A multifunctional armrest for a rear seat of an electric car

Abstract

The utility model aims at solving the present trolley back row seat armrest's design exists single function, cannot adjust, cannot satisfy the problem such as passenger diversification demand, therefore provides a kind of multifunctional armrest for trolley back row seat, including armrest body and second armrest, the armrest body is fixed on trolley back row seat, and the armrest body is located the front of trolley back row seat;Second armrest is connected on the armrest body by armrest rotating piece, allows the rotation of second armrest in certain range;Armrest rotating piece includes base, rotating seat and locking device, the base is fixed on the armrest body, the rotating seat is fixed on second armrest, the locking device connects the base with rotating seat;Rotating seat is rotated with the base, the locking device can limit the rotation of rotating seat relative to the base, or remove the rotation restriction of rotating seat.

Description

Technical Field

[0001] This utility model relates to the field of handrail technology, and in particular to a multifunctional handrail for the rear seats of trams. Background Technology

[0002] In the daily use of electric vehicles, the comfort and functionality of the rear seats are crucial to the passenger experience. However, the rear seat armrests in most electric vehicles on the market currently have a rather simple design and many shortcomings.

[0003] On the one hand, traditional handrails are usually fixed structures and cannot be adjusted in angle and height according to the different heights, arm lengths, and sitting postures of passengers. This means that passengers' arms cannot be effectively supported and relaxed during long journeys, which can easily lead to fatigue and affect the comfort of the ride.

[0004] On the other hand, during tram operation, road conditions are complex and changeable, and the tram frequently experiences bumps and swaying. In such situations, fixed handrails cannot provide effective support and protection for passengers, who are prone to losing their balance when the tram turns or brakes suddenly, posing a certain safety hazard.

[0005] Furthermore, as people's demands for tram functions continue to increase, the single function of handrails can no longer meet the diverse needs of passengers. For example, in some tourist trams, passengers may need to use electronic devices or place items while the tram is in motion, but the existing handrails cannot provide the corresponding assistance, causing inconvenience to passengers. Utility Model Content

[0006] This utility model aims to solve the problems of current tram rear seat armrest designs, such as limited functionality, lack of adjustability, and inability to meet diverse passenger needs. Therefore, it provides a multi-functional armrest for tram rear seats to improve the comfort and functionality of tram rear seats and enhance passenger riding experience and safety.

[0007] To solve the above-mentioned technical problems, this utility model provides a multi-functional armrest for the rear seats of trams, including an armrest body and a second armrest. The armrest body is fixed to the rear seats of the tram and is located in front of the rear seats of the tram. The second armrest is connected to the armrest body through an armrest rotator, allowing the second armrest to rotate within a certain range.

[0008] The handrail rotating component includes a base, a rotating seat, and a locking device. The base is fixed on the handrail body, the rotating seat is fixed on the second handrail, and the locking device connects the base and the rotating seat.

[0009] The rotating seat is rotatably engaged with the base, and the locking device can restrict the rotation of the rotating seat relative to the base, or release the restriction on the rotation of the rotating seat.

[0010] In a preferred embodiment, the handrail body includes a first handrail, and the second handrail includes a second handrail bar; the second handrail rotates relative to the handrail body in three positions: a first position, a second position, and a third position.

[0011] The first position is the initial position, and the second handrail is located near the top of the first handrail. The second handrail rotates to the second position in the direction towards the rear seat of the tram, and the second handrail is located in front of the side of the first handrail facing the rear seat of the tram. The second handrail rotates to the third position in the direction away from the rear seat of the tram, and the second handrail is located in front of the side of the first handrail facing away from the rear seat of the tram.

[0012] In a preferred embodiment, the second handrail includes two crossbars and two side bars. One of the crossbars is used to connect to the rotating seat, and the other crossbar serves as the second handrail bar. The two side bars are respectively connected to the two ends of the two crossbars.

[0013] In a preferred embodiment, the handrail body includes two support rods disposed at both ends of the first handrail, each of the two support rods having a base fixed thereon, and each of the crossbars having a rotating seat fixed near both ends thereon.

[0014] In a preferred embodiment, the locking device includes an eccentric lock, a limiting sleeve, and a rotating shaft; the rotating seat and the base are rotatably connected via the rotating shaft;

[0015] The end of the rotating shaft extending out of the rotating seat is inserted into the eccentric lock, and the two are connected to each other by a connecting pin. The end of the rotating shaft extending out of the base is threaded and locked with a nut.

[0016] The limiting sleeve is fitted onto the rotating shaft, and the limiting sleeve is located between the eccentric lock and the rotating seat.

[0017] In a preferred embodiment, the limiting sleeve includes a first arc surface, and the eccentric lock includes a second arc surface, with the first arc surface in contact with the second arc surface;

[0018] The center of the second arc surface is offset from the rotation center of the eccentric lock, and the eccentric lock rotates in the direction of pressing the limiting sleeve, so that the limiting sleeve is compressed and deformed, thereby pressing the rotating seat and restricting the rotation of the rotating seat relative to the base.

[0019] In a preferred embodiment, the base and the rotating seat are respectively provided with rotating teeth on their opposite sides, and the opposite sides of the base and the rotating seat are engaged with each other through the rotating teeth so that the rotating seat is positioned on the base.

[0020] In a preferred embodiment, the eccentric lock includes a circular connecting portion and a handle portion. The circular connecting portion includes a second arc surface and a slot for inserting into one end of the rotating shaft. The end of the rotating shaft that inserts into the slot has a flat plate structure.

[0021] In a preferred embodiment, the handrail body includes a foot pedal.

[0022] In a preferred embodiment, a foot cover is fitted onto the foot pedal, and the outer surface of the foot cover is provided with an anti-slip textured structure.

[0023] Compared with the prior art, the technical solution of this utility model has the following beneficial effects:

[0024] 1. By incorporating a main handrail and a rotatable second handrail, the problem of limited functionality and lack of adjustability of the rear seat handrails in existing trams is solved. Passengers can adjust the position of the second handrail according to their needs and comfort, thereby improving their riding experience and comfort.

[0025] 2. The second handrail is connected to the handrail body via a handrail rotating component. The base of the handrail rotating component is fixed to the handrail body, and the rotating seat is fixed to the second handrail. A locking device connects the base and the rotating seat, allowing the second handrail to rotate within a certain range. The rotation state can be controlled by the locking device, achieving flexible adjustment and fixation functions, providing passengers with different support and comfort experiences.

[0026] 3. When the position of the second handrail needs to be adjusted, the locking device is operated to release the rotation restriction on the rotating seat. After rotating the second handrail to the appropriate position, the rotation of the rotating seat is restricted by the locking device again, so that the second handrail is fixed in that position. This further enhances the multifunctionality of the handrail and the convenience of use for passengers, and better meets the diverse needs of passengers. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the installation of armrests on the rear seats of a tram in a preferred embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram showing the state of the second handrail in the first position in a preferred embodiment of the present invention;

[0029] Figure 3 This is a schematic diagram of the structure in a preferred embodiment of the present invention, showing the connection between the handrail body and the second handrail via a handrail rotating component;

[0030] Figure 4 This is an exploded view of the armrest rotating component in a preferred embodiment of the present invention;

[0031] Figure 5 This is a side view of the second handrail in the first position in a preferred embodiment of the present invention;

[0032] Figure 6 This is a side view of the second handrail in the second position in a preferred embodiment of the present invention;

[0033] Figure 7 This is a schematic diagram showing the second armrest of the rear seat of the tram in the second position in a preferred embodiment of the present utility model;

[0034] Figure 8 This is a side view of the second handrail in the third position in a preferred embodiment of the present invention;

[0035] Figure 9 This is a schematic diagram showing the state of the second armrest of the rear seat of the tram in the third position in a preferred embodiment of the present utility model.

[0036] Explanation of reference numerals in the attached drawings: 1. Handrail body; 11. First handrail; 12. Support rod; 121. Mounting part; 13. Foot pedal; 14. Foot cover; 15. Anti-slip textured structure; 2. Second handrail; 21. Second handrail bar; 22. Crossbar; 23. Side bar; 3. Handrail rotating part; 31. Base; 32. Rotating seat; 33. Locking device; 331. Eccentric lock; 3311. Second arc surface; 3312. Circular connecting part; 3313. Handle part; 3314. Slot; 332. Limiting sleeve; 3321. First arc surface; 333. Rotating shaft; 3331. Thread; 334. Connecting pin; 335. Nut; 34. Rotating tooth; 4. Rear seat of the tram. 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 of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.

[0038] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," "outer," "top / bottom," etc., indicating the orientation or positional relationship are 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. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0039] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed", "equipped with", "sleeved / connected", "connected", etc., should be interpreted broadly. For example, "connection" can be a wall-mounted connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0040] refer to Figures 1-9 This embodiment provides a multi-functional armrest for the rear seats of a tram. The tram mentioned in this embodiment can be used as a golf cart, sightseeing vehicle, shared electric vehicle, or passenger electric vehicle. This multi-functional armrest solves the problem that current tram rear seat armrests are not adjustable and cannot meet the diverse needs of passengers. For example, taller passengers may not be able to comfortably place their arms because the armrest is too low, while shorter passengers may find the armrest too high and cannot use it properly.

[0041] The provided multifunctional handrail includes a handrail body 1 and a second handrail 2. The handrail body 1 is fixed to the rear seat 4 of the tram and is located in front of the rear seat 4. The second handrail 2 is connected to the handrail body 1 via a handrail rotator 3, allowing the second handrail 2 to rotate within a certain range (0-180°). The handrail rotator 3 includes a base 31, a rotating seat 32, and a locking device 33. The base 31 is fixed to the handrail body 1, the rotating seat 32 is fixed to the second handrail 2, and the locking device 33 connects the base 31 and the rotating seat 32. The rotating seat 32 is rotatably engaged with the base 31, and the locking device 33 can restrict the rotation of the rotating seat 32 relative to the base 31 or release the rotation restriction on the rotating seat 32. When the position of the second handrail 2 needs to be adjusted, the locking device 33 is operated to release the rotation restriction on the rotating seat 32. After the second handrail 2 is rotated to the appropriate position, the rotation of the rotating seat 32 is restricted by the locking device 33 to fix the second handrail 2 in that position.

[0042] The handrail body 1 includes a first handrail 11, and the second handrail 2 includes a second handrail 21; the second handrail 2 can rotate relative to the handrail body 1 to include a first position, a second position, and a third position, allowing passengers to adjust the position of the second handrail 2 according to different sitting postures and needs. Figure 1 , Figure 2 , Figure 5 The first position is the initial position, and the second handrail 21 is located near the first handrail 11 directly above it; as Figure 6 , Figure 7 The second handrail 2 rotates to a second position in the direction toward the rear seat 4 of the tram, and the second handrail 21 is located in front of the side of the first handrail facing the rear seat 4 of the tram; Figure 8 , Figure 9 The second handrail 2 rotates to a third position in the direction away from the rear seat 4 of the tram, and the second handrail 21 is located in front of the side of the first handrail facing away from the rear seat 4 of the tram.

[0043] According to the passenger's needs, the second handrail 2 can be manually operated to rotate to the first, second, or third position along the rotation direction of the handrail rotator 3, thus switching the second handrail 21 to different positions. For example, when a passenger needs to rest their arm on the handrail, but the first handrail 11 is too far away to provide effective support, the second handrail 2 can be rotated to the second position (e.g., Figure 7 At this time, the second handrail 21 will be positioned in front of the first handrail 11, close to the passenger, providing convenient arm support and a more comfortable resting posture. When the second handrail 21 is no longer needed, the passenger can rotate it back to its initial position, i.e., the first position (e.g., ...). Figure 1 This position allows the second handrail 21 to be positioned directly above the first handrail 11. This saves space while maintaining the overall neatness and aesthetics of the handrail. In the first position, the second handrail 21 is higher than the first handrail 11, and both handrails can be used for arm support. The second handrail 21 also provides additional arm support for taller passengers, meeting the needs of passengers of different heights. When the second handrail 2 is rotated to the third position (e.g., ... Figure 9 When the second handrail 21 is in its third position, it will fold outwards to the side away from the rear seat 4 of the tram. At this time, a frame structure will be formed between the second handrail 2 and the handrail body 1, which can be used to place a storage rack and provide additional storage space. In addition, the second handrail 21 in its third position can also hang items, further increasing the storage function and making it convenient for passengers to store their personal belongings, making the riding experience more convenient and comfortable.

[0044] For example, when the second handrail 2 is in the third position (such as...) Figure 9Alternatively, a folding chair can be hung on the second armrest 2. This folding chair refers to a folding chair with a U-shaped hanging bracket on its backrest structure. When the chair is folded up, it can be hung on the second armrest rod 21 using the U-shaped hanging bracket and placed on the second armrest 2. Multiple folding chairs can be hung on the second armrest 2 depending on its size. Or, a shelf can be installed on the second armrest 2. This shelf refers to a fixed structure including a shelf surface and a bottom surface for inserting into the hollow part in the middle of the second armrest 2 to form a fixed structure, or a slot structure including a shelf surface and a bottom surface for snapping into the rod part of the second armrest 2 to form a snap-fit. Or, a storage box can be installed on the second armrest 2. This storage box includes a box body, a box lid, and a flange provided around the box body. The flange can be located near the box lid. Using this flange, when the box body is inserted into the hollow part in the middle of the second armrest 2, the flange and the frame formed by the rod part of the second armrest 2 form a limit to fix the storage box on the second armrest 2.

[0045] The specific structure of the second handrail 2 is as follows: the second handrail 2 includes two horizontal bars 22 and two side bars 23 (e.g., Figure 2 The two crossbars 22 are connected to the rotating seat 32, and the other crossbar 22 serves as the second handrail 21. The two side bars 23 are respectively connected to the two ends of the two crossbars 22, forming a stable frame structure, so that the second handrail 2 can maintain good balance and stability during rotation.

[0046] To better support the weight and rotation of the second handrail 2, the handrail body 1 is connected to the second handrail 2 as follows: the handrail body 1 includes two support rods 12 disposed at both ends of the first handrail 11, each of the two support rods 12 having a base 31 fixed on it, and each of the crossbars 22 having a rotating seat 32 fixed near its two ends. The lower ends of the two support rods 12 extend along the direction of the vertical support rods 12 and are provided with mounting portions 121, which are used to fix the handrail body 1 to the rear seat 4 of the tram.

[0047] like Figure 3 , Figure 4The locking device 33 has the following specific structure: it includes an eccentric lock 331, a limiting sleeve 332, and a rotating shaft 333. The rotating seat 32 and the base 31 are rotatably connected via the rotating shaft 333. One end of the rotating shaft 333 extending out of the rotating seat 32 is inserted into the eccentric lock 331, and the two are connected to each other by a connecting pin 334. The end of the rotating shaft 333 extending out of the base 31 is threaded 3331 and secured with a nut 335 to ensure the firmness and stability of the entire connection structure. The limiting sleeve 332 is fitted onto the rotating shaft 333 and is located between the eccentric lock 331 and the rotating seat 32, serving as a buffer and limiting element.

[0048] By incorporating an eccentric lock 331, a limiting sleeve 332, and a rotating shaft 333, reliable control of the rotation state of the second handrail 2 is achieved. The eccentric design of the eccentric lock 331 allows it to compress the limiting sleeve 332 during rotation, thereby limiting the rotation of the rotating seat 32, ensuring the stability of the second handrail 2 in a fixed position, and improving passenger safety.

[0049] The contact relationship between the limiting sleeve 332 and the eccentric lock 331, and the eccentric design principle of the eccentric lock 331 are further clarified. For example... Figure 4 The limiting sleeve 332 includes a first arc surface 3321, and the eccentric lock 331 includes a second arc surface 3311. The first arc surface 3321 and the second arc surface 3311 are in contact. The arc center of the second arc surface 3311 is offset from the rotation center of the eccentric lock 331, so that the eccentric lock 331 can effectively squeeze the limiting sleeve 332 during rotation, thereby achieving reliable restriction and release of the rotation of the rotating seat 32, and improving the control accuracy and reliability of the locking device 33.

[0050] The first arc surface 3321 of the limiting sleeve 332 contacts the second arc surface 3311 of the eccentric lock 331. When the eccentric lock 331 rotates in the direction of pressing the limiting sleeve 332, a pressing force is generated due to the deviation between its arc center and the rotation center, causing the limiting sleeve 332 to deform. The deformed limiting sleeve 332 will press the rotating seat 32, thereby restricting the rotation of the rotating seat 32 relative to the base 31 and fixing the second handrail 2. When the eccentric lock 331 rotates in the opposite direction, the pressing force disappears, the limiting sleeve 332 returns to its original shape, the rotation restriction of the rotating seat 32 is released, and the second handrail 2 can rotate freely.

[0051] Furthermore, the base 31 and the rotating seat 32 are respectively provided with rotating teeth 34 on their opposite sides (e.g., Figure 3The base 31 and the rotating seat 32 are positioned opposite each other via rotating teeth 34, thus positioning the rotating seat 32 on the base 31. By providing rotating teeth 34 on the opposite sides of the base 31 and the rotating seat 32, and ensuring their meshing, the rotating seat 32 can rotate precisely at a preset angle and position when it rotates. After reaching the desired position, the locking device 33 secures the rotating seat 32 firmly to the base 31, achieving stable positioning of the second handrail 2. This design ensures the second handrail 2 is more stably fixed in different positions, preventing handrail wobbling or instability caused by relative sliding between the rotating seat 32 and the base 31, further improving passenger comfort and safety.

[0052] like Figure 4 The eccentric lock 331 includes a circular connecting part 3312 and a handle part 3313. The circular connecting part 3312 includes a second arc surface 3311 and a slot 3314 for inserting into one end of the rotating shaft 333. The end of the rotating shaft 333 that inserts into the slot 3314 has a flat plate structure. The circular connecting part 3312 is connected to the rotating shaft 333 through the slot 3314. The second arc surface 3311 contacts the first arc surface 3321 of the limiting sleeve 332, achieving a tight fit between the eccentric lock 331, the rotating shaft 333, and the limiting sleeve 332. The handle part 3313 provides a convenient operating part for passengers, allowing them to easily rotate the eccentric lock 331, thereby controlling the deformation of the limiting sleeve 332 and restricting the rotation of the rotating seat 32.

[0053] like Figure 1 The handrail body 1 includes a footrest 13. A footrest cover 14 is fitted onto the footrest 13, and the outer surface of the footrest cover 14 has an anti-slip textured structure 15. When riding the tram, passengers can not only use the handrail to support their arms, but also place their feet on the footrest 13, further improving the comfort and relaxation of the ride and meeting the leg support needs of passengers during long journeys or extended periods of sitting. The anti-slip textured structure 15 increases the friction between the footrest 13 and the passenger's feet, preventing the passenger's feet from slipping on the footrest 13, thereby improving passenger safety, especially during tram operation, effectively avoiding safety hazards caused by vehicle bumps or passenger foot slippage.

[0054] The above description is only a preferred embodiment of the present utility model, but the design concept of the present utility model is not limited thereto. Any non-substantial modifications made to the present utility model by those skilled in the art within the scope of the technology disclosed in the present utility model using this concept shall be deemed as an infringement of the protection scope of the present utility model.

Claims

1. A multifunctional armrest for a rear seat of an electric car, characterized in that: The device includes a handrail body and a second handrail. The handrail body is fixed to the rear seat of the tram and is located in front of the rear seat. The second handrail is connected to the handrail body via a handrail rotator, allowing the second handrail to rotate within a certain range. The handrail rotating component includes a base, a rotating seat, and a locking device. The base is fixed on the handrail body, the rotating seat is fixed on the second handrail, and the locking device connects the base and the rotating seat. The rotating seat is rotatably engaged with the base, and the locking device can restrict the rotation of the rotating seat relative to the base, or release the restriction on the rotation of the rotating seat.

2. A multi-functional armrest for rear seats of an electric vehicle according to claim 1, characterized in that: The handrail body includes a first handrail, and the second handrail includes a second handrail bar; the second handrail can rotate relative to the handrail body in a first position, a second position, and a third position. The first position is the initial position, and the second handrail is located near the first handrail directly above it; the second handrail is rotated to the second position along the direction toward the rear seat of the tram, and the second handrail is located in front of the side of the first handrail facing the rear seat of the tram; The second handrail rotates to a third position in the direction away from the rear seats of the tram, and the second handrail is located in front of the side of the first handrail facing away from the rear seats of the tram.

3. A multi-functional armrest for rear seats of an electric vehicle as claimed in claim 2, wherein: The second handrail includes two crossbars and two side bars. One of the crossbars is used to connect to the rotating seat, and the other crossbar serves as the second handrail bar. The two side bars are respectively connected to the two ends of the two crossbars.

4. A multi-functional armrest for rear seats of an electric vehicle according to claim 3, wherein: The handrail body includes two support rods disposed at both ends of the first handrail, each of the two support rods having a base fixed on it, and each of the crossbars having a rotating seat fixed near its two ends.

5. A multi-functional armrest for rear seats of an electric vehicle according to any one of claims 1-4, characterized in that: The locking device includes an eccentric lock, a limiting sleeve, and a rotating shaft; the rotating seat and the base are rotatably connected via the rotating shaft. The end of the rotating shaft extending out of the rotating seat is inserted into the eccentric lock, and the two are connected to each other by a connecting pin. The end of the rotating shaft extending out of the base is threaded and locked with a nut. The limiting sleeve is fitted onto the rotating shaft, and the limiting sleeve is located between the eccentric lock and the rotating seat.

6. A multi-functional armrest for rear seats of an electric vehicle as claimed in claim 5, wherein: The limiting sleeve includes a first arc surface, and the eccentric lock includes a second arc surface, with the first arc surface in contact with the second arc surface; The center of the second arc surface is offset from the rotation center of the eccentric lock, and the eccentric lock rotates in the direction of pressing the limiting sleeve, so that the limiting sleeve is compressed and deformed, thereby pressing the rotating seat and restricting the rotation of the rotating seat relative to the base.

7. A multi-functional armrest for rear seats of an electric vehicle as claimed in claim 6, wherein: The base and the rotating seat are respectively provided with rotating teeth on their opposite sides. The opposite sides of the base and the rotating seat are engaged with each other through the rotating teeth so that the rotating seat is positioned on the base.

8. A multi-functional armrest for rear seats of an electric vehicle as claimed in claim 6, wherein: The eccentric lock includes a circular connecting part and a handle part. The circular connecting part includes a second arc surface and a slot for inserting into one end of the rotating shaft. The end of the rotating shaft that is inserted into the slot has a flat plate structure.

9. The multi-functional armrest for rear seats of an electric vehicle of claim 1, wherein: The handrail body comprises a footrest rod.

10. A multi-functional armrest for rear seats of an electric vehicle as claimed in claim 9, wherein: A footrest sleeve is sleeved on the footrest rod, and an anti-skid line structure is arranged on the outer surface of the footrest sleeve.

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