A mechanism for adjusting a seat, a seat, and a vehicle

Abstract

The utility model belongs to the technical field of vehicle accessories, provide a kind of adjusting mechanism for seat, seat and vehicle, adjusting mechanism includes: screw rod;Threaded sleeve, its threaded connection is in the outside of screw rod, and with seat fixed, for when driving at least partial activity of seat of screw rod rotation;Limiting piece, it is set on screw rod, and set in the end of threaded sleeve along the axial movement path of screw rod, for providing the limit to the movement of threaded sleeve.Compared with prior art, the utility model is provided with limiting piece on screw rod, and make the limiting piece at least partially extend into its interior when threaded sleeve moves to limit position, effectively limit the radial deflection or swing of threaded sleeve relative to screw rod;The structure can prevent the matching gap between threaded sleeve and screw rod from being excessively enlarged due to the inclination of threaded sleeve under the axial thrust generated by motor blockage, thereby significantly reducing the risk of impact collision during reverse start, and avoiding the generation of abnormal sound.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle parts technology, specifically relating to an adjustment mechanism for a seat, a seat, and a vehicle. Background Technology

[0002] With the increasing demands for automotive comfort, seat adjustment has become an important component of modern automotive interior systems. Common electric seat adjustment mechanisms typically employ a motor-driven lead screw-nut (or threaded sleeve) transmission structure. The motor drives the lead screw to rotate, causing the threaded sleeve to move along the lead screw's axial direction, thereby enabling automatic adjustment of the seat or its components (such as the seat cushion, backrest, height, etc.) in forward / backward, up / down, or multi-degree-of-freedom directions.

[0003] In existing technologies, such adjustment mechanisms generally include a lead screw driven by a motor and a threaded sleeve that engages with the lead screw's threads. The threaded sleeve is typically fixedly connected to the seat body via a connecting structure (such as a sleeve or connecting seat). When the motor starts and drives the lead screw to rotate, the threaded sleeve is restricted from rotating with the lead screw and can only move along the lead screw's axial direction, thereby causing the seat to shift as a whole or in part, achieving position adjustment.

[0004] However, this type of transmission structure has a long-standing technical problem that has not been effectively solved in practical applications: due to manufacturing tolerances, material deformation, or wear from long-term use, a certain clearance inevitably exists between the threaded sleeve and the lead screw. When the motor stalls at its limit position, the system will be subjected to a large axial thrust. Under this thrust, the threaded sleeve may tilt or deflect (i.e., radial oscillation), causing the clearance between it and the lead screw to be further amplified, even reaching its maximum limit state.

[0005] When the motor subsequently starts in reverse, the threaded sleeve must overcome the increased clearance before it can begin to move in the opposite direction. During this process, a momentary impact occurs between the threaded sleeve and the lead screw, producing a noticeable "thump" noise. This impact noise not only affects ride comfort but can also easily be misinterpreted by users as a mechanical malfunction, reducing their perception of product quality. Furthermore, the larger the clearance, the higher the impact energy and the more pronounced the noise.

[0006] Furthermore, repeated impacts will accelerate the wear of the threaded parts, further exacerbate the clearance problem, create a vicious cycle, and affect the service life and operational stability of the adjustment mechanism.

[0007] While existing technologies attempt to reduce clearance by improving machining accuracy or using elastic compensation elements, these methods are often costly and difficult to maintain stable performance over long-term use. Therefore, effectively suppressing the deflection behavior of the threaded sleeve at its limit positions and limiting the dynamic clearance expansion between it and the lead screw, thereby avoiding impact noise during reverse startup, has become a pressing technical challenge in this field. Utility Model Content

[0008] The technical problem to be solved by this utility model is to provide an adjustment mechanism for a seat, a seat, and a vehicle, in light of the current state of the technology.

[0009] The technical solution adopted by this utility model to solve the above-mentioned technical problems is as follows: a seat adjustment mechanism is proposed, including: a lead screw;

[0010] A threaded sleeve, which is threaded to the outside of the lead screw and fixed to the seat, is used to drive at least partial movement of the seat when the lead screw rotates;

[0011] A limiting element, disposed on the lead screw and at the end of the threaded sleeve along the axial movement path of the lead screw, is used to limit the movement of the threaded sleeve; wherein,

[0012] When the threaded sleeve moves axially along the lead screw to abut against the limiting member, at least a portion of the limiting member extends into the threaded sleeve to prevent the threaded sleeve from deflecting radially along the lead screw.

[0013] In one of the aforementioned seat adjustment mechanisms, the threaded sleeve is provided with a receiving cavity having an opening, the opening being oriented toward the limiting member, for allowing at least a portion of the limiting member to enter the receiving cavity through the opening.

[0014] In one of the aforementioned seat adjustment mechanisms, the limiting member is integrally formed with the lead screw or is separately configured.

[0015] In the aforementioned seat adjustment mechanism, the limiting member is a circular structure and is sleeved on the outside of the lead screw, and the shape of the receiving cavity corresponds to the limiting member;

[0016] When at least a portion of the limiting member extends into the receiving cavity, the end of the limiting member abuts against the axial end wall of the receiving cavity.

[0017] In the aforementioned seat adjustment mechanism, the fitting gap between the limiting member and the receiving cavity is 0.05 to 0.1 mm.

[0018] In one of the aforementioned seat adjustment mechanisms, the lead screw is provided with an annular groove in its circumferential direction, and the limiting member includes a first washer, an annular block, a second washer, and a spring retainer, which are sequentially installed in the annular groove along the axial direction of the lead screw.

[0019] In one of the aforementioned seat adjustment mechanisms, a chamfer is provided at the opening of the receiving cavity and / or on the side of the limiting member facing the threaded sleeve.

[0020] In one of the aforementioned seat adjustment mechanisms, the threaded sleeve is made of plastic.

[0021] This utility model also provides a seat to solve the above-mentioned technical problems, including:

[0022] The above-mentioned type of seat adjustment mechanism;

[0023] The motor, wherein the end of the lead screw away from the limiting member is connected to the output end of the motor;

[0024] A connecting sleeve is attached to the seat, and a threaded sleeve is fixed inside the connecting sleeve.

[0025] This utility model solves the above-mentioned technical problems and also proposes a vehicle that includes the aforementioned type of seat.

[0026] Compared with the prior art, the present invention has the following beneficial effects:

[0027] (1) By setting a limiting element on the lead screw and ensuring that the limiting element extends into the inside of the lead screw at least partially when the threaded sleeve moves to the limit position, the radial deflection or swing of the threaded sleeve relative to the lead screw is effectively limited; this structure can prevent the threaded sleeve from excessively expanding the fit clearance with the lead screw due to the force tilting when the motor stalls and generates axial thrust, thereby significantly reducing the risk of impact collision during reverse start-up and avoiding the generation of abnormal noise.

[0028] (2) An open receiving cavity with an orientation toward the limiting member is provided on the threaded sleeve, so that the limiting member can be smoothly inserted into the cavity during axial movement, thereby achieving effective structural fit.

[0029] (3) The limiting component is designed as a circular ring structure and sleeved on the outer circumference of the screw, which matches the shape of the receiving cavity on the threaded sleeve, thus realizing uniform force distribution and centering positioning in the circumferential direction. Attached Figure Description

[0030] Figure 1 This is a cross-sectional view of the adjustment mechanism, motor, and connecting sleeve for a seat according to this utility model.

[0031] Figure 2 This is a cross-sectional view of an adjustment mechanism for a seat according to the present invention.

[0032] In the diagram, 100 is the motor; 200 is the lead screw; 210 is the annular groove; 300 is the threaded sleeve; 310 is the opening; 320 is the receiving cavity; 400 is the limiting component; 410 is the first washer; 420 is the annular block; 430 is the second washer; 440 is the spring retainer; and 500 is the connecting sleeve. Detailed Implementation

[0033] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0034] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0035] like Figures 1 to 2 As shown, the present invention provides an adjustment mechanism for a seat, comprising: a lead screw 200, a threaded sleeve 300, and a limiting member 400.

[0036] Specifically, the threaded sleeve 300 is threadedly connected to the outside of the lead screw 200 and fixed to the seat, for driving at least partial movement of the seat when the lead screw 200 rotates; the limiting member 400 is disposed on the lead screw 200 and at the end of the threaded sleeve 300 along the axial movement path of the lead screw 200, for providing a limit to the movement of the threaded sleeve 300; wherein, when the threaded sleeve 300 moves along the axial direction of the lead screw 200 to abut against the limiting member 400, at least a portion of the limiting member 400 extends into the threaded sleeve 300 to prevent the threaded sleeve 300 from deflecting radially along the lead screw 200.

[0037] This solution effectively limits the radial deflection or oscillation of the threaded sleeve 300 relative to the lead screw 200 by setting a limiting member 400 on the lead screw 200 and ensuring that the limiting member 400 extends at least partially into the threaded sleeve 300 when it moves to its limit position.

[0038] This structure can prevent the threaded sleeve 300 from excessively widening the fit clearance between it and the lead screw 200 due to tilting under force when the motor 100 is stalled and generates axial thrust. This significantly reduces the risk of impact collision during reverse start-up, avoids abnormal noise, improves the quietness and smoothness of seat adjustment, and extends the service life of the transmission mechanism.

[0039] Furthermore, the threaded sleeve 300 is provided with a receiving cavity 320 having an opening 310, the opening 310 being disposed toward the limiting member 400, for allowing at least a portion of the limiting member 400 to enter the receiving cavity 320 through the opening 310.

[0040] A receiving cavity 320 with an opening 310 facing the limiting member 400 is provided on the threaded sleeve 300, allowing the limiting member 400 to be smoothly inserted into the cavity during axial movement, achieving an effective structural fit. This design not only facilitates assembly and maintenance but also ensures a stable engagement between the limiting member 400 and the threaded sleeve 300 at extreme positions, further enhancing the constraint on radial displacement of the threaded sleeve 300 and improving the reliability and response accuracy of the limiting action.

[0041] Preferably, the limiting member 400 and the lead screw 200 are integrally formed or separately set.

[0042] The limiting component 400 and the lead screw 200 can be either integrally molded or separately configured, providing flexible manufacturing and assembly options. The integrally molded structure can improve overall rigidity and assembly accuracy, reduce the number of parts, and reduce the risk of loosening; while the separate configuration facilitates maintenance and replacement, adapts to different process and material requirements, and enhances the adaptability and manufacturability of this adjustment mechanism in different application scenarios.

[0043] In one embodiment, the limiting member 400 is an annular structure and is sleeved on the outside of the lead screw 200, and the shape of the receiving cavity 320 corresponds to the limiting member 400; when at least a portion of the limiting member 400 extends into the receiving cavity 320, the end of the limiting member 400 abuts against the axial end wall of the receiving cavity 320.

[0044] The limiting member 400 is designed as a circular structure and sleeved on the outer circumference of the lead screw 200, matching the shape of the receiving cavity 320 on the threaded sleeve 300, thus achieving uniform circumferential force distribution and centering positioning. When the limiting member 400 extends into the receiving cavity 320, its end contacts the axial end wall of the cavity, providing stable axial support and preventing the threaded sleeve 300 from excessively advancing. At the same time, it disperses stress through surface contact, reducing local wear and improving durability.

[0045] Preferably, the fitting gap between the limiting member 400 and the receiving cavity 320 is 0.05 to 0.1 mm.

[0046] A small clearance of 0.05–0.1 mm is maintained between the limiting component 400 and the receiving cavity 320. This avoids the assembly difficulties and stress concentration caused by rigid "tightening," while allowing slight elastic deformation or buffering when the motor 100 stalls, absorbing some impact energy. This reasonable clearance design takes into account both the limiting function and the buffering performance, effectively suppressing the instantaneous impact at the beginning of reverse movement, further reducing the possibility of abnormal noise and improving ride comfort.

[0047] It is worth mentioning that the lead screw 200 is provided with an annular groove 210 in the circumferential direction, and the limiting member 400 includes a first washer 410, an annular block 420, a second washer 430 and a spring retainer 440, which are installed sequentially in the annular groove 210 along the axial direction of the lead screw 200.

[0048] By providing an annular groove 210 around the lead screw 200 and constructing the limiting component 400 as a multi-layered, split structure consisting of a first washer 410, an annular block 420, a second washer 430, and a spring retainer 440, modular installation of the limiting assembly is achieved. The spring retainer 440 provides preload and prevents detachment, the washer provides cushioning and protection, and the annular block 420 serves as the main limiting element, transmitting load. This structure is not only easy to install and disassemble, but also effectively absorbs vibration and impact, enhancing the stability and reliability of the system under high-frequency start-stop conditions.

[0049] In this design, the opening 310 of the receiving cavity 320 and / or the side of the limiting member 400 facing the threaded sleeve 300 are provided with a chamfer.

[0050] A chamfer is provided at the opening 310 of the receiving cavity 320 and / or on the side of the limiting member 400 facing the threaded sleeve 300. This significantly improves the assembly guiding performance between the two and reduces jamming or scratching during the insertion process. The chamfer structure facilitates the smooth entry of the limiting member 400 into the receiving cavity 320, reducing assembly difficulty, while preventing sharp edges from damaging the plastic threaded sleeve 300, protecting critical mating surfaces, and extending service life.

[0051] Furthermore, the threaded sleeve 300 is made of plastic.

[0052] The threaded sleeve 300, made of plastic, offers advantages such as good self-lubrication, light weight, low noise, and corrosion resistance. Compared to metal nuts, the plastic threaded sleeve 300 experiences less friction and quieter operation when in conjunction with the lead screw 200. Its elastic deformation capacity also helps compensate for manufacturing errors, alleviates localized stress concentration, and provides cushioning during impacts, further suppressing abnormal noise and improving overall NVH (noise, vibration, and harshness) performance.

[0053] This solution also proposes a seat, including: an adjustment mechanism, a motor 100, and a connecting sleeve 500.

[0054] The end of the lead screw 200 away from the limiting member 400 is connected to the output end of the motor 100; the connecting sleeve 500 is connected to the seat, and the threaded sleeve 300 is fixed inside the connecting sleeve 500.

[0055] The seat in this design integrates the aforementioned adjustment mechanism, directly driving the lead screw 200 to rotate via the motor 100, achieving precise and stable position adjustment. The connecting sleeve 500 securely fixes the threaded sleeve 300 to the seat, ensuring efficient and reliable power transmission. The entire structure is compact and responsive. Furthermore, because the adjustment mechanism prevents the threaded sleeve 300 from deflecting, it fundamentally solves the problem of impact noise during reverse starting from extreme positions, significantly improving the seat's operational quality and the user's driving experience.

[0056] This solution also proposes a vehicle including the aforementioned seats, wherein the vehicle can be a passenger car, bus, truck, or special-purpose vehicle, or any other vehicle with seat adjustment function.

[0057] In summary, this solution provides an adjustment mechanism for a seat, a seat, and a vehicle. By setting a limiting member 400 on the lead screw 200 and configuring a corresponding receiving cavity 320 on the threaded sleeve 300, when the threaded sleeve 300 moves axially along the lead screw 200 to its limit position, the limiting member 400 at least partially extends into the threaded sleeve 300, effectively limiting its radial deflection or oscillation. This structure fundamentally solves the technical problem in the prior art where the threaded sleeve 300 tilts and the gap widens due to the motor 100 stalling, resulting in impact noise during reverse start-up.

[0058] This solution significantly improves the stability and quietness of the transmission system by combining mechanical limiting and structural constraints without substantially increasing system complexity. The mating design of the limiting component 400 and the receiving cavity 320 not only reliably limits axial travel but also balances cushioning, ease of assembly, and durability through detailed optimizations such as micro-clearance control and chamfered guidance. In particular, the combination of the plastic threaded sleeve 300 and the split-type limiting structure further enhances the system's vibration reduction and noise reduction capabilities.

[0059] The proposed adjustment mechanism is compact, operates smoothly, and produces low noise, making it suitable for various electric seat adjustments, including height adjustment and fore-and-aft movement. Seats and vehicles integrating this mechanism thus offer enhanced ride comfort and operational quality, and are particularly beneficial for improving overall vehicle NVH performance, meeting consumers' growing demand for a quiet and intelligent driving environment.

[0060] It should be noted that in this utility model, the use of terms such as "first," "second," and "a" is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of those features. In the description of this utility model, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly defined. The terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly defined. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0061] Furthermore, the technical solutions of the various embodiments of this utility model can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0062] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.

Claims

1. An adjustment mechanism for a seat, characterized in that include: Lead screw; A threaded sleeve, which is threaded to the outside of the lead screw and fixed to the seat, is used to drive at least partial movement of the seat when the lead screw rotates; A limiting element, disposed on the lead screw and at the end of the threaded sleeve along the axial movement path of the lead screw, is used to limit the movement of the threaded sleeve; wherein, When the threaded sleeve moves axially along the lead screw to abut against the limiting member, at least a portion of the limiting member extends into the threaded sleeve to prevent the threaded sleeve from deflecting radially along the lead screw.

2. A mechanism for adjusting a seat as claimed in claim 1, characterized in that The threaded sleeve is provided with an open receiving cavity, the opening being oriented toward the limiting member, for allowing at least a portion of the limiting member to enter the receiving cavity through the opening.

3. The adjustment mechanism for a seat as described in claim 1, characterized in that, The limiting component is integrally formed with the lead screw or is set separately.

4. The adjustment mechanism for a seat as described in claim 2, characterized in that, The limiting member is a circular ring structure and is sleeved on the outside of the lead screw; the shape of the receiving cavity corresponds to the limiting member. When at least a portion of the limiting member extends into the receiving cavity, the end of the limiting member abuts against the axial end wall of the receiving cavity.

5. The adjustment mechanism for a seat as described in claim 4, characterized in that, The fitting clearance between the limiting member and the receiving cavity is 0.05 to 0.1 mm.

6. The adjustment mechanism for a seat as described in claim 4, characterized in that, The lead screw has an annular groove in its circumference, and the limiting component includes a first washer, an annular block, a second washer, and a spring retainer, which are installed sequentially in the annular groove along the axial direction of the lead screw.

7. The adjustment mechanism for a seat as described in claim 2, characterized in that, The opening of the receiving cavity and / or the side of the limiting member facing the threaded sleeve are provided with a chamfer.

8. The adjustment mechanism for a seat as described in claim 1, characterized in that, The threaded sleeve is made of plastic.

9. A type of seat, characterized in that, include: An adjustment mechanism for a seat as described in any one of claims 1 to 8; The motor, wherein the end of the lead screw away from the limiting member is connected to the output end of the motor; A connecting sleeve is attached to the seat, and a threaded sleeve is fixed inside the connecting sleeve.

10. A vehicle, characterized in that, Including a seat as described in claim 9.

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