Gear transmission limiting mechanism of automobile seat

Abstract

The utility model discloses an automobile seat gear transmission limiting mechanism, which belongs to the technical field of automobile seats, and comprises an outer shell, a first soft cushion and a second soft cushion, a mounting plate is fixed between the first soft cushion and the outer shell, the left side and the right side of the mounting plate are respectively provided with a notch, and the first soft cushion and the second soft cushion are fixed on the outer shell. Two movable grooves are formed in the lower portion of the front side of the mounting plate and are symmetrically arranged, and first connecting pieces are fixed to the positions, close to the two movable grooves, of the front side of the mounting plate. The gear shifting stroke is a 90-degree efficient rotation angle, operation space is saved by 25%, a second transmission wheel 45CrMo quenched gear is subjected to laser modification, operation force is reduced by 30%, gear positioning force is only 3.5-5.0 N and is reduced by half compared with traditional gear positioning force 7-10 N, hand feeling lightness is + 50%, the problem that a traditional gear shifting stroke is a 120-degree rotation angle, operation space is small, and meanwhile, the gear shifting stroke is not prone to being damaged is solved. And the traditional gear positioning force is 7-10N, the feeling resistance is large during operation, and the operation is not flexible.

Description

Technical Field

[0001] This utility model belongs to the field of automotive seat technology, and more specifically, it relates to an automotive seat gear transmission limiting mechanism. Background Technology

[0002] The gear transmission limiting mechanism of an automotive seat is a key component used to control the seat adjustment range, prevent gear overload damage, and ensure adjustment accuracy. Existing automotive seat gear transmission limiting mechanisms have a traditional shift stroke of 120° rotation angle, which means that the operating space is small. At the same time, the traditional gear positioning force is 7-10N, which feels resistant and inflexible during operation. Therefore, a new automotive seat gear transmission limiting mechanism is proposed. Utility Model Content

[0003] To address the shortcomings of existing technologies, this utility model provides a gear transmission limiting mechanism for automotive seats. The shift stroke has a highly efficient 90° rotation angle, saving 25% of operating space. The second transmission wheel is a 45CrMo hardened gear with laser-cut tooth surfaces, reducing operating force by 30%. The gear positioning force is only 3.5-5.0N, half that of the traditional 7-10N gear positioning force, resulting in a 50% increase in lightness. This solves the problems mentioned in the background art, where the traditional shift stroke has a 120° rotation angle, meaning a smaller operating space, and the traditional 7-10N gear positioning force results in high resistance and inflexibility during operation.

[0004] To achieve the above objectives, this utility model provides the following technical solution: a gear transmission limiting mechanism for an automotive seat, comprising a housing, a first soft pad, and a second soft pad. A mounting plate is fixed between the first soft pad and the housing. Notches are provided on both the left and right sides of the mounting plate. Two movable slots are provided on the lower front side of the mounting plate, arranged symmetrically. A first connecting member is fixed on the front side of the mounting plate near the two movable slots. A first transmission wheel is rotatably connected to the opposite side of the two first connecting members. A second transmission wheel is meshed with the outer side of the first transmission wheel. The rear side of the second transmission wheel is rotatably connected to the front side of the mounting plate. The second transmission wheel is located inside the notch. A limiting block is fixed to one end of the shaft of the first transmission wheel. A first connecting rod is rotatably connected to the upper inner side of the first connecting member. A second connecting member is rotatably connected to the upper end of the first connecting rod. The rear side of the second connecting member is fixedly connected to the front side of the housing. A second connecting rod is rotatably connected to the lower inner side of the first connecting member. The upper end of the second connecting rod is rotatably connected to the outer side of the second connecting member.

[0005] As a preferred technical solution of this utility model, two waist-shaped mounting holes are provided on opposite sides of the two first connecting members, and a bushing is fixed between the two waist-shaped mounting holes. The inner side of the bushing is rotatably connected to the outer side of the shaft of the first transmission wheel, and the bushing and the waist-shaped mounting holes are fixedly connected by an eccentric adjusting screw.

[0006] As a preferred technical solution of this utility model, the tooth tip trimming amount of the first transmission wheel and the second transmission wheel is mm.

[0007] As a preferred embodiment of this utility model, the diameter of the second transmission wheel is larger than the diameter of the first transmission wheel, and the second transmission wheel is perpendicular to the first transmission wheel.

[0008] As a preferred embodiment of this utility model, the limiting block has a rectangular structure, and the center of the shaft of the first transmission wheel does not coincide with the geometric center of the limiting block.

[0009] As a preferred embodiment of this utility model, the distance between the center of the shaft of the first transmission wheel and the four sides of the limiting block is different.

[0010] As a preferred embodiment of this utility model, the line connecting the two ends of the first connecting rod is parallel to the line connecting the two ends of the second connecting rod, and the line connecting the two ends of the first connecting rod and the line connecting the two ends of the second connecting rod have the same length.

[0011] This utility model provides a gear transmission limiting mechanism for automotive seats, which has the following advantages:

[0012] This automotive seat gear transmission limiting mechanism features a 90° high-efficiency shifting angle, saving 25% of operating space. The second transmission wheel uses 45CrMo hardened gears with laser-cut tooth surfaces, reducing operating force by 30%. The gear positioning force is only 3.5-5.0N, half that of the traditional 7-10N gear positioning force, resulting in a 50% increase in lightness. This solves the problems of traditional 120° shifting angles, which mean smaller operating space, and the high resistance and inflexibility of traditional 7-10N gear positioning forces during operation.

[0013] 2. The gear transmission limiting mechanism of this car seat, with the waist-shaped mounting hole of the first transmission wheel and the eccentric adjusting screw, realizes dynamic adjustment of the meshing backlash, ranging from 0.05-0.2mm. The appropriate gear meshing backlash reduces the friction torque. The tooth tip trimming amount is 0.02mm, which effectively suppresses abnormal shifting noise, <45dB. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of a gear transmission limiting mechanism for an automobile seat according to the present invention.

[0015] Figure 2This is a front view of the disassembled structure of a gear transmission limiting mechanism for an automobile seat according to the present invention.

[0016] Figure 3 This utility model relates to a gear transmission limiting mechanism for automobile seats. Figure 2 Enlarged diagram of point A in the diagram.

[0017] Figure 4 This is a rear view of the disassembled structure of a gear transmission limiting mechanism for an automobile seat according to the present invention.

[0018] Figure 5 This utility model relates to a gear transmission limiting mechanism for automobile seats. Figure 4 Enlarged diagram of point B in the image.

[0019] Figure 6 This is a schematic diagram showing the connection relationship between the first connecting member and the second connecting member of a gear transmission limiting mechanism for an automobile seat according to this utility model.

[0020] In the figure: 1. Outer shell; 2. First soft pad; 3. Second soft pad; 4. Mounting plate; 5. Movable groove; 6. First connecting piece; 7. First transmission wheel; 8. Second transmission wheel; 9. Notch; 10. Limiting block; 11. First connecting rod; 12. Second connecting piece; 13. Second connecting rod. Detailed Implementation

[0021] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of this utility model.

[0022] In the description of this utility model, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In addition, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0023] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0024] Please see Figures 1 to 6 This utility model provides a technical solution: a gear transmission limiting mechanism for an automobile seat, including a housing 1, a first soft pad 2, and a second soft pad 3. A mounting plate 4 is fixed between the first soft pad 2 and the housing 1. Notches 9 are provided on both the left and right sides of the mounting plate 4. Two movable grooves 5 are provided on the lower front side of the mounting plate 4. The two movable grooves 5 are symmetrically arranged. First connecting members 6 are fixed on the front side of the mounting plate 4 near the two movable grooves 5. First transmission wheels 7 are rotatably connected to opposite sides of the two first connecting members 6. The outer sides of the first transmission wheels 7 are engaged. A second transmission wheel 8 is connected, and the rear side of the second transmission wheel 8 is rotatably connected to the front side of the mounting plate 4. The second transmission wheel 8 is located inside the notch 9. A limit block 10 is fixed at one end of the shaft of the first transmission wheel 7. A first connecting rod 11 is rotatably connected to the upper inner side of the first connecting member 6. A second connecting member 12 is rotatably connected to the upper end of the first connecting rod 11. The rear side of the second connecting member 12 is fixedly connected to the front side of the outer shell 1. A second connecting rod 13 is rotatably connected to the lower inner side of the first connecting member 6. The upper end of the second connecting rod 13 is rotatably connected to the outer side of the second connecting member 12.

[0025] The first transmission wheel 7 is rotated by manually turning the second transmission wheel 8. The second transmission wheel is a 45CrMo hardened gear with laser-cut tooth surface, reducing the operating force by 30%. The first transmission wheel 7 drives the limiting block 10 to rotate via a rotating shaft. Since the distance between the center of the rotating shaft of the first transmission wheel 7 and the four sides of the limiting block 10 is different, multiple fixation positions are achieved through physical locking to control the angle of the second connecting piece 12. Since the line connecting the two ends of the first connecting rod 11 is parallel to the line connecting the two ends of the second connecting rod 13, and the lengths of the lines connecting the two ends of the first connecting rod 11 and the second connecting rod 13 are the same, the first connecting rod 11 and the second connecting rod 13 are connected to the first connecting piece 6 and the second connecting piece 2. The components 12 form a parallelogram. By controlling the angle of the second connecting component 12, the horizontal distance between the first connecting component 6 and the second connecting component 12 is controlled. Through the above process, the shift stroke is a 90° high-efficiency turning angle, saving 25% of the operating space. The second transmission wheel is a 45CrMo hardened gear with laser-cut tooth surface, reducing the operating force by 30%. The gear positioning force is only 3.5-5.0N, which is half of the traditional gear positioning force of 7-10N. The feel is lighter by 50%. This solves the problem that the traditional shift stroke is a 120° rotation angle, which means a small operating space. At the same time, the traditional gear positioning force of 7-10N makes the operation feel difficult and inflexible.

[0026] Furthermore, two oblong mounting holes are provided on opposite sides of the two first connecting parts 6. A bushing is fixed between the two oblong mounting holes. The inner side of the bushing is rotatably connected to the outer side of the shaft of the first transmission wheel 7. The bushing and the oblong mounting holes are fixedly connected by an eccentric adjusting screw. The tooth tip trimming amount of the first transmission wheel 7 and the second transmission wheel 8 is 0.02mm. The diameter of the second transmission wheel 8 is larger than the diameter of the first transmission wheel 7. The second transmission wheel 8 is perpendicular to the first transmission wheel 7. The limiting block 10 has a rectangular structure. The center of the shaft of the first transmission wheel 7 does not coincide with the geometric center of the limiting block 10. The distance between the center of the shaft of the first transmission wheel 7 and the four sides of the limiting block 10 is different. The line connecting the two ends of the first connecting rod 11 is parallel to the line connecting the two ends of the second connecting rod 13. The length of the line connecting the two ends of the first connecting rod 11 and the line connecting the two ends of the second connecting rod 13 is the same.

[0027] The first transmission wheel has a waist-shaped mounting hole and an eccentric adjusting screw to achieve dynamic adjustment of the meshing backlash, ranging from 0.05 to 0.2 mm. With appropriate gear meshing backlash, the friction torque is reduced, and the tooth tip trimming amount is 0.02 mm, effectively suppressing shifting noise, <45 dB.

[0028] The specific usage and function of this embodiment: This utility model drives the first transmission wheel 7 to rotate by manually turning the second transmission wheel 8. The second transmission wheel is a 45CrMo hardened gear with laser-shaped tooth surfaces, reducing the operating force by 30%. The first transmission wheel 7 drives the limiting block 10 to rotate via a rotating shaft. Since the distance between the center of the rotating shaft of the first transmission wheel 7 and the four sides of the limiting block 10 are different, multiple fixation positions are achieved through physical locking to control the angle of the second connecting member 12. Since the line connecting the two ends of the first connecting rod 11 is parallel to the line connecting the two ends of the second connecting rod 13, the line connecting the two ends of the first connecting rod 11 and the second connecting rod 13 are parallel to the line connecting the two ends of the second connecting rod 12. The two ends of the connecting rod 13 are of the same length, so that the first connecting rod 11 and the second connecting rod 13, the first connecting member 6 and the second connecting member 12 form a parallelogram. By controlling the angle of the second connecting member 12, the horizontal distance between the first connecting member 6 and the second connecting member 12 is controlled. Through the above process, the shift stroke is a 90° high-efficiency turning angle, saving 25% of the operating space. The second transmission wheel is a 45CrMo hardened gear with laser-cut tooth surface, reducing the operating force by 30%. The gear positioning force is only 3.5-5.0N, which is half of the traditional gear positioning force of 7-10N, and the feel is 50% lighter.

[0029] The first transmission wheel has a waist-shaped mounting hole and an eccentric adjusting screw to achieve dynamic adjustment of the meshing backlash, ranging from 0.05 to 0.2 mm. With appropriate gear meshing backlash, the friction torque is reduced, and the tooth tip trimming amount is 0.02 mm, effectively suppressing shifting noise, <45 dB.

[0030] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A gear transmission limiting mechanism for an automobile seat, comprising a housing (1), a first cushion (2), and a second cushion (3), characterized in that: A mounting plate (4) is fixed between the first soft pad (2) and the outer shell (1). Notches (9) are provided on both the left and right sides of the mounting plate (4). Two movable slots (5) are provided on the lower front side of the mounting plate (4). The two movable slots (5) are arranged symmetrically. A first connecting piece (6) is fixed on the front side of the mounting plate (4) near the two movable slots (5). A first transmission wheel (7) is rotatably connected to the opposite side of the two first connecting pieces (6). A second transmission wheel (8) is meshed with the outer side of the first transmission wheel (7). The rear side of the second transmission wheel (8) is connected to the mounting plate. (4) is rotatably connected to the front side, the second transmission wheel (8) is located inside the notch (9), one end of the shaft of the first transmission wheel (7) is fixed with a limit block (10), the upper inner side of the first connecting member (6) is rotatably connected to the first connecting rod (11), the upper end of the first connecting rod (11) is rotatably connected to the second connecting member (12), the rear side of the second connecting member (12) is fixedly connected to the front side of the outer shell (1), the lower inner side of the first connecting member (6) is rotatably connected to the second connecting rod (13), and the upper end of the second connecting rod (13) is rotatably connected to the outer side of the second connecting member (12).

2. The automotive seat gear transmission limiting mechanism according to claim 1, characterized in that: Two waist-shaped mounting holes are provided on opposite sides of the two first connectors (6). A bushing is fixed between the two waist-shaped mounting holes. The inner side of the bushing is rotatably connected to the outer side of the shaft of the first transmission wheel (7). The bushing and the waist-shaped mounting holes are fixedly connected by an eccentric adjusting screw.

3. The automotive seat gear transmission limiting mechanism according to claim 1, characterized in that: The tooth tip trimming amount of the first transmission wheel (7) and the second transmission wheel (8) is 0.02mm.

4. The automotive seat gear transmission limiting mechanism according to claim 1, characterized in that: The diameter of the second transmission wheel (8) is larger than the diameter of the first transmission wheel (7), and the second transmission wheel (8) is perpendicular to the first transmission wheel (7).

5. The automotive seat gear transmission limiting mechanism according to claim 1, characterized in that: The limiting block (10) has a rectangular structure, and the center of the rotating shaft of the first transmission wheel (7) does not coincide with the geometric center of the limiting block (10).

6. The automotive seat gear transmission limiting mechanism according to claim 1, characterized in that: The distance between the center of the shaft of the first transmission wheel (7) and the four sides of the limiting block (10) is different.

7. The automotive seat gear transmission limiting mechanism according to claim 1, characterized in that: The line connecting the two ends of the first link (11) is parallel to the line connecting the two ends of the second link (13), and the line connecting the two ends of the first link (11) and the line connecting the two ends of the second link (13) are of the same length.

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