Crank sliding block seat damping structure with weight adjusting function

Abstract

The utility model relates to a crank sliding block seat damping structure with a weight adjusting function. The crank sliding block seat damping structure comprises a bottom plate, a connecting plate connected with a seat, a guiding assembly for guiding the connecting plate to move up and down in parallel all the time, a buffering assembly for buffering the connecting plate and an adjusting assembly for adjusting the tightness of the buffering assembly. The bottom of the guide assembly is arranged on the bottom plate; the connecting plate is arranged above the guide assembly; the buffer assembly is arranged on the connecting plate; the acting end of the buffering assembly abuts against the bottom plate. The adjusting assembly is arranged on the connecting plate; the acting end of the adjusting assembly is connected with the buffering assembly. The problems that traditional air bag shock absorption or mechanical shock absorption has large requirements for space, so that for some application occasions with small driving space, the shock absorption function, or the body weight adjusting function of shock absorption or the damping function is generally canceled, and the comfort of a seat is reduced, and the service life of the seat is affected are solved. And the size space limitation in the height direction and the left-right and front-back directions cannot be considered at the same time.

Description

Technical Field

[0001] This utility model relates to the field of seats, and more particularly to a crank-slider seat shock absorption structure with weight adjustment. Background Technology

[0002] Currently, seat shock absorption is widely used in various vehicles, such as cars, trucks, lawnmowers, construction machinery, and all-terrain vehicles, to increase driver comfort. Comfort is an important evaluation indicator, but traditional airbag or mechanical shock absorption requires a lot of space. Therefore, in applications with limited driving space, shock absorption, weight adjustment, or damping functions are usually omitted. These omissions reduce seat comfort and fail to meet the dimensional space limitations in the height, lateral, and fore-and-aft directions. They often cannot simultaneously meet the requirements of being both small in size and fully functional, meaning that currently there is no shock absorption product in this field that can simultaneously meet all the requirements. Utility Model Content

[0003] This application provides a crank-slider seat damping structure with weight adjustment, which solves the problem that traditional airbag damping or mechanical damping in the prior art has large space requirements. Therefore, in some applications with limited driving space, the damping function, weight adjustment function, or damping function are usually canceled. These will reduce seat comfort and cannot meet the size space limitations in the height, left and right front and rear directions.

[0004] The technical solutions adopted in the embodiments of this application are as follows.

[0005] A crank-slider seat shock absorption structure with weight adjustment includes a base plate, a connecting plate connecting the seat, a guide assembly guiding the connecting plate to move parallel up and down, a buffer assembly cushioning the connecting plate, and an adjusting assembly adjusting the tightness of the buffer assembly. The bottom of the guide assembly is disposed on the base plate; the connecting plate is disposed above the guide assembly; the buffer assembly is disposed on the connecting plate; the working end of the buffer assembly abuts against the base plate; the adjusting assembly is disposed on the connecting plate; and the working end of the adjusting assembly is connected to the buffer assembly.

[0006] As a further improvement to the above technical solution: a leather skirt is provided between the connecting plate and the base plate; the leather skirt covers the components between the base plate and the connecting plate.

[0007] As a further improvement to the above technical solution: the guiding assembly includes a first plate supporting the connecting plate, a second plate supporting the connecting plate, a first roller disposed at one end of the first plate and the second plate, and a guide member guiding the first roller; one end of the first plate rotates on the base plate; one end of the second plate rotates on the connecting plate; the first plate and the second plate intersect at the middle and a rotating shaft is disposed at the intersection; the first plate and the second plate rotate around the rotating shaft; the first roller is rotatably connected to the end of the first plate away from the base plate; the first roller is rotatably connected to the end of the second plate away from the connecting plate; a first groove is formed on the guide member; the guide member is disposed on both the base plate and the connecting plate; the first roller rolls in the first groove.

[0008] As a further improvement to the above technical solution: the buffer assembly includes a third plate, a first shaft rotating on the third plate, a fourth plate disposed on the first shaft, a second shaft disposed on the fourth plate, a damping element for buffering the third plate, a second roller disposed on the end face of the fourth plate, and a slide rail guiding the second roller; the third plate is disposed at the bottom of the connecting plate; two sets of the fourth plate are disposed relative to the first shaft; the fourth plate rotates on the third plate via the first shaft; one end of the damping element rotates on the bottom plate, and the other end of the damping element is rotatably connected to the second shaft; the slide rail is disposed on the bottom plate; the second roller corresponds to the slide rail.

[0009] As a further improvement to the above technical solution: the adjustment assembly includes a lead screw that rotates on the connecting plate, a tension spring that buffers the connecting plate, a pulling member that pulls the tension spring, and a handle that facilitates rotating the lead screw; one end of the tension spring is hung on the second shaft, and the other end of the tension spring is hung on the pulling member; one end of the lead screw is exposed on the outside of the connecting plate; the handle is provided at one end of the lead screw.

[0010] As a further improvement to the above technical solution: a limiting block is provided on the connecting plate; the limiting block prevents the connecting plate from contacting the base plate.

[0011] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0012] 1. Due to the use of a base plate fixed to the vehicle body, a connecting plate is set on top of the base plate, and a leather skirt is set between the base plate and the connecting plate to cover the components between the base plate and the connecting plate. One end of the second plate is rotatably connected to the bottom of the connecting plate, and one end of the first plate is rotatably connected to the top of the base plate. The first and second plates intersect to form an X shape, and a rotating shaft is set at the intersection of the first and second plates. The first and second plates rotate around the rotating shaft. A first roller is rotatably connected to the end of the first plate away from the base plate, and a first roller is rotatably connected to the end of the second plate away from the connecting plate. Guide members are set on both the base plate and the connecting plate, and a first groove is opened on the guide member. The first roller corresponds to the first groove. When the connecting plate is pressed down, the angle between the first and second plates is compressed, and the first roller slides in the first groove, thereby guiding the up and down movement of the connecting plate. A third plate is set at the bottom of the connecting plate. The third plate is C-shaped, and a first shaft is rotatably connected to both ends of the third plate. A fourth plate is set on the first shaft. Two sets of fourth plates are arranged opposite each other. A second shaft is provided, with one end of the damping element rotatably connected to the base plate and the other end rotatably connected to the second shaft. A second roller is rotatably connected to the end face of the fourth plate. A slide rail is provided on the base plate, and the second roller corresponds to the slide rail. When the connecting plate is pressed down, it drives the second shaft to press down, thereby compressing the damping element during its rotation. At this time, the second roller abuts against the slide rail and slides on the slide rail, thus cushioning the seat. A lead screw is rotatably connected to the connecting plate, and a pulling element is threaded onto the lead screw. One end of the tension spring is hung on... On the second shaft, the other end of the tension spring is attached to the pulling member. When the second shaft is pressed down, the tension spring is stretched. When no force is applied to the seat, the tension spring returns to its original state. One end of the lead screw is exposed on the outside of the connecting plate. A handle is provided at one end of the lead screw, which facilitates the rotation of the lead screw. When the lead screw is rotated, the lead screw stops and drives the pulling member to slide on the lead screw, thereby stretching the tension spring. A limit block is provided at the bottom of the connecting plate to prevent the connecting plate from contacting the base plate, thus achieving adjustable shock absorption and cushioning the rebound of the seat. Attached Figure Description

[0013] Figure 1 This is an exploded view of the crank-slider seat shock absorption structure with weight adjustment in this utility model.

[0014] Figure 2 This is a schematic diagram of the crank-slider seat shock absorption structure with weight adjustment in this utility model.

[0015] Figure 3 This is a schematic diagram of the internal structure of the crank-slider seat shock absorption structure with weight adjustment in this utility model.

[0016] Figure 4 This is a compression diagram of the crank-slider seat shock absorption structure with weight adjustment in this utility model.

[0017] Figure 5 This is a static diagram of the crank-slider seat shock absorption structure with weight adjustment in this utility model.

[0018] Figure 6 This is an exploded view of the adjustment component in this utility model.

[0019] In the diagram: 1. Base plate; 2. Connecting plate; 21. Limiting block; 3. Guide assembly; 31. First plate; 311. Rotating shaft; 32. Second plate; 33. First roller; 34. Guide component; 341. First groove; 4. Buffer assembly; 41. Third plate; 42. First shaft; 43. Fourth plate; 44. Second shaft; 45. Damping component; 46. Second roller; 47. Slide rail; 5. Adjustment assembly; 51. Lead screw; 52. Tension spring; 53. Pulling component; 54. Handle; 6. Leather skirt. Detailed Implementation

[0020] This application provides a crank-slider seat damping structure with weight adjustment, which solves the problem that traditional airbag damping or mechanical damping in the prior art has large space requirements. Therefore, in some applications with limited driving space, the damping function, weight adjustment function, or damping function are usually canceled. These will reduce seat comfort and cannot meet the size space limitations in the height, left and right front and rear directions.

[0021] The technical solution in this application embodiment is to solve the above problems, and the overall idea is as follows:

[0022] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0023] A crank-slider seat shock absorption structure with weight adjustment includes a base plate 1, a connecting plate 2 connecting the seat, a guide assembly 3 that guides the connecting plate 2 to move up and down in parallel, a buffer assembly 4 of the buffer connecting plate 2, and an adjusting assembly 5 for adjusting the tightness of the buffer assembly 4; the bottom of the guide assembly 3 is disposed on the base plate 1; the connecting plate 2 is disposed above the guide assembly 3; the buffer assembly 4 is disposed on the connecting plate 2; the working end of the buffer assembly 4 abuts against the base plate 1; the adjusting assembly 5 is disposed on the connecting plate 2; and the working end of the adjusting assembly 5 is connected to the buffer assembly 4.

[0024] A leather skirt 6 is provided between the connecting plate 2 and the base plate 1; the leather skirt 6 covers the components between the base plate 1 and the connecting plate 2.

[0025] The guide assembly 3 includes a first plate 31 supporting the connecting plate 2, a second plate 32 supporting the connecting plate 2, a first roller 33 disposed at one end of the first plate 31 and the second plate 32, and a guide member 34 guiding the first roller 33; one end of the first plate 31 rotates on the base plate 1; one end of the second plate 32 rotates on the connecting plate 2; the first plate 31 and the second plate 32 intersect at the middle and a rotating shaft 311 is disposed at the intersection; the first plate 31 and the second plate 32 rotate around the rotating shaft 311; the first roller 33 is rotatably connected to the end of the first plate 31 away from the base plate 1; the first roller 33 is rotatably connected to the end of the second plate 32 away from the connecting plate 2; a first groove 341 is provided on the guide member 34; both the base plate 1 and the connecting plate 2 are provided with guide members 34; the first roller 33 rolls in the first groove 341.

[0026] The buffer assembly 4 includes a third plate 41, a first shaft 42 rotating on the third plate 41, a fourth plate 43 disposed on the first shaft 42, a second shaft 44 disposed on the fourth plate 43, a damping element 45 for buffering the third plate 41, a second roller 46 disposed on the end face of the fourth plate 43, and a slide rail 47 for guiding the second roller 46; the third plate 41 is disposed at the bottom of the connecting plate 2; two sets of fourth plates 43 are disposed relative to the first shaft 42; the fourth plate 43 rotates on the third plate 41 via the first shaft 42; one end of the damping element 45 rotates on the base plate 1, and the other end of the damping element 45 is rotatably connected to the second shaft 44; the slide rail 47 is disposed on the base plate 1; the second roller 46 corresponds to the slide rail 47.

[0027] The adjusting assembly 5 includes a lead screw 51 that rotates on the connecting plate 2, a tension spring 52 that buffers the connecting plate 2, a pulling member 53 that pulls the tension spring 52, and a handle 54 that facilitates rotating the lead screw 51; one end of the tension spring 52 is hung on the second shaft 44, and the other end of the tension spring 52 is hung on the pulling member 53; one end of the lead screw 51 is exposed on the outside of the connecting plate 2; and the handle 54 is provided at one end of the lead screw 51.

[0028] A limit block 21 is provided on the connecting plate 2; the limit block 21 prevents the connecting plate 2 from contacting the base plate 1.

[0029] A base plate 1 is fixed to the vehicle body. A connecting plate 2 is provided above the base plate 1. A leather skirt 6 is provided between the base plate 1 and the connecting plate 2 to cover the components between the base plate 1 and the connecting plate 2. One end of a second plate 32 is rotatably connected to the bottom of the connecting plate 2, and one end of a first plate 31 is rotatably connected to the top of the base plate 1. The first plate 31 and the second plate 32 intersect to form an X shape. A rotating shaft 311 is provided at the intersection of the first plate 31 and the second plate 32. The first plate 31 and the second plate 32 rotate around the rotating shaft 311. A first roller 33 is rotatably connected to the end of the first plate 31 away from the base plate 1. The end of the second plate 32 away from the connecting plate 2 is rotatably connected to the first roller 33. One end of the connecting plate 2 is rotatably connected to a first roller 33. Both the base plate 1 and the connecting plate 2 are provided with guide members 34, each with a first groove 341. The first roller 33 corresponds to the first groove 341. When the connecting plate 2 is pressed down, the angle between the first plate 31 and the second plate 32 is compressed, and the first roller 33 slides within the first groove 341, thereby guiding the vertical movement of the connecting plate 2. A third plate 41 is provided at the bottom of the connecting plate 2. The third plate 41 is C-shaped, and both ends of the third plate 41 are rotatably connected to a first shaft 42. A fourth plate 43 is provided on the first shaft 42, and two opposite sides of the fourth plate 43 are arranged... The four sets of fourth plates 43 are connected by a second shaft 44. One end of a damping element 45 is rotatably connected to the base plate 1, and the other end of the damping element 45 is rotatably connected to the second shaft 44. A second roller 46 is rotatably connected to the end face of the fourth plate 43. A slide rail 47 is provided on the base plate 1, and the second roller 46 corresponds to the slide rail 47. When the connecting plate 2 is pressed down, it drives the second shaft 44 to press down, thereby compressing the damping element 45 during its rotation. At this time, the second roller 46 abuts against the slide rail 47 and slides on the slide rail 47, thereby cushioning the seat. A lead screw 51 is rotatably connected to the connecting plate 2, and the lead screw 51 is threaded with... There is a pull member 53. One end of the tension spring 52 is hung on the second shaft 44, and the other end of the tension spring 52 is hung on the pull member 53. When the second shaft 44 is pressed down, the tension spring 52 is stretched. When no force is applied to the seat, the tension spring 52 returns to its original state. One end of the lead screw 51 is exposed on the outside of the connecting plate 2. A handle 54 is provided at one end of the lead screw 51. The handle 54 facilitates the rotation of the lead screw 51. When the lead screw 51 is rotated, the lead screw 51 is stationary and drives the pull member 53 to slide on the lead screw 51, thereby stretching the tension spring 52. A limit block 21 is provided at the bottom of the connecting plate 2 to prevent the connecting plate 2 from contacting the base plate 1.

[0030] Because a base plate 1 is fixed to the vehicle body, a connecting plate 2 is provided above the base plate 1. A leather skirt 6 is provided between the base plate 1 and the connecting plate 2 to cover the components between the base plate 1 and the connecting plate 2. One end of the second plate 32 is rotatably connected to the bottom of the connecting plate 2, and one end of the first plate 31 is rotatably connected to the top of the base plate 1. The first plate 31 and the second plate 32 intersect to form an X shape. A rotating shaft 311 is provided at the intersection of the first plate 31 and the second plate 32. The first plate 31 and the second plate 32 rotate around the rotating shaft 311. A first roller 33 is rotatably connected to the end of the first plate 31 away from the base plate 1, and the second plate 32 is rotatably connected to the end away from the connecting plate. One end of the connecting plate 2 is rotatably connected to a first roller 33. Guide members 34 are provided on both the base plate 1 and the connecting plate 2. A first groove 341 is formed on the guide member 34. The first roller 33 corresponds to the first groove 341. When the connecting plate 2 is pressed down, the angle between the first plate 31 and the second plate 32 is compressed, and the first roller 33 slides within the first groove 341, thereby guiding the up-and-down movement of the connecting plate 2. A third plate 41 is provided at the bottom of the connecting plate 2. The third plate 41 is C-shaped, and a first shaft 42 is rotatably connected to both ends of the third plate 41. A fourth plate 43 is provided on the first shaft 42. Two sets of fourth plates 43 are arranged opposite each other. A second shaft 44 is provided between the two plates. One end of a damping element 45 is rotatably connected to the base plate 1, and the other end of the damping element 45 is rotatably connected to the second shaft 44. A second roller 46 is rotatably connected to the end face of the fourth plate 43. A slide rail 47 is provided on the base plate 1, and the second roller 46 corresponds to the slide rail 47. When the connecting plate 2 is pressed down, it drives the second shaft 44 to press down, thereby compressing the damping element 45 during its rotation. At this time, the second roller 46 abuts against the slide rail 47 and slides on the slide rail 47, thereby cushioning the seat. A lead screw 51 is rotatably connected to the connecting plate 2, and a pulling element 53 is threaded onto the lead screw 51. One end of the tension spring 52 is hung on... On the second shaft 44, the other end of the tension spring 52 is hung on the pulling member 53. When the second shaft 44 is pressed down, the tension spring 52 is stretched. When no force is applied to the seat, the tension spring 52 returns to its original state. One end of the lead screw 51 is exposed on the outside of the connecting plate 2. A handle 54 is provided at one end of the lead screw 51. The handle 54 facilitates the rotation of the lead screw 51. When the lead screw 51 is rotated, the lead screw 51 is stationary and drives the pulling member 53 to slide on the lead screw 51, thereby stretching the tension spring 52. A limit block 21 is provided at the bottom of the connecting plate 2. The limit block 21 prevents the connecting plate 2 from contacting the base plate 1, thereby achieving adjustable shock absorption and cushioning the rebound of the seat.

[0031] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0032] Obviously, those skilled in the art can make various modifications and variations to this utility model without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this utility model and their equivalents, this utility model also intends to include these modifications and variations.

Claims

1. A crank-slider seat shock absorption structure with weight adjustment, characterized in that, The system includes a base plate (1), a connecting plate (2) connecting to the seat, a guide assembly (3) guiding the connecting plate (2) to move parallel up and down, a buffer assembly (4) cushioning the connecting plate (2), and an adjustment assembly (5) adjusting the tightness of the buffer assembly (4). The bottom of the guide assembly (3) is located on the base plate (1). The connecting plate (2) is located above the guide assembly (3). The buffer assembly (4) is located on the connecting plate (2). The working end of the buffer assembly (4) abuts against the base plate (1). The adjustment assembly (5) is located on the connecting plate (2). The working end of the adjustment assembly (5) is connected to the buffer assembly (4).

2. The crank-slider seat shock absorption structure with weight adjustment as described in claim 1, characterized in that, A leather skirt (6) is provided between the connecting plate (2) and the base plate (1); the leather skirt (6) covers the components between the base plate (1) and the connecting plate (2).

3. The crank-slider seat shock absorption structure with weight adjustment as described in claim 1, characterized in that, The guide assembly (3) includes a first plate (31) supporting the connecting plate (2), a second plate (32) supporting the connecting plate (2), a first roller (33) disposed at one end of the first plate (31) and the second plate (32), and a guide member (34) guiding the first roller (33); one end of the first plate (31) rotates on the base plate (1); one end of the second plate (32) rotates on the connecting plate (2); the first plate (31) and the second plate (32) intersect at the middle and a rotating shaft is disposed at the intersection. (311); The first plate (31) and the second plate (32) rotate around the rotating axis (311); The first plate (31) is rotatably connected to a first roller (33) at the end away from the bottom plate (1); The second plate (32) is rotatably connected to a first roller (33) at the end away from the connecting plate (2); A first groove (341) is provided on the guide member (34); The guide member (34) is provided on both the bottom plate (1) and the connecting plate (2); The first roller (33) rolls in the first groove (341).

4. The crank-slider seat shock absorption structure with weight adjustment as described in claim 1, characterized in that, The buffer assembly (4) includes a third plate (41), a first shaft (42) rotating on the third plate (41), a fourth plate (43) disposed on the first shaft (42), a second shaft (44) disposed on the fourth plate (43), a damping element (45) for buffering the third plate (41), a second roller (46) disposed on the end face of the fourth plate (43), and a slide rail (47) for guiding the second roller (46); the third plate (41) is disposed at the bottom of the connecting plate (2); the fourth plate (43) is provided in two sets relative to the first shaft (42); the fourth plate (43) rotates on the third plate (41) via the first shaft (42); one end of the damping element (45) rotates on the base plate (1), and the other end of the damping element (45) is rotatably connected to the second shaft (44); the slide rail (47) is disposed on the base plate (1); the second roller (46) corresponds to the slide rail (47).

5. The crank-slider seat shock absorption structure with weight adjustment as described in claim 4, characterized in that, The adjustment assembly (5) includes a lead screw (51) that rotates on the connecting plate (2), a tension spring (52) that buffers the movement of the connecting plate (2), a pulling member (53) that pulls the tension spring (52), and a handle (54) that facilitates the rotation of the lead screw (51); one end of the tension spring (52) is hung on the second shaft (44), and the other end of the tension spring (52) is hung on the pulling member (53); one end of the lead screw (51) is exposed on the outside of the connecting plate (2); and the handle (54) is provided at one end of the lead screw (51).

6. The crank-slider seat shock absorption structure with weight adjustment as described in claim 1, characterized in that, A limiting block (21) is provided on the connecting plate (2); the limiting block (21) prevents the connecting plate (2) from contacting the base plate (1).

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