Seat cushion structure and shared vehicles

Abstract

This utility model provides a seat cushion structure and a shared vehicle, relating to the field of vehicle technology. The seat cushion structure includes a seat cushion assembly, a suspension, a shock absorber assembly, and an elastic protective structure. The suspension is connected to the seat cushion assembly; the shock absorber assembly is disposed between the seat cushion assembly and the suspension; and the elastic protective structure is sleeved on the shock absorber assembly. This utility model, through the cooperation of the seat cushion assembly, suspension, shock absorber assembly, and elastic protective structure, not only improves the shock absorption effect and enhances user comfort but also reduces the safety risks associated with exposed shock absorber components, resulting in better safety during use.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a seat cushion structure and a shared vehicle. Background Technology

[0002] With the acceleration of urbanization, shared transportation has gradually become an important part of the modern urban transportation system. Especially in large and medium-sized cities, shared bicycles and shared electric bikes have rapidly become popular due to their convenience, economy, and low-carbon characteristics, providing great convenience for public travel, particularly in short-distance commuting and public transportation connections, where the demand for shared vehicles is growing daily. However, with the increasing frequency of shared vehicle use, users' demands for the riding experience are also constantly rising, with comfort and safety becoming key factors affecting user satisfaction. Currently, the seats of most mainstream shared bicycles on the market generally lack shock absorption. When encountering bumpy or potholed roads during riding, this leads to a poor riding experience and may even cause discomfort and injury due to excessive bumps. In this field, existing consumer-grade shock-absorbing seat cushions are mostly geared towards racing performance, emphasizing lightweight and performance, which is insufficient to meet the comfort needs of the general public. Furthermore, these seat cushions often lack compatibility and cannot be directly adapted to shared bicycles. Some seat cushions using spring structures also have exposed springs, which can easily pinch the user's skin or damage clothing, increasing safety hazards. Therefore, improving the shock absorption effect of seat cushions to enhance the user experience of shared vehicles and reduce safety risks has become an urgent technical problem to be solved. Utility Model Content

[0003] In order to overcome the above-mentioned defects of the prior art, the technical problem to be solved by the present invention is to provide a seat cushion structure and a shared vehicle, which improves the shock absorption effect of the seat cushion to improve the user experience of the shared vehicle and reduce safety risks.

[0004] The above-mentioned objective of this utility model can be achieved by the following technical solution: this utility model provides a seat cushion structure, including:

[0005] Seat cushion assembly;

[0006] A suspension system connected to the seat cushion assembly;

[0007] A shock-absorbing assembly is disposed between the seat cushion assembly and the suspension.

[0008] An elastic protective structure is fitted onto the shock-absorbing component.

[0009] In a preferred embodiment of the present invention, the shock absorption assembly includes at least one shock absorber disposed between the seat cushion assembly and the suspension.

[0010] In a preferred embodiment of this utility model, two shock absorbers are provided, and the two shock absorbers are arranged at intervals.

[0011] In a preferred embodiment of this utility model, the shock absorber is a shock absorber spring.

[0012] In a preferred embodiment of the present invention, the elastic protective structure includes at least one elastic sleeve, the elastic sleeve being correspondingly disposed with the shock absorber, and the elastic sleeve being sleeved on the corresponding shock absorber.

[0013] In a preferred embodiment of the present invention, the seat cushion structure includes a universal seat cushion and a bottom shell, wherein the universal seat cushion and the suspension are respectively disposed on both sides of the bottom shell and connected to the bottom shell.

[0014] In a preferred embodiment of the present invention, the universal seat cushion is detachably connected to the bottom shell; and / or, the suspension is detachably connected to the bottom shell.

[0015] In a preferred embodiment of the present invention, the shock absorption assembly includes at least one shock absorber, and the seat cushion structure further includes a first limiting structure for limiting the shock absorber. The first limiting structure includes a first guide rod disposed on the bottom shell and a second guide rod disposed on the suspension. One end of the shock absorber is slidably sleeved on the first guide rod, and the other end of the shock absorber is slidably sleeved on the second guide rod.

[0016] In a preferred embodiment of the present invention, the elastic protective structure includes at least one elastic sleeve, and the seat cushion structure further includes a second limiting structure for limiting the elastic sleeve. The second limiting structure includes at least one limiting groove disposed on the bottom shell. One end of the elastic sleeve is inserted into the limiting groove, and the other end of the elastic sleeve abuts against the suspension.

[0017] This utility model also provides a shared vehicle, including the aforementioned seat cushion structure.

[0018] In a preferred embodiment of the present invention, the shared vehicle further includes a frame and an angle adjustment structure, wherein the frame and the suspension are connected through the angle adjustment structure.

[0019] The technical solution of this utility model has the following significant beneficial effects:

[0020] When using the seat cushion structure described in this utility model, the seat cushion structure is installed on the frame of the shared vehicle, and the angle of the seat cushion structure is adjusted to meet the user's needs. The seat cushion structure of this utility model, through the cooperation of the seat cushion assembly, suspension, shock absorption assembly, and elastic protective structure, not only improves the shock absorption effect and enhances user comfort, but also reduces the safety risks caused by exposed shock absorption components, resulting in better safety during use.

[0021] Specifically, this invention utilizes the synergistic cooperation of the suspension and shock-absorbing components to create a shock-absorbing suspension structure. The shock-absorbing components repeatedly rebound, reducing impact and pressure on the user, thereby improving shock absorption and riding comfort, especially on bumpy roads such as potholes and gravel. The seat assembly features a large base design for better body conformation and a superior user experience. Furthermore, by encasing the shock-absorbing components in an elastic protective structure, not only is the shock-absorbing component effectively prevented from being exposed, thus preventing it from pinching or damaging clothing and improving safety, but it also protects the shock-absorbing component, extending its lifespan and enhancing the overall aesthetics of the seat structure. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of this invention in any way. Furthermore, the shapes and proportions of the components in the drawings are merely illustrative to aid in understanding the invention and do not specifically limit the shapes and proportions of the components. Those skilled in the art, under the guidance of this invention, can select various possible shapes and proportions to implement this invention according to specific circumstances.

[0024] Figure 1 This is a top view of a three-dimensional structure of one embodiment of the seat cushion structure described in this utility model;

[0025] Figure 2 This is a three-dimensional bottom view of one embodiment of the seat cushion structure described in this utility model;

[0026] Figure 3 This is an exploded structural diagram of one embodiment of the seat cushion structure described in this utility model;

[0027] Figure 4This is a three-dimensional structural diagram of the first limiting structure and the second limiting structure of this utility model.

[0028] The reference numerals in the above figures are as follows:

[0029] 10. Frame;

[0030] 20. Angle adjustment structure; 21. Bundle; 22. Saddle beam clamp; 23. Stud; 24. Nut;

[0031] 100. Seat cushion assembly; 110. Universal seat cushion; 120. Base shell; 121. Hand rest;

[0032] 200. Suspension; 210. First support section; 220. Second support section; 230. Third support section; 240. Saddle beam;

[0033] 300. Vibration damping components; 310. Vibration damping parts;

[0034] 400. Elastic protective structure; 410. Elastic sleeve;

[0035] 500. First limiting structure; 510. First guide rod; 520. Second guide rod;

[0036] 600. Second limiting structure; 610. Limiting groove. Detailed Implementation

[0037] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0038] Implementation Method 1

[0039] Please refer to the following: Figures 1 to 4 As shown, an embodiment of the present invention provides a seat cushion structure, which includes a seat cushion assembly 100, a suspension 200, a shock-absorbing assembly 300, and an elastic protective structure 400. The suspension 200 is connected to the seat cushion assembly 100; the shock-absorbing assembly 300 is disposed between the seat cushion assembly 100 and the suspension 200; and the elastic protective structure 400 is sleeved on the shock-absorbing assembly 300.

[0040] Overall, when using this seat cushion structure, it is installed onto the frame 10 of the shared vehicle via the angle adjustment structure 20, and the angle of the seat cushion structure is adjusted to meet the user's needs.

[0041] The seat cushion structure of this utility model, through the cooperation of seat cushion assembly 100, suspension 200, shock absorption assembly 300 and elastic protective structure 400, not only improves the shock absorption effect and enhances user comfort, but also reduces the safety risks caused by the exposed shock absorption assembly 300, thus providing better safety in use.

[0042] Specifically, such as Figure 1 and Figure 2 In the illustrated embodiment, this invention utilizes the coordinated operation of the suspension 200 and the shock-absorbing component 300 to form a shock-absorbing suspension 200 structure. The shock-absorbing component 300 can repeatedly rebound to reduce the impact and pressure on the user, thereby improving the shock absorption effect and enhancing riding comfort, especially on bumpy roads such as potholes and gravel. The seat cushion component 100 can adopt a large base design for better conformity to the user's body, providing a better riding experience.

[0043] Furthermore, by covering the shock-absorbing component 300 with an elastic protective structure 400, the elastic protective structure 400 not only effectively prevents the shock-absorbing component 300 from being exposed, thereby preventing the shock-absorbing component 300 from pinching or damaging clothing and improving safety, but also protects the shock-absorbing component 300, thereby improving its service life and enhancing the overall aesthetics of the seat cushion structure.

[0044] In an embodiment of the present invention, the shock absorption assembly 300 includes at least one shock absorber 310 disposed between the seat cushion assembly 100 and the suspension 200.

[0045] By placing the shock absorber 310 between the seat assembly 100 and the suspension 200, the shock absorber 310 can effectively absorb the impact force from the road surface during riding, thereby improving the user's riding comfort.

[0046] Furthermore, by rationally designing the quantity, material, and structural parameters of the shock absorber 310, it can be applied to various complex road conditions, ensuring a stable shock absorption effect even on bumpy road sections such as potholes and gravel.

[0047] Furthermore, by covering the shock absorber 310 with the elastic protective structure 400, the safety of the shock absorber 310 during operation is improved, and the risk of pinching or damaging clothing caused by the exposed shock absorber 310 is avoided, thus improving the safety of use. In addition, the elastic protective structure 400 can also cover the shock absorber 310, thereby improving the aesthetics.

[0048] Designers can adjust the specific number and location of the shock absorbers 310 according to usage needs; no specific restrictions are imposed here. Preferably, such as Figure 2 In the embodiment shown, two shock absorbers 310 are provided, and the two shock absorbers 310 are arranged at intervals.

[0049] The two damping components 310 work together to form a roughly symmetrical damping structure, which can evenly distribute the pressure from the seat cushion assembly 100 when subjected to force, thereby improving the stability and balance of the damping response.

[0050] Designers can adjust the specific shape and structure of the shock absorber 310 according to usage requirements, and no specific restrictions are imposed here. Preferably, the shock absorber 310 is a shock-absorbing spring.

[0051] Of course, in other feasible embodiments, designers may adjust the specific structure of the shock absorber 310 according to the needs of use, and no specific limitations are made here. For example, the shock absorber 310 may be an elastic block or an air cushion.

[0052] In the embodiments of this utility model, the designer may adjust the specific structure of the suspension 200 according to the needs of use, and no specific restrictions are imposed here.

[0053] In one specific embodiment, such as Figure 2 and Figure 3 In the illustrated embodiment, the suspension 200 is generally constructed in a triangular structure. The suspension 200 includes a first support portion 210 and two second support portions 220 distributed on both sides of the first support portion 210. The first support portion 210 is used to connect to the seat cushion structure, and the two second support portions 220 are spaced apart on both sides of the first support portion 210. The two second support portions 220 are used to install shock absorbers 310 respectively. Furthermore, a saddle beam 240 is provided in the area between the first support portion 210 and the second support portions 220, and the saddle beam 240 is used to connect to the vehicle frame 10.

[0054] As a crucial connecting component, the suspension 200 possesses excellent structural stability and load-bearing capacity. The suspension 200 works in conjunction with the shock absorber 300 to absorb impacts from the road surface, improving riding comfort. Furthermore, through optimized material and structural design, the suspension 200 exhibits strong durability and adaptability, maintaining stable performance under various complex road conditions and extending its service life.

[0055] In an embodiment of this utility model, the elastic protective structure 400 includes at least one elastic sleeve 410, which is correspondingly disposed with the shock absorber 310, and the elastic sleeve 410 is sleeved on the corresponding shock absorber 310.

[0056] The elastic sleeve 410 has good deformation following ability and can be compressed and rebounded synchronously when the shock absorber 310 is working. By fitting the elastic sleeve 410 onto the corresponding shock absorber 310, a one-to-one enveloping protective structure is formed, which ensures that each shock absorber 310 is independently protected during compression or extension, and avoids the risk of pinching or damage to clothing caused by foreign objects entering the shock absorber 310 or the shock absorber 310 being exposed.

[0057] Furthermore, the elastic sleeve 410 can cover the shock absorber 310, thereby improving the overall aesthetics of the seat structure. In addition, the elastic sleeve 410 also plays a certain role in vibration reduction and noise reduction, improving the quietness and comfort during riding.

[0058] Designers can adjust the specific structure and materials of the elastic sleeve according to usage requirements; no specific limitations are imposed here. Preferably, such as... Figure 2 and Figure 3 In the illustrated embodiment, the elastic sleeve 410 is provided with a corrugated structure. The corrugated structure increases the elastic deformation capability of the elastic sleeve 410, allowing it to deform more effectively and provide protection. More preferably, the elastic sleeve 410 is made of rubber material.

[0059] In the embodiments of this utility model, such as Figure 3 In the embodiment shown, the seat structure includes a universal seat 110 and a bottom shell 120. The universal seat 110 and the suspension 200 are respectively disposed on both sides of the bottom shell 120 and connected to the bottom shell 120.

[0060] Specifically, the Universal Seat Cushion 110 features a wider seat surface and raised rear sides, reducing pressure on the perineum and increasing the contact area with the pubic bones, thus reducing pressure on the buttocks and improving comfort. Furthermore, the Universal Seat Cushion 110 is made of elastic material and can form a dual-effect shock absorption structure with the shock-absorbing component 300, further enhancing the shock absorption and cushioning effect.

[0061] Furthermore, the base shell 120 serves as a support and fixation element, with its upper surface connected to the universal seat cushion 110 and its lower surface connected to the suspension 200 and shock absorber assembly 300. A hand rest 121 is located at the rear of the base shell 120, conforming to the user's hand for better ergonomics and facilitating vehicle handling.

[0062] In the embodiments of this utility model, such as Figure 3 In the illustrated embodiment, the universal seat 110 is detachably connected to the base shell 120; and / or, the suspension 200 is detachably connected to the base shell 120. Preferably, the universal seat 110 is detachably connected to the base shell 120; and the suspension 200 is detachably connected to the base shell 120.

[0063] By adopting a detachable installation method, each component can be assembled or replaced independently, thereby improving the overall assembly efficiency and the convenience of later maintenance, reducing the risk of the whole product being scrapped due to partial damage, and extending the product's service life.

[0064] Designers can adjust the detachable connection between the universal seat cushion 110 and the base shell 120, as well as the detachable connection between the suspension 200 and the base shell 120, according to usage requirements, without specific limitations. For example, in one feasible embodiment, the universal seat cushion 110 and the base shell 120 are detachably connected by bolts, and the suspension 200 and the base shell 120 are detachably connected by bolts.

[0065] In the embodiments of this utility model, such as Figure 3 and Figure 4 In the embodiment shown, the shock absorption assembly 300 includes at least one shock absorber 310, and the seat cushion structure further includes a first limiting structure 500 for limiting the shock absorber 310. The first limiting structure 500 includes a first guide rod 510 disposed on the bottom shell 120 and a second guide rod 520 disposed on the suspension 200. One end of the shock absorber 310 is slidably sleeved on the first guide rod 510, and the other end of the shock absorber 310 is slidably sleeved on the second guide rod 520.

[0066] Specifically, the first guide rod 510 and the second guide rod 520 are arranged approximately along the same axis. The cooperation of the first guide rod 510 and the second guide rod 520 can limit and guide the shock absorber 310, thereby effectively constraining the movement trajectory of the shock absorber 310 during compression and rebound, preventing it from deviating or twisting, ensuring that the shock absorber 310 works stably in a predetermined direction, improving the reliability of the overall structure, and enhancing the linear response characteristics of the shock absorber 310, thus improving dynamic stability during riding.

[0067] Furthermore, the first limiting structure 500 can also prevent the shock absorber 310 from coming off due to excessive deformation, thus playing a certain safety protection role and extending the service life of the shock absorber 300.

[0068] Preferably, the shock absorber 310 is a shock absorber spring, and the two ends of the shock absorber spring can be bent to form collars and respectively fitted onto the first guide rod 510 and the second guide rod 520.

[0069] In the embodiments of this utility model, such as Figure 4 In the embodiment shown, the elastic protective structure 400 includes at least one elastic sleeve 410, and the seat cushion structure further includes a second limiting structure 600 for limiting the elastic sleeve 410. The second limiting structure 600 includes at least one limiting groove 610 disposed on the bottom shell 120. One end of the elastic sleeve 410 is inserted into the limiting groove 610, and the other end of the elastic sleeve 410 abuts against the suspension 200.

[0070] The limiting groove 610 can position the elastic sleeve 410, which improves the structural stability of the elastic sleeve 410, effectively prevents the elastic sleeve 410 from shifting or falling off during use, ensures that it is always in the predetermined protective position, and improves the reliability and safety of the overall structure.

[0071] Furthermore, the elastic sleeve 410 can maintain synchronous deformation and not shift during the compression and rebound of the shock absorber 310, further ensuring the reliability of protection; in addition, the limiting groove 610 can also improve the assembly positioning efficiency of the elastic sleeve 410, making it easier for users or maintenance personnel to quickly install or replace the elastic sleeve 410.

[0072] Implementation Method 2

[0073] An embodiment of this utility model provides a shared vehicle, including a seat cushion structure as described in Embodiment 1. The specific structure, working principle, and beneficial effects of this seat cushion structure are the same as those described in Embodiment 1, and will not be repeated here.

[0074] By utilizing the seat structure described in Embodiment 1, the shared vehicle not only improves shock absorption and enhances user comfort, but also reduces the safety risks associated with exposed shock absorption components 300, resulting in better safety during use.

[0075] Designers can adjust the specific type of shared vehicle according to usage needs, and no specific restrictions are imposed here. In one specific embodiment, the shared vehicle is a shared electric vehicle. In another specific embodiment, the shared vehicle is a shared bicycle.

[0076] In the embodiments of this utility model, such as Figure 2 In the illustrated embodiment, the shared vehicle also includes a frame 10 and an angle adjustment structure 20, with the frame 10 connected to the suspension 200 via the angle adjustment structure 20. The angle adjustment structure 20 allows users to flexibly adjust the seat angle according to their riding needs, adapting to different road conditions and riding postures, thus improving riding comfort.

[0077] Designers can adjust the angle of the adjustment structure 20 according to usage needs, and no specific limitations are made here. In one feasible embodiment, such as Figure 2 In the embodiment shown, the frame 10 includes a seatpost, and the angle adjustment structure 20 includes a bundle 21 disposed on the seatpost, a saddle bracket 22 disposed on the suspension 200, a stud 23 connecting the bundle 21 and the saddle bracket 22, and a nut 24 disposed on the stud 23.

[0078] Specifically, the seat bundle 21 is fixed to the seat post with screws. A saddle bracket 22 is provided on both sides of the bundle 21. A stud 23 passes through the saddle bracket 22 and the bundle 21, and is locked in place by a nut. Furthermore, a ratchet structure is provided between the bundle 21 and the saddle bracket 22, allowing for adjustment and fixation of the seat angle. This ratchet structure between the bundle 21 and the saddle bracket 22 ensures the secure installation of the seat structure, enhances the overall reliability, facilitates assembly and disassembly, and improves maintenance efficiency and user experience.

[0079] This setup allows users to adjust the shock-absorbing seat assembly 100 to a suitable angle, and then lock and fix the bundle 21 of the shock-absorbing seat assembly 100 to the saddle beam clamp 22 by using the nuts 24 on both sides of the stud 23. This achieves flexible adjustment and stable locking of the seat angle, improving riding comfort and adaptability.

[0080] All articles and references disclosed herein, including patent applications and publications, are incorporated herein by reference for various purposes. The term “substantially constitutes…” used to describe a combination should include the identified element, component, part, or step, as well as other elements, components, parts, or steps that do not substantially affect the essential novelty of the combination. The use of the terms “comprising” or “including” to describe combinations of elements, components, parts, or steps herein also contemplates embodiments substantially constituted by such elements, components, parts, or steps. The use of the term “may” herein is intended to indicate that any described attribute “may” include is optional. Multiple elements, components, parts, or steps can be provided by a single integrated element, component, part, or step. Alternatively, a single integrated element, component, part, or step can be divided into multiple separate elements, components, parts, or steps. The disclosure of “a” or “an” used to describe an element, component, part, or step does not imply exclusion of other elements, components, parts, or steps.

[0081] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. The above embodiments are only for illustrating the technical concept and features of this utility model, and are intended to enable those skilled in the art to understand the content of this utility model and implement it accordingly. They should not be construed as limiting the scope of protection of this utility model. All equivalent changes or modifications made in accordance with the spirit and essence of this utility model should be included within the scope of protection of this utility model.

Claims

1. A seat cushion structure characterized by, include: Seat cushion assembly; A suspension system connected to the seat cushion assembly; A shock-absorbing assembly is disposed between the seat cushion assembly and the suspension. An elastic protective structure is fitted onto the shock-absorbing component.

2. The seat cushion structure of claim 1, wherein The shock absorption assembly includes at least one shock absorber disposed between the seat cushion assembly and the suspension.

3. The seat cushion structure of claim 2, wherein Two shock absorbers are provided, and the two shock absorbers are arranged at intervals.

4. The seat cushion structure of claim 2, wherein The shock-absorbing component is a shock-absorbing spring.

5. The seat cushion structure of any one of claims 2 to 4, wherein, The elastic protective structure includes at least one elastic sleeve, which is correspondingly disposed on the shock absorber. The elastic sleeve is sleeved on the corresponding shock absorber.

6. The seat cushion structure of any one of claims 1 to 4, wherein, The seat structure includes a universal seat and a bottom shell, with the universal seat and the suspension respectively disposed on both sides of the bottom shell and connected to the bottom shell.

7. The seat cushion structure of claim 6, wherein The universal seat cushion is detachably connected to the bottom shell; and / or, the suspension is detachably connected to the bottom shell.

8. The seat cushion structure of claim 6, wherein The shock absorption assembly includes at least one shock absorber, and the seat cushion structure further includes a first limiting structure for limiting the shock absorber. The first limiting structure includes a first guide rod disposed on the bottom shell and a second guide rod disposed on the suspension. One end of the shock absorber is slidably sleeved on the first guide rod, and the other end of the shock absorber is slidably sleeved on the second guide rod.

9. The seat cushion structure of claim 6, wherein, The elastic protective structure includes at least one elastic sleeve, and the seat cushion structure further includes a second limiting structure for limiting the elastic sleeve. The second limiting structure includes at least one limiting groove disposed on the bottom shell. One end of the elastic sleeve is inserted into the limiting groove, and the other end of the elastic sleeve abuts against the suspension.

10. A shared vehicle, characterized by Includes the seat cushion structure as described in any one of claims 1 to 9.

11. The shared vehicle of claim 10, wherein, The shared vehicle also includes a frame and an angle adjustment structure, the frame being connected to the suspension via the angle adjustment structure.

Images