotation of the output end / output shaft 301 realizes the flipping movement of the armrest frame 410 relative to the backrest frame 110, that is, in the folded position or the open position.

[0050] In the illustrated embodiment, the housing may be constructed as a first housing 305 and a second housing 306 fixedly connected to each other by, for example, screws 316, in combination Figure 5 As shown, the gear 221 of the deceleration assembly 220 can be fitted with a bushing 312 and pass through the through hole 3062 on the second housing 306 to mesh with the input end / tooth plate 304. One end of the output end / output shaft 301 can be fitted with a bushing 314 and embedded in the positioning shaft hole 3063 on the second housing 306. The other end of the output end / output shaft 301 can be fitted with a bushing 310 and pass through the through hole 3053 on the first housing 305 to be fixedly connected to the handrail frame 410.

[0051] Combination Figures 3 to 5 as well as Figure 8BAs shown, the deceleration locking assembly in this embodiment can be configured to have a small dimension along the width direction of the handrail. That is, the transmission design of the toothed plate and connecting rod assembly can optimize the dimension in the width direction without occupying too much space. Only the main body 3013 of the output end / output shaft 301 needs to extend out of the housing and be fixedly connected to the handrail frame 410. After passing through the housing, the output end / output shaft 301 is fixedly connected to the handrail frame 410 via a fixing flange 411 fixedly connected to the handrail frame 410, for example, in the embodiment shown. Specifically, in conjunction with... Figure 6A The output end / output shaft 301 is provided with a first spline 3012 extending axially. The fixing flange 411 on the armrest frame 410 can be provided with a first spline hole 412 of a matching shape for fixed connection with the output end / output shaft 301. The spline design can directly transmit torque and strength and can play a role in preventing assembly errors. It can be directly assembled without welding or bonding, making assembly simple and quick. More preferably, the output end / output shaft 301 is also provided with a tapered square portion 3011 extending axially from the first spline 3012. The square portion 3011 passes through the first spline hole 412 on the fixing flange 411 and is nested to the fixing flange 411. Through the contour-matched nested connection, rotational clearance can be eliminated and tolerances can be absorbed, thereby eliminating the feeling of rotational wobbling. In this way, the increased torsional resistance effect can be obtained through the increased diameter flange face of the fixing flange 411, which helps to provide reinforced structural strength for situations such as luggage impact. Furthermore, compared to directly fixing the output end / output shaft 301 to the handrail frame 410, the fixing flange 411 also provides an increased thickness dimension in the width direction of the handrail. The plate thickness of the handrail frame 410 is usually fixed. For the same material and the same yield strength, as the thickness dimension of the part connected to the handrail frame 410 increases, the torsional resistance also increases.

[0052] The following combination Figures 4 to 8F The specific configuration of the linkage assembly that realizes the transmission from the input end to the output end of the deceleration locking component in this embodiment is further described.

[0053] In the illustrated embodiment, the linkage assembly may include a first linkage 303 and a second linkage 302. The input end / tooth plate 304 is fixedly connected to a first connecting shaft 307 arranged along a first transmission shaft A4 parallel to the rotation axis A5 of the reduction assembly 220, and pivotally connected to the first linkage 303 via a second connecting shaft 308 arranged along a second transmission shaft A3 parallel to the first transmission shaft A4. Thus, the input end / tooth plate 304 is driven by the gear 221 to rotate around the first transmission shaft A4, thereby simultaneously driving the first linkage 303 to rotate. Specifically, in conjunction with... Figures 6C to 6EThe connecting end 2212 of gear 221 is fitted with a bushing 312 and then embedded into the through hole 3062 on the second housing 306 and the positioning shaft hole 3052 on the first housing. The gear plate has a toothed portion 3047 to mesh with the teeth 2211 of gear 221. The first connecting shaft 307 has a square shoulder 3074 extending axially, and the input end / gear plate 304 has a square through hole 3041 of a suitable shape to be fixedly connected to the first connecting shaft 307. Figure 8F As shown, the first connecting shaft 307 may be provided with a limiting shoulder 3071 adjacent to the square shoulder 3074 to abut against and limit the input end / tooth plate 304. Furthermore, the two ends 3072 and 3073 of the first connecting shaft 307 may be fitted with bushings 315 and 311 respectively and then embedded into the positioning shaft holes 3051 and 3061 on the first housing 305 and the second housing 306, as shown. Figure 8E As shown. Thus, the first connecting shaft 307 forms a double-hook-point structure with both ends limited on the housing, which effectively reduces transmission rotation deviation, eliminates the swaying sensation during the handrail's flipping process, and improves comfort.

[0054] Furthermore, the second link 302 is pivotally connected to the first link 303 and fixedly connected to the output end / output shaft 301 via a third connecting shaft 318 arranged along a third transmission shaft A2 parallel to the second transmission shaft A3. Thus, the rotation of the first link 303 causes the second link 302, together with the output end / output shaft 301, to rotate around the output rotation shaft A1. Specifically, in conjunction with... Figures 6A to 6C The second connecting shaft 308, after being fitted with the bushing 313, passes through the through hole 3048 of the input end / tooth plate 304 and the through hole (not shown) of the first connecting rod 303, and is pivotally connected to the first connecting rod 303 and the second connecting rod 302 via the anti-rotation nut 309. Similarly, the third connecting shaft 318, after being fitted with the bushing 313, passes through the through hole 3022 of the second connecting rod 302 and the through hole (not shown) of the first connecting rod 303, and is pivotally connected to the first connecting rod 303 and the second connecting rod 302 via the anti-rotation nut 309. The output end / output shaft 301, opposite to the first spline 3012, has a second spline 3015 extending axially, and the second connecting rod 302 has a matching second spline hole 3021 for fixed connection with the output end / output shaft 301, such as... Figure 8D As shown, the output end / output shaft 301 may also be provided with a limiting shoulder 3014 adjacent to the second spline 3015 to abut against and limit the second connecting rod 302. The end 3016 of the output end / output shaft 301 adjacent to the second spline 3015 is fitted with a bushing 314 and then inserted into the positioning shaft hole 3063 on the second housing 306, as shown. Figure 8B As shown. In this way, the output end / output shaft 301 also forms a double hanging point structure with both ends limited on the housing, which effectively reduces the rotational deviation of the output shaft, avoids the swaying sensation during the armrest flipping process, and improves comfort.

[0055] By providing a linkage assembly, after the deceleration assembly 220 reduces the driving force of the drive motor via the gear 221 and transmits it to the input end / tooth plate 304 of the deceleration locking assembly, the driving force is further reduced in multiple stages and transmitted to the output end / output shaft 301 through the rotational motion of the linkage assembly. This ensures that the driving force transmitted to the armrest frame through the output end is stable and uniform and has sufficient support strength. The gear, tooth plate and linkage assembly can achieve stepless locking throughout the entire stroke, meeting the locking strength and support strength requirements of the armrest at various angles when it is open for use, while also meeting the anti-pinch requirements of the armrest during the process from the open use position to the retracted position.

[0056] In some implementations, such as Figure 7A and Figure 7B As shown, the housing may be provided with a buffer pad acting on the second link 302 connected to the output end of the linkage assembly. An exemplary buffer pad 3067 is shown in the figure, arranged on the second housing 306. The second link 302 is configured to have a contact surface adapted to the housing contour. The contact surface includes at least an arcuate surface defined by the rotation centers of the output rotation shaft A1 and the third drive shaft A2, and a plane with a smooth transition between the arcuate surfaces. When the armrest frame is in the retracted position, the contact surface of the second link 302 can abut or press against the buffer pad 3067, such as... Figure 7A As shown. When the armrest frame is in the open position, at least the arc surface of the second link 302 can also fit against the cushioning pad 3067, as... Figure 7B As shown. This helps absorb the rotational clearance of the second link 302 through the cushioning pad 3067, thereby eliminating the swaying sensation during the armrest's flipping process and improving comfort. In addition, the cushioning pad 3067 can also serve as an auxiliary soft stop to meet the support strength requirements of the luggage collision test that the armrest must meet in the folded position.

[0057] In some embodiments, the housing of the deceleration locking assembly may be provided with a structure to limit the travel of the toothed plate and the linkage assembly, thereby further enhancing the locking strength of the toothed plate and the linkage assembly when the handrail is in the retracted or open position. Similarly, in conjunction with... Figure 7A and Figure 7B In the illustrated embodiment, multiple stop blocks may be provided within the housing. The figure exemplarily shows a stop block 3060 located on the second housing 306, which can serve as an auxiliary rigid stop. It should be understood that stop blocks may also be provided on the first housing, or stop blocks may be provided on both the first and second housings. Each stop block has a stop surface adapted to the contour of the toothed plate and / or connecting rod assembly. When the handrail frame is in the retracted or open position, the toothed plate and / or connecting rod assembly respectively abut against the stop surface of the stop block to limit the travel. Specifically, Figure 7A This shows the stop position when the item is in the retracted position. (Combined with...) Figure 6CAs shown, the stop block 3060 is provided with stop surfaces 3064 and 3065, and the toothed plate is provided with mating surfaces 3042 and 3043 that are adapted to the contours of the stop surfaces 3064 and 3065. Figure 7A In the indicated state, the mating surface 3042 of the toothed plate abuts against the stop surface 3064 of the stop block 3060 to limit the rotational stroke of the toothed plate around the first transmission shaft A4. Figure 7B When in the open position as shown, the mating surface 3043 of the toothed plate abuts against the stop surface 3065 of the stop block 3060, similarly limiting the rotational stroke of the toothed plate around the first drive shaft A4. Furthermore, in the illustrated embodiment, the inner wall of the housing may also be provided with one or more stop surfaces. The figure exemplarily shows a stop surface 3066 formed on the inner wall of the housing, and the toothed plate correspondingly has a mating surface 3044 that mates with the stop surface 3066. Figure 7B In the indicated state, the mating surface 3044 of the toothed plate abuts against the stop surface 3066 to further limit the rotational stroke of the toothed plate around the first drive shaft A4.

[0058] More preferably, the first and last teeth of the toothed portion 3047 of the gear plate form gear stops 3045 and 3046 to limit the rotational travel of the gear plate driven by the gear 221 around the first transmission shaft A4. In other words, the toothed portion 3047 limits the maximum travel of the gear plate relative to the gear 221 by the teeth at both ends. This also provides auxiliary reinforcement to the mechanical structure and protection for the motor.

[0059] In the armrest adjustment mechanism of this disclosure, the deceleration locking component locks the input and output ends in a locked state at least when the armrest frame is in the retracted position. For example, the geared motor of a PHA motor typically has a self-locking function; however, in the event of a luggage collision, the locking strength of the geared motor itself is limited and cannot meet the requirements of luggage collision tests for large armrests. The armrest adjustment mechanism of this disclosure advantageously solves this problem.

[0060] Combination Figure 9A As shown, when the armrest frame 410 is in the retracted position, the input end / tooth plate 304, the output end / output shaft 301, and all components of the linkage assembly are in their initial positions. In this state, if a luggage compartment collision occurs, the output rotation shaft A1 of the output end / output shaft 301 will be subjected to an impact force greater than 1000 Nm, which will be directly transmitted to the first linkage 303 via the second linkage 302. This necessitates preventing the first linkage 303 from rotating around the second transmission shaft A2 to prevent the armrest from opening and causing injury to the occupant. In other words, the tooth plate and linkage assembly need to have sufficient locking strength.

[0061] At this time, combined Figure 10As shown, according to the design of this disclosure, when the armrest frame is in the retracted position, the line connecting the rotation centers of the first drive shaft A4, the second drive shaft A3, and the third drive shaft A2 is advantageously set to be approximately a straight line. Force applied in the approximately straight direction keeps the first connecting rod 303 and the input end / tooth plate 304 in a straight, locked state without rotation. That is, the torque requirement in the rotation direction of gear 221 approaches zero, thereby locking the input and output ends. Here, "approximately a straight line" means that the line connecting the rotation centers of the first drive shaft A4, the second drive shaft A3, and the third drive shaft A2 can be completely straight, or the line connecting the rotation centers of the first drive shaft A4, the second drive shaft A3, and the third drive shaft A2 can form a small angle with a straight line. Preferably, the angle α between the line connecting the rotation centers of the first drive shaft A4 and the second drive shaft A3 and the line connecting the rotation centers of the second drive shaft A3 and the third drive shaft A2 is 170 degrees to 180 degrees. This locking mechanism, achieved by three points being approximately collinear, provides an effective locking strength of approximately 1500 Nm without generating rotational torque at the input / tooth plate 304, while also protecting the drive motor of the drive assembly.

[0062] When the handrail needs to be in the open position, the drive component can reduce and transmit the driving force from the input to the output of the deceleration and locking component, without being limited by a linear lock between the input and output. Overall, when the handrail is in the retracted position, as... Figure 9A As shown, the deceleration locking assembly ensures locking between the input and output terminals, meeting the requirements of the luggage compartment collision test. When the armrest needs to be opened, the input terminal of the deceleration locking assembly is driven by the drive assembly, allowing the armrest to open normally. Figure 9B As shown.

[0063] As described above, the handrail can be opened by driving the input of the deceleration locking component through the driving component. Figures 11A to 13B The different opening positions of the armrest are shown. First, Figure 11A and Figure 11B The image shows the armrest frame 410 in its designed position. At this time, the input end / tooth plate 304 rotates around the first transmission shaft A4 under the drive of gear 221, causing the first connecting rod 303 and the second connecting rod 302 to rotate respectively. Compared to... Figure 9A As shown, the end of the second link 302 connected to the first link 303 is raised, thereby causing the output end / output shaft 301, which is fixedly connected to the armrest frame 410, to rotate around the output rotation axis A1. This, in turn, causes the armrest frame 410 to flip relative to the backrest frame 110 to the open position, i.e., the approximately horizontal position shown in the figure. In this state, the multiple stop blocks inside the housing can abut against the toothed plate and the link assembly to limit the stroke.

[0064] In some embodiments, the backrest can also adjust its tilt angle when the armrests are open, when the backrest frame 110 is relative to... Figure 11A When tilted back at the design position shown, as Figure 12A As shown, to maintain the handrail in a roughly horizontal position for comfortable use, the handrail frame can be rotated in the same direction using the deceleration locking assembly to compensate for the angle difference. Figure 12B As shown, compared to Figure 11B As shown in the design position, the end of the input end / tooth plate 304 connected to the first link 303 is raised, that is, the input end / tooth plate 304 and the link assembly rotate in the same direction as the backrest frame 110 tilts backward. Similarly, the backrest frame 110 is compared to Figure 11A When the design position shown is tilted forward, as Figure 13A As shown, the armrest frame can also be rotated in the same direction through the deceleration locking component, compared to Figure 11B As shown in the design position, the end of the input end / tooth plate 304 connected to the first connecting rod 303 is lowered, meaning that the input end / tooth plate 304 and the connecting rod assembly rotate in the same direction as the backrest frame 110 tilts forward. In this way, the armrest adjustment mechanism of this disclosure can achieve self-horizontal adjustment or self-adaptive adjustment relative to the backrest when the backrest is open, ensuring user comfort. This adaptive adjustment of the armrest and backrest can be achieved through logic control of the drive motors of the backrest and the drive components of the armrest adjustment mechanism, which is not limited here.

[0065] The armrest adjustment mechanism disclosed herein achieves uniform speed control of the armrest's tilting speed and effective locking and reliable support at any open position, meeting the requirements of luggage collision tests. Simultaneously, the armrest adjustment mechanism is adaptable to various backrest types, exhibiting strong versatility. Furthermore, the deceleration locking component can be formed into a modular assembly with a small overall structural volume, simplifying installation, ensuring good structural stability, and not occupying internal storage space or space for installing other components within the armrest. In short, the armrest adjustment mechanism disclosed herein can reliably provide diverse adjustment options such as anti-pinch, sufficient locking strength, or support strength to meet different needs, while simultaneously offering both stability and comfort.

[0066] It should be understood here that the embodiments shown in the figures only illustrate the optional architecture, shape, size and arrangement of the various optional components of the armrest adjustment mechanism according to the present disclosure. However, they are only illustrative and not limiting. Other shapes, sizes and arrangements may be adopted without departing from the spirit and scope of the present disclosure.

[0067] It should be noted that this disclosure (e.g., the disclosed concepts, etc.) has been described in the specification of this patent document and / or illustrated in the figures according to exemplary embodiments; the embodiments of this disclosure are presented by way of example only and are not intended to be a limitation on the scope of this disclosure. The structure and / or arrangement of the elements of the disclosed concepts embodied in this disclosure as described in the specification and / or illustrated in the figures are merely illustrative. Although exemplary embodiments of this disclosure have been described in detail in this patent document, it will be readily understood by those skilled in the art that equivalents, modifications, variations, etc., of the subject matter of the exemplary and alternative embodiments are possible and are considered to be within the scope of this disclosure; all such subject matter (e.g., modifications, variations, embodiments, combinations, equivalents, etc.) are intended to be included within the scope of this disclosure. It should also be noted that various / other modifications, variations, substitutions, equivalents, alterations, omissions, etc., may be made in the configuration and / or arrangement of the exemplary embodiments (e.g., in terms of concepts, designs, structures, devices, forms, assemblies, constructions, means, functions, systems, processes / methods, steps, the order of process / method steps, operations, operating conditions, performance, materials, composition, combinations, etc.). All such subject matter (e.g., modifications, variations, embodiments, combinations, equivalents, etc.) is intended to be included within the scope of this disclosure without departing from its scope; the scope of this disclosure is not intended to be limited to the subject matter (e.g., details, structures, functions, materials, behaviors, steps, sequences, systems, results, etc.) described in the specification and / or figures of this patent document. Given that the claims of this patent document will be properly interpreted to cover the full scope of the subject matter of this disclosure (e.g., including any and all such modifications, variations, embodiments, combinations, equivalents, etc.), it should be understood that the terminology used in this patent document is for the purpose of providing a description of the subject matter of exemplary embodiments and not as a limitation on the scope of this disclosure.

[0068] It should also be noted that, according to exemplary embodiments, this disclosure may include conventional techniques (e.g., techniques implemented and / or integrated in exemplary embodiments, modifications, variations, combinations, equivalents, etc.), or may include any other applicable techniques (now and / or in the future) with the ability to perform the functions and processes / operations described in the specification and / or illustrated in the figures. All such techniques (e.g., techniques implemented in the manner of embodiments, modifications, variations, combinations, equivalents, etc.) are considered to be within the scope of this disclosure of the patent document.

Claims

1. An armrest adjustment mechanism, characterized in that, The armrest adjustment mechanism is adapted to be fixedly connected to the backrest frame (110) of the seat and includes: Drive assembly (200) for driving the armrest to tilt; The deceleration locking assembly (300) includes an input end (304) and an output end (301). The input end is connected to the drive assembly via a gear engagement and is driven to rotate by the drive assembly. The output end is connected to the armrest frame (410) to drive the armrest frame to rotate around the output rotation axis (A1) of the output end to either a retracted or an open position. The armrest adjustment mechanism is fixedly connected to the backrest frame (110) on the outside of the armrest frame, and the deceleration locking assembly is configured to lock the input end and the output end at least when the armrest frame is in the retracted position.

2. The armrest adjustment mechanism according to claim 1, characterized in that, The drive assembly (200) is configured as a geared motor, including a drive motor (210) and a reduction assembly (220). The rotation axis of the drive motor (210) is parallel or perpendicular to the output rotation axis (A1) of the output end (301) of the reduction locking assembly (300). The rotation axis (A5) of the reduction assembly (220) is parallel to the output rotation axis (A1) of the output end (301) of the reduction locking assembly (300). The reduction assembly (220) is directly connected to the input end (304) of the reduction locking assembly (300).

3. The armrest adjustment mechanism according to claim 2, characterized in that, The deceleration locking assembly (300) includes a gear plate configured as the input end (304) and an output shaft configured as the output end (301). The output end of the deceleration assembly (220) is connected to the gear plate via a gear (221). The gear plate is driven to rotate by the gear (221) and is transmitted to the output shaft via a linkage assembly.

4. The armrest adjustment mechanism according to claim 3, characterized in that, The linkage assembly includes: The first link (303) has a toothed plate fixedly connected to a first connecting shaft (307) arranged along a first transmission shaft (A4) parallel to the rotation axis (A5) of the reduction assembly (220), and pivotally connected to the first link via a second connecting shaft (308) arranged along a second transmission shaft (A3) parallel to the first transmission shaft (A4). The toothed plate is driven by the gear (221) to rotate around the first transmission shaft (A4) and drive the first link to rotate. The second link (302) is pivotally connected to the first link and fixedly connected to the output shaft via a third connecting shaft (318) arranged along a third drive shaft (A2) parallel to the second drive shaft (A3). The rotation of the first link causes the second link and the output shaft to rotate together around the output rotation shaft (A1).

5. The armrest adjustment mechanism according to claim 4, characterized in that, When the armrest frame is in the retracted position, the line connecting the rotation centers of the first drive shaft (A4), the second drive shaft (A3), and the third drive shaft (A2) is approximately a straight line, so that the input end and the output end are in a locked state.

6. The armrest adjustment mechanism according to claim 4, characterized in that, When the armrest frame is in the retracted position, the angle (α) between the line connecting the rotation centers of the first drive shaft (A4) and the second drive shaft (A3) and the line connecting the rotation centers of the second drive shaft (A3) and the third drive shaft (A2) is 170 to 180 degrees, so that the input end and the output end are in a locked state.

7. The armrest adjustment mechanism according to claim 4, characterized in that, The first connecting shaft (307) is provided with a square shoulder (3074) extending along the axial direction, and the toothed plate is provided with a square through hole (3041) of a suitable shape for fixed connection with the first connecting shaft.

8. The armrest adjustment mechanism according to claim 7, characterized in that, The first connecting shaft (307) is provided with a limiting shoulder (3071) adjacent to the square shoulder (3074) to limit its position on the toothed plate.

9. The armrest adjustment mechanism according to claim 4, characterized in that, The output shaft is provided with a first spline (3012) extending axially, and the armrest frame (410) is provided with a first spline hole (412) of a matching shape to be fixedly connected to the output shaft; the output shaft is provided with a second spline (3015) extending axially opposite to the first spline (3012), and the second connecting rod (302) is provided with a second spline hole (3021) of a matching shape to be fixedly connected to the output shaft.

10. The armrest adjustment mechanism according to claim 9, characterized in that, The output shaft is also provided with a tapered square portion (3011) extending axially from the first spline (3012). A fixed flange (411) is fixedly connected to the armrest frame. The first spline hole (412) is formed on the fixed flange (411). The square portion passes through the first spline hole and is nested to the fixed flange.

11. The armrest adjustment mechanism according to claim 9, characterized in that, The output shaft is provided with a limiting shoulder (3014) adjacent to the second spline (3015) to limit its position on the second link (302).

12. The armrest adjustment mechanism according to claim 4, characterized in that, The armrest adjustment mechanism includes a housing, which houses the deceleration locking assembly (300) and is fixedly connected to the backrest frame (110). The gear (221) of the deceleration assembly (220) passes through a through hole on the housing and meshes with the gear plate. The two ends of the first connecting shaft (307) are respectively embedded in the positioning shaft hole on the housing. One end of the output shaft is embedded in the positioning shaft hole on the housing, and the other end of the output shaft passes through a through hole on the housing and is fixedly connected to the armrest frame (410).

13. The armrest adjustment mechanism according to claim 12, characterized in that, The second link (302) is configured to have a fitting surface adapted to the contour of the housing. A buffer pad (3067) is provided inside the housing. When the armrest frame is flipped between the retracted position and the open position, the fitting surface of the second link (302) fits against the buffer pad.

14. The armrest adjustment mechanism according to claim 13, characterized in that, The mating surface includes at least an arcuate surface bounded by the rotation centers of the output rotation shaft (A1) and the third transmission shaft (A2), and a plane that smoothly transitions between the arcuate surfaces.

15. The armrest adjustment mechanism according to claim 12, characterized in that, The housing is provided with a stop block (3060), the stop block is provided with a stop surface (3064, 3065), and the toothed plate is provided with a mating surface (3042, 3043) that matches the contour of the stop surface. When the armrest frame is in the retracted or open position, the mating surface of the toothed plate abuts against the stop surface of the stop block to limit the rotational stroke of the toothed plate around the first drive shaft (A4).

16. The armrest adjustment mechanism according to claim 4, characterized in that, The toothed plate is provided with a toothed portion (3047) that meshes with the gear (221). The first and last teeth of the toothed portion (3047) form gear stop portions (3045, 3046) to limit the rotational stroke of the toothed plate driven by the gear (221) around the first transmission shaft (A4).

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