Armrest linkage mechanism and automobile seat

Abstract

The utility model discloses an armrest linkage mechanism which comprises a rotating shaft which is inserted into a lock mechanism, meshed with a transmission plate and used for being connected with an armrest and / or an automobile seat, and a through hole for the rotating shaft to penetrate out is formed in a shell on the side, away from the rotating shaft, of the lock mechanism. The rotating shaft is provided with a locking part used for locking the circumferential rotating position and a rotating part used for achieving normal rotating work in the through hole, and the through hole is provided with a limiting structure which interferes with the outer contour face of the locking part to achieve locking of the rotating shaft. The locking part and the limiting structure enable the rotating shaft to be inserted into and pulled out of the lock mechanism only at a specified angle. A locking part and a rotating part are arranged in the axial extension direction of the rotating shaft, and are matched with a limiting structure positioned on the shell, so that the rotating shaft can be assembled and disassembled from the lock mechanism only at a designed angle, and the lock mechanism can be driven to work only after the rotating shaft is completely mounted in place; in addition, the pull-out force value of the rotating shaft is improved, and the core lock mechanism is protected under the condition that the speed is abused.

Description

Technical Field

[0001] This utility model relates to the field of armrest linkage mechanisms, and in particular to an armrest linkage mechanism and a car seat. Background Technology

[0002] Chinese invention patent publication number CN1930018B discloses a device for adjusting the angle of a component, particularly an armrest, that can rotate about a rotation axis in a vehicle. This device is used to adjust the angle of a component (usually an armrest) that rotates about a rotation axis, in which the lateral position of the rotation axis is fixed by a locking spring. Due to the transmission plate 30 ( Figure 1 There is no hard connection between the rotating shaft 60 and the limiting spring (inside the fixing member 20). Therefore, when the rotating shaft 60 is inserted into the locking mechanism formed by the first housing 10 and the second housing 50, there is a semi-coupled state in which the rotating shaft 60 can drive the transmission plate 30 to rotate but the limiting spring has not yet completed engagement with the rotating shaft 60.

[0003] This situation can cause the limiting spring to deviate from its correct installation position (i.e., initial position) when the production assembly personnel pull out the rotating shaft 60 after rotating the transmission plate 30. If the rotating shaft 60 is reinserted for installation, the limiting spring may be damaged. Furthermore, this situation can also lead production assembly personnel to mistakenly believe that the rotating shaft 60 is properly installed when it can drive the locking mechanism to perform the locking / unlocking function, resulting in subsequent quality problems. Utility Model Content

[0004] In order to overcome the above-mentioned defects of the prior art, the purpose of this utility model is to provide an armrest linkage mechanism and a car seat to prevent the pivot from not being installed properly due to improper operation.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] An armrest linkage mechanism includes a rotating shaft inserted into a locking mechanism and engaging with a transmission plate for connecting the armrest and / or a car seat. A through hole is provided on the housing of the locking mechanism on the side opposite to the rotating shaft for the rotating shaft to pass through. A locking part for locking the circumferential rotation position and a rotating part for normal rotation in the through hole are arranged on the rotating shaft. The through hole has a limiting structure that locks the rotating shaft by interfering with the outer contour surface of the locking part. The locking part and the limiting structure ensure that the rotating shaft can only be inserted into and removed from the locking mechanism at a specified angle.

[0007] It also includes a limiting spring that prevents pull-out when the rotating part is located in the through hole, which is sleeved on the rotating shaft.

[0008] In a preferred embodiment of this utility model, the rotating shaft is further provided with transmission teeth for meshing with the transmission plate. The transmission teeth have a semi-coupled portion and a driving portion. When the locking portion passes through the through hole and the rotating portion is located in the through hole, the transmission teeth engage with the transmission plate through the driving portion, and the rotating shaft is unlocked.

[0009] In a preferred embodiment of this utility model, the limiting structure makes the cross-section of the through hole have an irregular shape. The rotating shaft can be further inserted into the through hole only when the locking part is aligned with the limiting structure. The effective rotational inner diameter of the through hole is greater than or equal to the inner diameter of the rotating part, so that the rotating part can rotate normally in the through hole.

[0010] In a preferred embodiment of this utility model, the limiting structure is a protrusion provided on the edge of the through hole and extending toward the inside of the hole, and the locking part is provided with an inner recess that matches the protrusion. The interference of the limiting structure on the contour surface of the locking part is achieved by the interlocking of the protrusion and the inner recess.

[0011] In a preferred embodiment of this utility model, the rotating part is a groove formed on the rotating shaft.

[0012] In a preferred embodiment of this utility model, at least one stop structure is arranged on the groove. When the rotating shaft rotates with the handrail to the vicinity of the end of the stroke, the limiting structure contacts the stop structure to restrict the rotating shaft from continuing to rotate.

[0013] In a preferred embodiment of this utility model, the groove is an annular groove arranged around the axis of the rotating shaft, and the stop structure is a flange arranged on the annular groove.

[0014] In a preferred embodiment of this utility model, the groove is a horizontal groove formed on the rotating shaft, and the stop structure is the two ends of the horizontal groove.

[0015] The car seat includes the armrest linkage mechanism described in any one of the above, the linkage mechanism being used to pivotally connect the car seat and the seat armrest.

[0016] The beneficial effects of this utility model are as follows:

[0017] The present invention provides an armrest linkage mechanism and a car seat, in which a locking part and a rotating part are arranged in the axial extension direction of the rotating shaft. With the help of the limiting structure located on the housing, the rotating shaft can only be disassembled and assembled with the locking mechanism at the designed angle, and the locking mechanism can only be driven to work after the rotating shaft is fully installed. In addition, the pull-out force value of the rotating shaft and the protection of the core locking mechanism under the condition of speed abuse are improved. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0019] Figure 1 This is a schematic diagram of existing technology.

[0020] Figure 2 This is an exploded view of the main components of this utility model.

[0021] Figure 3 This is a schematic diagram of the rotating shaft.

[0022] Figure 4 This is a schematic diagram of the second shell structure.

[0023] Figure 5a This is a schematic diagram of the axial cross-sectional structure of the shaft.

[0024] Figure 5b This is a schematic diagram of the axial cross-sectional structure of the present invention after removing the rotating shaft.

[0025] Figure 6 This is a schematic diagram of the assembly process of the rotating shaft and the locking mechanism. Figure 1 .

[0026] Figure 7 This is a schematic diagram of the assembly process of the rotating shaft and the locking mechanism. Figure 2 .

[0027] Figure 8 This is a schematic diagram of the assembly process of the rotating shaft and the locking mechanism. Figure 3 .

[0028] Figure 9 This is a structural schematic diagram of one embodiment of the rotating shaft.

[0029] Figure 10 yes Figure 9 Schematic diagram of the relationship between the rotating part and the limiting structure under the implementation method Figure 1 .

[0030] Figure 11 yes Figure 10 A magnified view of a portion of the image.

[0031] Figure 12 yes Figure 9 Schematic diagram of the relationship between the rotating part and the limiting structure under the implementation method Figure 2 .

[0032] Figure 13 yes Figure 12 A magnified view of a portion of the image. Detailed Implementation

[0033] In the description of this utility model, it should be noted that the terms "upper", "lower", "left", "right", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. "Longitudinal (X direction)", "lateral (Y direction)" and "vertical (Z direction)" are terms of spatial coordinate system in the automotive field, which are professional terms well known to those skilled in the art. The above description is for the purpose of simplifying the description of this utility model, and is not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this utility model.

[0034] Unless otherwise specified, the singular forms “a,” “the,” and “the” used in this specification include the plural forms. The terms “comprising,” “including,” and “containing” used in this specification indicate the presence of the claimed feature but do not exclude the presence of one or more other features. The term “and / or” used in this specification includes any and all combinations of one or more of the relevant listed items.

[0035] When a component is described in the specification as being "on", "fixed" to, "connected" to, or "joined" to another component, the component may be directly located on, fixed to, connected to, joined to, or in contact with the other component, or there may be an intermediate component present.

[0036] It is understood that although the terms "first," "second," etc., may be used herein to describe different elements, these elements should not be limited by these terms. These terms are merely used to distinguish one element from another. Therefore, a first element may be referred to as a second element without departing from the teachings of this application.

[0037] Exemplary embodiments of this application will now be described with reference to the accompanying drawings. However, it should be understood that this application can be presented in many different ways and is not limited to the embodiments described below. It should also be understood that the embodiments disclosed herein can be combined in various ways to provide further additional embodiments. Throughout the drawings, the same reference numerals denote the same or functionally identical elements.

[0038] Figures 2 to 4The structure and matching relationship of the rotating shaft, limiting spring, transmission plate, and second housing are shown. The second housing 50 has a through hole 52 for the rotating shaft 60 to be inserted after passing through the locking mechanism (i.e., the drive device including the transmission plate 30 and other components enclosed by the first housing 10 and the second housing 50). A limiting structure 51 is provided on the inner edge of the through hole 52, extending toward the rotating shaft 60, which restricts the rotation of objects in the hole by changing the hole diameter. The rotating shaft 60 has a locking part 64 and a rotating part 63 that interact with the limiting structure 51. The outer diameters of the locking part 64 and the rotating part 63 are not equal. The locking part 64 is arranged at the front end of the rotating shaft 60 in the insertion direction (axial extension direction) relative to the rotating part 63. Therefore, when the rotating shaft 60 is inserted into the locking mechanism and the limiting spring 40 is not engaged with the rotating shaft 60, the locking part 64 and the limiting structure 51 are engaged with each other, and the rotating shaft 60 is limited by the limiting structure 51 and cannot rotate circumferentially, but can only move axially. As the rotating shaft 60 is further inserted into the locking mechanism, when the limiting spring 40 engages and is fixed with the rotating shaft 60, the locking part 64 completely passes through the through hole 52, and then the rotating part 63 enters the through hole 52. At this time, the rotating shaft 60 is unlocked and can rotate normally in the circumferential direction, driving the locking mechanism to work. Therefore, the axial positional relationship between the locking part 64 and the rotating part 63 on the rotating shaft 60 is closely related to the direction in which the rotating shaft 60 is inserted into the through hole 52 and the order in which the various components enter the locking mechanism. It can be foreseen that the rotating part 63 is located at the rear end relative to the locking part 64 in the insertion direction.

[0039] On the other hand, some car models have side airbags installed on the backrests of the seats, and the location / deployment point of the side airbags is close to the connection point between the pivot 60 and the car seat backrest. Considering the large impact force at the moment of airbag deployment, the limiting spring 40 may not be able to withstand the instantaneous load, and the pivot 60 may be forced to disengage from the locking mechanism, causing the armrest to fly out and injure the occupant, especially when the armrest is located within the rotation range S2 closer to the backrest. The interaction between the limiting structure 51 and the locking part 64 ensures that the pivot 60 can only be decoupled from the locking mechanism at the designated installation position / angle P2 (i.e., the limiting structure 51 and the locking structure 64 are aligned). At all positions between the lowest position P1 and the backrest position P3, except for P2, the pivot 60 is stopped by the limiting structure 51. This stopping effect is equivalent to providing an additional lateral anti-pull-out force for the pivot 60 within the rotation range of S1, to meet the required deployment force value of the car seat side airbag.

[0040] Specifically, in a solution shown by the present utility model, the limiting structure 51 is a convex structure provided at the edge of the through hole 52, making the cross-section of the through hole 52 in a special shape. Correspondingly, there is a corresponding concave structure 65 on the locking part 64 of the rotating shaft 60. The mutual engagement of the convex structure and the concave structure 65 realizes the circumferential limitation of the rotating shaft 60, making the rotating shaft 60 unable to rotate but only able to move axially for insertion and extraction at a fixed position. The through hole 52 can accommodate the locking part 64 to pass through. The first inner diameter A2 of the through hole 52 should be greater than or equal to the minimum cross-section inner diameter of the rotating shaft 60 at the locking part 64, so as to allow the rotating shaft 60 to move axially through. The first inner diameter A2 is the maximum inner diameter of the through hole 52. The convex structure makes the diameter of the effective rotation circumferential inner diameter 53 of the through hole 52 decrease to A1 (A1 < A2). That is, when the inner diameter of the rotating part 63 is less than or equal to the second inner diameter A1, the rotating shaft 60 is allowed to rotate.

[0041] Furthermore, since there is a notch 66 provided on the spline 61 for blind insertion with the spline hole 31, the notch 66 and the concave 65 on the locking part 64 are located on the same side of the rotating shaft 60.

[0042] Combined with reference to Figure 5a and Figure 5b , when the rotating shaft 60 is continuously inserted into the locking mechanism in the original solution, there is a semi-coupled state between the spline 61 and the spline hole 31. This semi-coupled state means that the semi-coupled part L2 of the spline 61 has been inserted into the spline hole 31, and the rotating shaft 60 can drive the transmission plate 30 to rotate, but the limiting spring 40 has not yet fallen into the annular groove 62 to achieve engagement (not fully installed). Only when the driving part L1 of the spline 61 enters the spline hole 31, the limiting spring 40 falls into the annular groove 62. Therefore, by setting the limiting structure 51 and the locking part 64 to circumferentially lock and limit the rotation of the rotating shaft 60, only when the limiting spring 40 is correctly installed, that is, when the driving part L1 is engaged with the transmission plate 30 at the same time, the limiting structure 51 is disengaged from the locking part 64 and the rotating part 63 falls into the through hole 52, the rotating shaft 60 is allowed to rotate.

[0043] Figures 6 to 8The diagram illustrates the various states of the rotating shaft during insertion and installation. When the rotating shaft 60 is inserted into the locking mechanism, the locking part 64 passes through the spline hole 31. Because the locking part 64 is not aligned with the limiting structure 51, it cannot penetrate further into the through hole 52. When the locking part 64 aligns with the limiting structure 51, the rotating shaft 60 moves axially into the through hole but cannot rotate. The rotating part 63 passes through the spline hole 31, and the spline 61 and spline hole 31 enter a coupled state. The limiting spring 40 is located at the spline 61, and the rotating shaft 60 is not yet fully installed. When the locking part 64 completely passes through the through hole 52 and the rotating part 63 enters the through hole 52, the spline 61 and spline hole 31 enter a driving state. The limiting spring 40 engages with the annular groove 62, and the rotating shaft 60 is fully installed and can rotate freely around the axis. Conversely, only when the concave part 65 aligns with the protrusion of the limiting structure 51 can the rotating shaft 60 move in the opposite direction to be removed from the locking mechanism.

[0044] Figures 9 to 13 One embodiment of the rotating part is shown. The rotating part 63b is a transverse groove formed on the rotating shaft 60. When the limiting structure 51 disengages from the locking part 64 and the rotating part 63b is coplanar with it, the rotating shaft 60 can rotate freely, and the limiting structure 51 and the rotating part 63b do not interfere with each other. The rotating part 63b has two ends 63c and 63d extending to the outer peripheral surface of the rotating shaft 60. The ends 63c and 63d constitute a stop structure on the rotating part 63b. When the rotating shaft 63b rotates to position P1 or a nearby position, the limiting structure 51 contacts the end 63c, and the end 63c stops the limiting structure 51. When the rotating shaft 63b rotates to position P3 or a nearby position, the limiting structure 51 contacts the end 63d and similarly stops the movement. This design structure is used to prevent damage or failure of internal components of the locking mechanism by using a hard stop point under abusive speed conditions. In a preferred embodiment, when the handrail is rotated to position P1, it is locked by the locking mechanism, and there is an angle of approximately 2° between the limiting structure 51 and the end 63c. Figure 11 The angle between P1 and P3 is 120°.

[0045] In another preferred embodiment, the rotating part 63a ( Figure 3 The rotating part 63a has at least one radially protruding flange stop, which constitutes the stop structure of the limiting structure 51 when the rotating shaft 60 rotates. This also prevents damage and failure of the internal parts of the locking mechanism when the handrail is subjected to abuse speed.

Claims

1. An armrest linkage mechanism, comprising a pivot inserted into a locking mechanism and engaging with a transmission plate for connecting the armrest and / or a car seat, wherein a through hole is provided on the housing of the locking mechanism on the side opposite to the pivot for the pivot to pass through, characterized in that, The rotating shaft is provided with a locking part for locking the circumferential rotation position and a rotating part for normal rotation in the through hole. The through hole has a limiting structure that locks the rotating shaft by interfering with the outer contour surface of the locking part. The locking part and the limiting structure enable the rotating shaft to be inserted and removed from the locking mechanism only at a specified angle. It also includes a limiting spring that prevents pull-out when the rotating part is located in the through hole, which is sleeved on the rotating shaft.

2. The handrail linkage mechanism as described in claim 1, characterized in that, The rotating shaft is also provided with transmission teeth for meshing with the transmission plate. The transmission teeth have a semi-coupled part and a driving part. When the locking part passes through the through hole and the rotating part is located in the through hole, the transmission teeth engage with the transmission plate through the driving part, and the rotating shaft is unlocked.

3. The handrail linkage mechanism as described in claim 2, characterized in that, The limiting structure makes the cross-section of the through hole have an irregular shape. The rotating shaft can be further inserted into the through hole only when the locking part is aligned with the limiting structure. The effective rotational inner diameter of the through hole is greater than or equal to the inner diameter of the rotating part, so that the rotating part can rotate normally in the through hole.

4. The handrail linkage mechanism as described in claim 3, characterized in that, The limiting structure is a protrusion provided on the edge of the through hole and extending into the hole. The locking part is provided with an inner recess that matches the protrusion. The interference of the limiting structure on the contour surface of the locking part is achieved by the interlocking of the protrusion and the inner recess.

5. The handrail linkage mechanism as described in claim 3, characterized in that, The rotating part is a groove formed on the rotating shaft.

6. The handrail linkage mechanism as described in claim 5, characterized in that, At least one stop structure is arranged on the groove. When the rotating shaft rotates with the handrail to the vicinity of the end of the travel, the limiting structure contacts the stop structure to restrict the rotating shaft from continuing to rotate.

7. The handrail linkage mechanism as described in claim 6, characterized in that, The groove is an annular groove arranged around the axis of the rotating shaft, and the stop structure is a flange arranged on the annular groove.

8. The handrail linkage mechanism as described in claim 6, characterized in that, The groove is a horizontal groove formed on the rotating shaft, and the stop structure is the two ends of the horizontal groove.

9. A car seat, characterized in that, Includes the armrest linkage mechanism according to any one of claims 1 to 8, the armrest linkage mechanism being used to pivotally connect the car seat and the seat armrest.

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