Control valve and shock absorber suspension thereof
By combining the design of control valves with mechanical structures, the automatic inflation and deflation of air-suspension seats is achieved, solving the problem of manual control by the driver, reducing costs, and improving the intelligence and comfort of the seats.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- 诸城大舜汽车科技有限公司
- Filing Date
- 2025-06-16
- Publication Date
- 2026-05-08
AI Technical Summary
Existing air-suspension seats require the driver to manually control inflation and deflation, which increases costs and is complicated to operate, thus hindering the saving of driver time.
Design a control valve that combines a press-type inflation and deflation trigger button with an adjustment valve to achieve automatic inflation and deflation of the airbag shock-absorbing seat and automatically adjust the seat height through the mechanical structure.
No manual operation by the driver is required, which reduces costs and simplifies the operation process, enabling intelligent and comfortable air-suspension seats.
Smart Images
Figure CN224210940U_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of automotive seat technology, specifically a control valve and its shock absorber suspension. Background Technology
[0002] Currently, when an air-suspension seat is not in use, the seat needs to be adjusted to a low position. After a person sits in it, the airbag is inflated to raise the seat to the designed seating height. After the person leaves, the airbag needs to be deflated to lower the seat back to its initial low position for easy seating next time. However, existing seats on the market all have a separate one-button inflation / deflation switch. The driver controls the inflation / deflation according to their needs, which is not conducive to reducing costs and is also complicated to save the driver's time. Summary of the Invention
[0003] To address the aforementioned problems, the present invention aims to provide a control valve and its shock absorber suspension.
[0004] To achieve the above objectives, the technical solution of the present invention is as follows: a control valve, comprising a regulating valve and a pneumatic valve, wherein a press-type inflation trigger button and a press-type deflation trigger button are respectively provided on one side of the pneumatic valve, and a rotating hole for regulating the swing of the regulating valve is provided at one end, wherein an upper and lower opposing inflation press contact slope and a deflation press contact slope are respectively provided at the swing end of the regulating valve, wherein the inflation press contact slope slopes downward, and when the regulating valve swings downward, the inflation press contact slope contacts the press-type inflation trigger button and presses the press-type inflation trigger button, and the deflation press contact slope slopes upward, and when the regulating valve swings upward, the deflation press contact slope contacts the press-type deflation trigger button and presses the press-type deflation trigger button.
[0005] Furthermore, the swing end of the regulating valve is also provided with an arc-shaped movable adjusting opening, and the movable adjusting opening is set with the rotating hole as the center. One or both ends of the movable adjusting opening are provided with adjusting bolts that penetrate the regulating valve, and the adjusting bolts are on the tangent extension line of the movable adjusting opening.
[0006] Furthermore, the press-type inflation trigger button and the press-type deflation trigger button are arranged side by side, and the inflation pressing contact slope and the deflation pressing contact slope are also arranged side by side, with the inflation pressing contact slope being higher than the deflation pressing contact slope.
[0007] Furthermore, the inclined surfaces of the inflation and deflation pressing contact slopes are concave inward to form inclined arc surfaces. The upper edge of the inflation pressing contact slope and the lower edge of the deflation pressing contact slope are planar structures, and each planar structure is tangent to the swing arc of the outer end of the regulating valve.
[0008] This invention also relates to a shock absorber suspension, including the aforementioned adjusting valve, air valve, lower shock absorber frame, and upper shock absorber frame. The lower and upper shock absorber frames are supported by an inner and outer cross arm. The middle portions of the inner and outer cross arms are rotatably connected by a cross arm mounting shaft, forming a scissor-type support structure. The inner and outer cross arms can overlap and lie flat after assembly. The rear side of the upper shock absorber frame is recessed downwards to form a seat receiving groove. An airbag is fixedly supported between the front sides of the lower and upper shock absorber frames. A telescopic damper with an outward-pointing extension rod is rotatably connected to the rear side of the lower frame of the shock absorber, and the outer end of the damper is rotatably connected to the rear side of the upper frame of the shock absorber. The cross arm mounting shaft passes through the adjustment valve rotation hole inside the cross arm of the shock absorber, so that the adjustment valve rotates and swings around the cross arm mounting shaft. An air valve is fixed inside the cross arm of the shock absorber, so that the press-type inflation trigger button and the press-type deflation trigger button of the air valve correspond to the inflation press contact slope and the deflation press contact slope of the adjustment valve, respectively. A push column is vertically fixed on the upper edge of the outer cross arm of the shock absorber near the cross arm mounting shaft, and the push column passes through the movable adjustment opening.
[0009] Furthermore, the lower end of the outer cross arm of the shock absorber is rotatably connected to the front side of the lower frame of the shock absorber, and the sliders on both sides of the upper end of the outer cross arm of the shock absorber are respectively located in the slide rails on both sides of the rear bottom surface of the upper frame of the shock absorber. The upper end of the inner cross arm of the shock absorber is rotatably connected to the front bottom surface of the upper frame of the shock absorber, and the sliders on both sides of the lower end of the inner cross arm of the shock absorber are respectively located in the slide rails on both sides of the rear surface of the lower frame of the shock absorber.
[0010] Furthermore, the lower end of the outer cross arm of the shock absorber is rotatably connected to the front side of the lower frame of the shock absorber via the lower pivot of the shock absorber.
[0011] Furthermore, the upper end of the inner cross arm of the shock absorber is rotatably connected to the bottom front side of the upper frame of the shock absorber via the upper rotating shaft of the shock absorber.
[0012] The control valve of this invention is used in air-cushioned seats. When no one is sitting in the seat, the seat is in a low position. When a person sits in the seat, the airbag inflates, raising the seat to the designed seating height. When the person leaves the seat, the airbag deflates, lowering the seat back to its initial low position. The driver does not need to control the inflation and deflation, which reduces costs and eliminates the tedious process of additional operation by the driver. The automatic inflation and deflation of the air-cushioned seat is achieved through a mechanical structure, making it more intelligent and comfortable to use. Attached Figure Description
[0013] The present invention will now be further described with reference to the accompanying drawings.
[0014] Figure 1 This is a top-view three-dimensional structural diagram of the installation state of Embodiment 1 of the present invention;
[0015] Figure 2 This is a top-view three-dimensional structural diagram of Embodiment 1 of the present invention;
[0016] Figure 3 This is a bottom-view three-dimensional structural diagram of Embodiment 1 of the present invention;
[0017] Figure 4 This is a three-dimensional structural diagram of the regulating valve in Embodiment 1 of the present invention;
[0018] Figure 5 This is a three-dimensional structural diagram of Embodiment 2 of the present invention;
[0019] Figure 6 This is a schematic diagram of the exploded structure of Embodiment 2 of the present invention;
[0020] Figure 7 This is a three-dimensional structural diagram of the reduced state in Embodiment 2 of the present invention;
[0021] Figure 8 This is a three-dimensional structural diagram of the raised state in Embodiment 2 of the present invention. Detailed Implementation Example 1
[0022] like Figure 1-4 As shown, a control valve includes a regulating valve 13 and an air valve 14. One side of the air valve 14 is provided with a press-type inflation trigger button 1401 and a press-type deflation trigger button 1402. One end of the regulating valve 13 is provided with a rotating hole 1301 for swinging the regulating valve 13. The swing end of the regulating valve 13 is provided with an upper and lower opposing inflation press contact slope 1302 and deflation press contact slope 1303. The inflation press contact slope 1302 slopes downwards, and when the regulating valve 13 swings downwards, the inflation press contact slope 1302 contacts the press-type inflation trigger button 1401, pressing down the press-type inflation trigger button 1401. The deflation press contact slope 1303 slopes upwards, and when the regulating valve 13 swings upwards, the deflation press contact slope 1303 contacts the press-type deflation trigger button 1402, pressing down the press-type deflation trigger button 1402.
[0023] The swing end of the regulating valve 13 is also provided with an arc-shaped movable regulating opening 1304, and the movable regulating opening 1304 is set with the rotating hole 1301 as the center. One or both ends of the movable regulating opening 1304 are provided with an adjusting bolt 1305 that passes through the regulating valve 13, and the adjusting bolt 1305 is on the extension line of the tangent of the movable regulating opening 1304.
[0024] The press-type inflation trigger button 1401 and the press-type deflation trigger button 1402 are arranged side by side. The inflation press contact slope 1302 and the deflation press contact slope 1303 are also arranged side by side, and the inflation press contact slope 1302 is higher than the deflation press contact slope 1303.
[0025] The inclined surfaces of the inflation pressing contact slope 1302 and the deflation pressing contact slope 1303 are concave inward to form inclined arc surfaces. The upper edge of the inflation pressing contact slope 1302 and the lower edge of the deflation pressing contact slope 1303 are planar structures 1306, and each planar structure 1306 is tangent to the swing arc of the outer end of the regulating valve 13. Example 2
[0026] like Figure 5-8 As shown, a shock absorber suspension includes the adjusting valve 13, air valve 14, lower shock absorber frame 1, and upper shock absorber frame 2 described in Embodiment 1. The upper shock absorber frame 2 has a plate-like structure at its center, and the rear side of the plate-like structure is recessed downward to form a seat receiving groove 8. The lower shock absorber frame 1 and the upper shock absorber frame 2 are supported by an inner cross arm 3 and an outer cross arm 4. The middle parts of the inner cross arm 3 and the outer cross arm 4 are rotatably connected by a cross arm mounting shaft 5, so that the inner cross arm 3 and the outer cross arm 4 form a scissor-type support structure. After assembly, the inner cross arm 3 and the outer cross arm 4 can overlap and lie flat. The rear side of the upper shock absorber frame 2 is recessed downward to form a seat receiving groove 8, so that the upper shock absorber frame 2 is integrated with the seat cushion frame (plate-like structure). An airbag 6 is fixedly supported between the front sides of the upper frame 2 of the shock absorber. A telescopic rod damper 7 is rotatably connected to the rear side of the lower frame 1 of the shock absorber, and the outer end of the damper 7 is rotatably connected to the rear side of the upper frame 2 of the shock absorber. The cross arm mounting shaft 5 passes through the rotating hole 1301 of the regulating valve 13 inside the cross arm 3 of the shock absorber, so that the regulating valve 13 rotates and swings around the cross arm mounting shaft 5. An air valve 14 is fixed inside the cross arm 3 of the shock absorber, so that the press-type inflation trigger button 1401 and the press-type deflation trigger button 1402 of the air valve 14 correspond to the inflation press contact slope 1302 and the deflation press contact slope 1303 of the regulating valve 13, respectively. A push column 15 is vertically fixed on the upper edge of the outer cross arm 4 of the shock absorber near the cross arm mounting shaft 5, and the push column 15 passes through the movable adjustment opening 1304.
[0027] Specifically: the lower end of the outer cross arm 4 of the shock absorber is rotatably connected to the front side of the lower frame 1 of the shock absorber, and the sliders 9 on both sides of the upper end of the outer cross arm 4 of the shock absorber are respectively located in the slide rails 10 on both sides of the bottom rear side of the upper frame 2 of the shock absorber. The upper end of the inner cross arm 3 of the shock absorber is rotatably connected to the bottom front side of the upper frame 2 of the shock absorber, and the sliders 9 on both sides of the lower end of the inner cross arm 3 of the shock absorber are respectively located in the slide rails 10 on both sides of the bottom rear side of the lower frame 1 of the shock absorber.
[0028] The lower end of the outer cross arm 4 of the shock absorber is rotatably connected to the front side of the lower frame 1 of the shock absorber via the lower rotating shaft 11 of the shock absorber, and the upper end of the inner cross arm 3 of the shock absorber is rotatably connected to the bottom front side of the upper frame 2 of the shock absorber via the upper rotating shaft 12 of the shock absorber.
[0029] Working principle of this invention: The air valve 14 is existing technology, with one end connected to the car's air supply line and the other end connected to the deflation line. Thus, pressing the push-button inflation trigger 1401 inflates the airbag 6, and pressing the push-button deflation trigger 1402 deflates the airbag 6. In this way, by cooperating with the regulating valve 13, automatic inflation and deflation of the seat can be achieved, as detailed below:
[0030] By reasonably setting the positions of the press-type inflation trigger button 1401, the press-type deflation trigger button 1402, the inflation press contact slope 1302, and the deflation press contact slope 1303, in the initial state, the inflation press contact slope 1302 does not contact the press-type inflation trigger button 1401, and the deflation press contact slope 1303 does not contact the press-type deflation trigger button 1402. At this time, the airbag shock-absorbing seat is not occupied and the seat is in a low position.
[0031] When a person sits in the seat, the weight of the person compresses the airbag 6, which originally contained a certain amount of air. This causes the scissor support structure formed by the outer cross arm 4 and the inner cross arm 3 of the shock absorber to press down. This causes the push column 15 to push the swing end of the regulating valve 13 to swing downward. As the swing end of the regulating valve 13 swings downward, the inflation pressing contact slope 1302 gradually contacts the press-type inflation trigger button 1401 until the press-type inflation trigger button 1401 is fully pressed down. At this time, the airbag 6 is inflated, causing the seat to rise to the designed seating position. As the seat rises, the scissor support structure also rises. Finally, the push column 15 pushes the swing end of the regulating valve 13 to swing upward, so that the inflation pressing contact slope 1302 does not contact the press-type inflation trigger button 1401. The press-type inflation trigger button 1401 rebounds, completing the inflation and achieving dynamic balance in the inflated state. The inflated airbag 6 makes the driver more comfortable.
[0032] After the person leaves, due to the reduced weight, the airbag-damped seat bounces upward under the action of the inflated airbag 6. That is, the airbag 6, which was originally compressed by the weight of the person, will rebound after the person leaves. During this process, the scissor support structure also rises. Finally, the push column 15 pushes the swing end of the adjustment valve 13 to swing upward. At this time, the inflation pressing contact slope 1302 is no longer in contact with the press-type inflation trigger button 1401. As the swing end of the adjustment valve 13 swings upward, the deflation pressing contact slope 1303 gradually contacts the press-type deflation trigger button 1402, and presses the press-type deflation trigger button 1402, thereby deflating the airbag 6, lowering the seat, and lowering the scissor support structure. The push column 15 pushes the swing end of the adjustment valve 13 to swing downward until the deflation pressing contact slope 1303 is no longer in contact with the press-type deflation trigger button 1402, completing the deflation and achieving dynamic balance in the deflated state. The seat then returns to its initial low position for easy seating next time.
[0033] In summary, this air-suspension seat is in a low position when no one is sitting on it. When someone sits on it, the airbag inflates, raising the seat to the designed seating height. When the person leaves, the airbag deflates, lowering the seat back to its initial low position. The driver does not need to control the inflation and deflation, which reduces costs and eliminates the tedious process of additional operation by the driver. The automatic inflation and deflation of the air-suspension seat is achieved through a mechanical structure, making it more intelligent and comfortable to use.
[0034] The above description is merely an illustrative embodiment of the present invention and is not intended to limit the scope of the invention. Any equivalent changes and modifications made by those skilled in the art without departing from the concept and principles of the present invention should fall within the scope of protection of the present invention.
Claims
1. A control valve, comprising a regulating valve (13) and a pneumatic valve (14), characterized in that: A press-type inflation trigger button (1401) and a press-type deflation trigger button (1402) are respectively provided on one side of the air valve (14). A rotating hole (1301) for adjusting the swing of the regulating valve (13) is provided at one end. An inflation pressing contact slope (1302) and a deflation pressing contact slope (1303) with opposite upper and lower sides are respectively provided at the swing end of the regulating valve (13). The inflation pressing contact slope (1302) slopes downward and is located at... When the regulating valve (13) swings downward, the inflation pressing contact slope (1302) contacts the press-type inflation trigger button (1401) and presses down the press-type inflation trigger button (1401). The deflation pressing contact slope (1303) is inclined upward, and when the regulating valve (13) swings upward, the deflation pressing contact slope (1303) contacts the press-type deflation trigger button (1402) and presses down the press-type deflation trigger button (1402).
2. The control valve as described in claim 1, characterized in that: The swing end of the regulating valve (13) is also provided with an arc-shaped movable regulating opening (1304), and the movable regulating opening (1304) is set with the rotating hole (1301) as the center. One or both ends of the movable regulating opening (1304) are provided with an adjusting bolt (1305) that passes through the regulating valve (13), and the adjusting bolt (1305) is on the extension line of the tangent of the movable regulating opening (1304).
3. A control valve as described in claim 1, characterized in that: The press-type inflation trigger button (1401) and the press-type deflation trigger button (1402) are arranged on the left and right sides, and the inflation pressing contact slope (1302) and the deflation pressing contact slope (1303) are also arranged on the left and right sides, and the inflation pressing contact slope (1302) is higher than the deflation pressing contact slope (1303).
4. A control valve as described in claim 1, characterized in that: The inflatable pressing contact slope (1302) and the deflation pressing contact slope (1303) are concave inward to form an inclined arc surface. The upper edge of the inflatable pressing contact slope (1302) and the lower edge of the deflation pressing contact slope (1303) are planar structures (1306), and each planar structure (1306) is tangent to the swing arc of the outer end of the regulating valve (13).
5. A shock absorber suspension, comprising the adjusting valve (13), the air valve (14), the lower shock absorber frame (1), and the upper shock absorber frame (2) as described in claim 2, characterized in that: The lower frame (1) and upper frame (2) of the shock absorber are supported by the inner cross arm (3) and outer cross arm (4) of the shock absorber. The middle part of the inner cross arm (3) and outer cross arm (4) of the shock absorber is rotatably connected by the cross arm mounting shaft (5), so that the inner cross arm (3) and outer cross arm (4) of the shock absorber form a scissor support structure. After assembly, the inner cross arm (3) and outer cross arm (4) of the shock absorber can be stacked flat. An airbag (6) is fixedly supported between the front sides of the lower frame (1) and upper frame (2) of the shock absorber. The rear side of the lower frame (1) of the shock absorber is rotatably connected to an outwardly inclined telescopic rod damper (7), and the outer end of the damper (7) is connected to the rear side of the upper frame (2) of the shock absorber. The cross arm mounting shaft (5) passes through the rotating hole (1301) of the regulating valve (13) inside the cross arm (3) of the shock absorber, so that the regulating valve (13) rotates and swings around the cross arm mounting shaft (5) as the center. An air valve (14) is fixed inside the cross arm (3) of the shock absorber, so that the press-type inflation trigger button (1401) and the press-type deflation trigger button (1402) of the air valve (14) correspond to the inflation press contact slope (1302) and the deflation press contact slope (1303) of the regulating valve (13) respectively. A push column (15) is vertically fixed on the upper edge of the outer cross arm (4) of the shock absorber near the cross arm mounting shaft (5), and the push column (15) passes through the movable adjustment opening (1304).
6. A shock absorber suspension as described in claim 5, characterized in that: The lower end of the outer cross arm (4) of the shock absorber is rotatably connected to the front side of the lower frame (1) of the shock absorber. The sliders (9) set on both sides of the upper end of the outer cross arm (4) of the shock absorber are respectively located in the slide rails (10) on both sides of the bottom surface of the rear side of the upper frame (2) of the shock absorber. The upper end of the inner cross arm (3) of the shock absorber is rotatably connected to the bottom surface of the front side of the upper frame (2) of the shock absorber. The sliders (9) set on both sides of the lower end of the inner cross arm (3) of the shock absorber are respectively located in the slide rails (10) on both sides of the rear surface of the lower frame (1) of the shock absorber.
7. A shock absorber suspension as described in claim 5, characterized in that: The lower end of the outer cross arm (4) of the shock absorber is rotatably connected to the front side of the lower frame (1) of the shock absorber via the lower rotating shaft (11) of the shock absorber.
8. A shock absorber suspension as described in claim 5, characterized in that: The upper end of the inner cross arm (3) of the shock absorber is rotatably connected to the front bottom surface of the upper frame (2) of the shock absorber through the upper rotating shaft (12) of the shock absorber.
9. A shock absorber suspension as described in claim 5, characterized in that: The center of the upper frame (2) of the shock absorber is a plate-like structure, and the rear side of the plate-like structure is recessed downward to form a seat receiving groove (8).