Horizontal damping mechanism for vehicle seat
By integrating the compression spring and damper inside the vibration absorber, the problem that the vehicle seat cannot effectively absorb horizontal vibration is solved, and the balanced shock absorption effect and driving comfort of high suspension travel are achieved, meeting the space layout requirements.
Patent Information
- Application Number
- CN202422636139.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-30
- Publication Date
- 2025-08-22
- Estimated Expiration
- 2034-10-30
AI Technical Summary
Existing vehicle seat shock absorbers cannot effectively absorb and alleviate vibration impacts in the horizontal direction, and independent front and rear vibration damping mechanisms cannot meet the space layout requirements of the entire machine, affecting driving comfort.
The horizontal spring and damper are integrated inside the shock absorber, and the shock absorption mode is controlled through the switch handle to enable the start and close of the front and rear vibration damping functions without increasing the vibration damping height or changing the appearance.
It achieves a balanced horizontal shock absorption effect, improves driving comfort, reduces the occurrence of occupational diseases, and meets the needs of high suspension travel and low SIP height.
Smart Images
Figure CN223252825U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of seat shock absorption, and in particular relates to a horizontal shock absorption mechanism for a vehicle seat. Background Art
[0002] Most existing shock absorbers in the automotive seat market can only absorb and mitigate vertical vibrations (i.e., the Z direction) and are ineffective at absorbing horizontal vibrations. This is because bumpy roads generate accelerations in the vertical, fore-aft, and left-right directions—i.e., the Z, X, and Y directions. Front and rear shock absorbers, on the other hand, effectively absorb and mitigate horizontal vibrations, significantly reducing the harmful effects of X-direction vibrations on the human body. Existing market models offer independent front and rear shock absorbers, but their height of approximately 30mm prevents them from meeting the SIP height requirements of the vehicle. In recent years, market demand for shock absorbers with high suspension travel and low SIP has become increasingly prominent. Shock absorbers with a suspension travel of approximately 180mm, in particular, offer exceptional comfort and a superior passenger experience, earning them widespread market attention. In response to this technological backdrop, our company, building on a high-suspension-travel shock absorber platform, has developed front and rear shock absorber modules integrated within the shock absorber. This structure not only overcomes the technical challenge of limited internal space when the shock absorber is folded, but also incorporates dampers to provide excellent vibration absorption and cushioning. It does not increase the damping height or the seat SIP point height, nor does it alter the appearance of the damping system. It boasts high strength, a clever structure, reliable mechanism, and low cost, resulting in high technical value. It meets the requirements of GB / T 17921, "Performance Requirements and Tests for Seat Belts and Their Anchors for Earth-Moving Machinery." A switch handle enables or disables this function to adapt to different driving modes, adjusting the seat's X-axis vibration comfort. This improves driving comfort and reduces the risk of occupational illnesses for drivers. Summary of the Invention
[0003] The utility model aims to provide a vehicle seat horizontal shock-absorbing mechanism which has good balanced shock-absorbing effect in the horizontal direction and can start and close the shock-absorbing mode.
[0004] The purpose of this utility model is to solve:
[0005] The camshaft is secured to the chassis and has a locking mechanism which is adapted to lock the chassis and to position the camshaft to the chassis.
[0006] As a further optimization of the above technical solution, the first compression spring, the second compression spring, and the telescopic rod of the damper are coaxially arranged, and the axes of the telescopic rods on both sides are parallel to each other and horizontally arranged in the front-to-back direction, which can achieve shock absorption in the front-to-back direction.
[0007] As a further optimization of the above technical solution, the telescopic rod of the damper is connected to the side surface of the compression spring fixing block through a threaded connection. The threaded connection has a simple structure and a firm connection.
[0008] As a further optimization of the above technical solution, buffer rubbers are provided on both sides of the compression spring cavity to reduce the impact between the damper housing and the compression spring cavity, and the impact between the compression spring cavity and the vibration-damping upper plate assembly.
[0009] As a further optimization of the above technical solution, the telescopic rod of the damper passes through the central hole of the buffer rubber on one side of the compression spring cavity and is threadedly connected to the side surface of the compression spring fixing block.
[0010] As a further optimization of the above technical solution, the compression spring cavities on both sides of the fixed frame are connected by a horizontal control rod, so that the compression spring cavities on both sides of the fixed frame move synchronously.
[0011] As a further optimization of the above technical solution, a locking block whose rotation is controlled by a zipper is hinged on the fixed frame and at the lower side of the control rod. A groove is provided on the locking block. After the groove on the locking block is rotated to be engaged with the control rod, the movement of the control rod is restricted. After the groove on the locking block is rotated to leave the control rod, the movement of the control rod is not restricted.
[0012] As a further optimization of the above technical solution, the rotation angle of the locking block is 40-90 degrees.
[0013] As a further optimization of the above technical solution, one side of the locking block is fixed to one end of the zipper, and a return spring is provided on the other side of the locking block. The return spring has an elastic force that always pulls the locking block toward the groove on the locking block to be stuck on the control rod.
[0014] As a further optimization of the above technical solution, a switch handle is hinged on one side of the fixed frame or the vibration-damping upper plate assembly, the other end of the zipper is fixed to the switch handle, and the mounting seat of the switch handle is provided with a locking control position for rotating until the groove is stuck on the control rod and an unlocking control position where the groove is not stuck on the control rod.
[0015] This utility model integrates a horizontally arranged spring and damper mechanism to absorb and cushion X-direction vibration shock within a high-suspension travel shock absorber, providing a superior riding experience for drivers and passengers. The shock absorption function can be turned on and off using a switch handle to adapt to different operating modes. This structure does not increase the height of the shock absorber or the seat seat insert point, nor does it alter the shock absorber's appearance. It offers high strength, a clever structure, reliable operation, and low cost, making it a highly valuable technology. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Figure 1 It is a three-dimensional schematic diagram of the main structure of the utility model.
[0017] Figure 2 It is a schematic diagram of the explosion and combination of the shock-absorbing main component of the utility model.
[0018] Figure 3 This is one of the three-dimensional schematic diagrams of the vibration-damping upper plate assembly of the utility model without the upper plate assembly.
[0019] Figure 4 This is the second stereoscopic schematic diagram of the vibration-damping upper plate assembly of the utility model without the upper plate assembly.
[0020] Figure 5 It is a three-dimensional schematic diagram of the switch handle of the front and rear shock-absorbing locking structure of the present invention in the open state.
[0021] Figure 6 It is a three-dimensional schematic diagram of the switch handle of the front and rear shock-absorbing locking structure of the present invention in a closed state.
[0022] Figure 7 It is a three-dimensional schematic diagram of the front and rear shock-absorbing locking structures of the present invention located in a seat. DETAILED DESCRIPTION
[0023] The present invention will be further described below with reference to the accompanying drawings. Figure 1-Figure 7 :
[0024] A horizontal shock-absorbing mechanism for a vehicle seat comprises a lower frame 1 and an upper frame 2 supported on the lower frame 1, the upper frame 2 comprises a fixed frame 11 on the lower side and a shock-absorbing upper plate assembly 10 on the upper side, compression spring cavities 20 are slidably provided in the slide grooves 26 on both sides of the fixed frame 11, and an inner compression spring fixing block 23 is slidably provided in the middle of each compression spring cavity 20, and the compression spring fixing block 23 in the compression spring cavity 20 is connected to a first compression spring 22 on one side and a second compression spring 24 on the other side, and a damper 25 is provided on the outside of the compression spring cavity 20, and the shell of the damper 25 is fixed on the fixed frame 11, and the telescopic rod 28 of the damper 25 extends into the compression spring cavity 20, passes through the first compression spring 22 or the second compression spring 24 and is connected to the side of the compression spring fixing block 23, and the upper side of the compression spring fixing block 23 is fixed on the shock-absorbing upper plate assembly 10.
[0025] As a further optimization of the above technical solution, the first compression spring 22, the second compression spring 24, and the telescopic rod 28 of the damper 25 are coaxially arranged, and the axes of the telescopic rods 28 on both sides are parallel to each other and arranged horizontally in the front-to-back direction.
[0026] As a further optimization of the above technical solution, the telescopic rod 28 of the damper 25 is connected to the side surface of the compression spring fixing block 23 through threads.
[0027] As a further optimization of the above technical solution, buffer rubbers 21 are provided on both sides of the compression spring cavity 20 .
[0028] As a further optimization of the above technical solution, the telescopic rod 28 of the damper 25 passes through the central hole of the buffer rubber 21 on one side of the compression spring cavity 20 and is threadedly connected to the side surface of the compression spring fixing block 23.
[0029] As a further optimization of the above technical solution, the mounting holes 27 of the compression spring chambers 20 on both sides of the fixed frame 11 pass through the horizontal control rod 30 to connect the compression spring chambers 20 on both sides, so that the compression spring chambers 20 on both sides of the fixed frame 11 move synchronously.
[0030] As a further optimization of the above technical solution, a locking block 33 is hinged on the fixed frame 11 and on the lower side of the control rod 30, and the rotation of the locking block 33 is controlled by a zipper 32. A groove 31 is provided on the locking block 33. After the groove 31 on the locking block 33 is rotated to be engaged in the control rod 30, the movement of the control rod 30 is restricted. After the groove 31 on the locking block 33 is rotated to leave the control rod 30, the movement of the control rod 30 is not restricted.
[0031] As a further optimization of the above technical solution, the rotation angle A of the locking block 33 is 40-90 degrees, and the optimal rotation angle A is 55-75 degrees, for example, 65 degrees.
[0032] As a further optimization of the above technical solution, one side of the locking block 33 is fixed to one end of the zipper 32, and a return spring 34 is provided on the other side of the locking block 33. The return spring 34 has an elastic force that always pulls the locking block 33 toward the groove 31 on the locking block 33 to be stuck on the control rod 30.
[0033] As a further optimization of the above technical solution, a switch handle 35 is hinged on one side of the fixed frame 11 or the vibration-damping upper plate assembly 10, and the other end of the zipper 32 is fixed on the switch handle 35. The mounting seat 38 of the switch handle 35 is provided with a locking control position 36 that is rotated to the groove 31 to be stuck on the control rod 30 and an unlocking control position 37 where the groove 31 is not stuck on the control rod 30.
[0034] The working principle of this utility model:
[0035] See also Figure 5 : When the front and rear shock absorber switch handles 35 are in the open position, the reset tension spring 34 is always in a tensioned state, so that the handle latch 39 is in the slot at 37. At this time, the reference axis X2 of the locking block 33 is parallel to the center line X1 of the control rod 30, and the shock absorber upper plate assembly 10 is fixed together with the compression spring fixing block 23 by bolts. When the seat on the shock absorber upper plate assembly 10 is subjected to a front impact, the compression spring fixing block 23 compresses the compression spring 24. At the same time, the telescopic rod of the damper 25 is compressed and acts together with the compression spring 24 to absorb the energy of the forward impact, and vice versa. In order to prevent the impact of overload in extreme severe conditions, a buffer rubber 21 is provided. The shock absorber structure is a symmetrical structure, which not only ensures symmetrical force balance, but also the double damping arrangement makes the front and rear shock absorbers combined with the high-stroke upper and lower shock absorbers have an excellent buffering effect.
[0036] See also Figure 6 When the front and rear vibration damping switch handle 35 is in the off position, the return tension spring 34 remains tensioned, keeping the handle latch 39 in the recess 36. At this point, the locking block 33 forms a 65-degree angle A with the reference axis X2 and the locking axis centerline X1. The vibration damping upper plate assembly 10 is secured to the compression spring fixing block 23 via bolts. When the seat on the vibration damping upper plate assembly 10 is subjected to a forward or backward impact, the locking block 33 locks onto the control rod 30. At this point, the compression spring fixing block 23, compression spring 23, compression spring 24, and damper 25 all stop moving relative to each other. This means that the front and rear vibration damping function is disabled, meaning the shock absorber only functions in vertical and horizontal directions, not in forward or backward directions.
[0037] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still make simple replacements or modifications of similar technologies to the technical solutions or technical features described in the aforementioned embodiments, and these simple replacements or modifications do not deviate the essence of the corresponding technical solutions from the spirit and essence of the technical solutions of the various embodiments of the present invention, and they are still within the scope of protection of the present invention.
Claims
1. A vehicle seat horizontal shock absorption mechanism, comprising a lower frame and an upper frame supported on the lower frame, wherein the upper frame comprises a lower fixed frame and an upper shock absorption upper plate assembly, characterized in that: Compression spring cavities are slidably provided in the sliding grooves on both sides of the fixed frame, and an internal compression spring fixing block is slidably provided in the middle of each compression spring cavity. The compression spring fixing block in the compression spring cavity is connected to the first compression spring on one side and the second compression spring on the other side. A damper is provided on the outside of the compression spring cavity, and the shell of the damper is fixed on the fixed frame. The telescopic rod of the damper extends into the compression spring cavity, passes through the first compression spring or the second compression spring, and is connected to the side of the compression spring fixing block. The upper side of the compression spring fixing block is fixed on the vibration damping upper plate assembly.
2. The vehicle seat horizontal shock absorbing mechanism according to claim 1, characterized in that: The first compression spring, the second compression spring, and the telescopic rod of the damper are coaxially arranged, and the axes of the telescopic rods on both sides are parallel to each other and arranged horizontally in the front-to-back direction.
3. The vehicle seat horizontal shock absorbing mechanism according to claim 1, characterized in that: The telescopic rod of the damper is connected to the side surface of the compression spring fixing block through threads.
4. The vehicle seat horizontal shock absorbing mechanism according to claim 1, characterized in that: Buffer rubbers are provided on both sides of the compression spring cavity.
5. The vehicle seat horizontal shock absorbing mechanism according to claim 4, characterized in that: The telescopic rod of the damper passes through the central hole of the buffer rubber on one side of the compression spring cavity and is threadedly connected to the side surface of the compression spring fixing block.
6. The vehicle seat horizontal shock absorbing mechanism according to claim 1, characterized in that: The compression spring cavities on both sides of the fixed frame are connected by a transverse control rod, so that the compression spring cavities on both sides of the fixed frame move synchronously.
7. A vehicle seat horizontal shock absorbing mechanism according to any one of claims 1 to 6, characterized in that: A locking block is hinged on the fixed frame and on the lower side of the control rod, and the locking block is controlled to rotate by a zipper. A groove is provided on the locking block. When the groove on the locking block is rotated to be engaged with the control rod, the movement of the control rod is restricted. When the groove on the locking block is rotated to leave the control rod, the movement of the control rod is not restricted.
8. The vehicle seat horizontal shock absorbing mechanism according to claim 7, characterized in that: The rotation angle of the locking block is 40-90 degrees.
9. The vehicle seat horizontal shock absorbing mechanism according to claim 7, characterized in that: One side of the locking block is fixed to one end of the zipper, and the other side of the locking block is provided with a return spring, which has an elastic force that always pulls the locking block toward the groove on the locking block to be stuck on the control rod.
10. The vehicle seat horizontal shock absorbing mechanism according to claim 9, characterized in that: A switch handle is hinged on one side of the fixed frame or the vibration-damping upper plate assembly, and the other end of the zipper is fixed to the switch handle. The mounting seat of the switch handle is provided with a locking control position where the groove is rotated to be stuck on the control rod and an unlocking control position where the groove is not stuck on the control rod.