An airbag shock-absorbing car seat suspension

Abstract

This utility model provides an air-cushioned shock-absorbing car seat suspension, relating to the field of air-cushioned shock-absorbing car seat technology. It includes a bracket assembly with a damping component inside. The damping component includes a first connecting rod in a "Y" shape. One end of the first connecting rod has a first hinge slot, and the other end has two second hinge slots. A second connecting rod is hinged to the first hinge slot. A fourth hinge lug is provided at the bottom of the first hinge slot, and a damping rod is hinged to the fourth hinge lug. This utility model, by hinged one end of the damping rod to the bottom end of the elbow structure formed by the first and second connecting rods, allows the distance the top frame moves towards the bottom frame to be less than the compression distance of the damping rod, thus amplifying the compression stroke of the damping rod. This enables the damping rod to absorb more energy during vibration, reducing the impact transmission from the seat to the passenger, and has high practical value.

Description

Technical Field

[0001] This utility model relates to the field of airbag shock-absorbing car seat technology, and in particular to an airbag shock-absorbing car seat suspension. Background Technology

[0002] Automotive seat suspension refers to a mechanical system located between the bottom of the seat or the seat frame and the vehicle floor / rails. It functions similarly to the suspension system of a car chassis, but is specifically designed for the seat itself.

[0003] Based on the above, the following problems were found: The damping of current air-cushioned car seats is usually set inside the airbag, and the compression stroke of the damper is the same as that of the airbag. The stroke is small, the vibration absorbed is limited, and it is inconvenient to use.

[0004] Therefore, in view of this, we have studied and improved the existing structure and its shortcomings, and provided an air-cushioned shock-absorbing car seat suspension in order to achieve a more practical purpose. Utility Model Content

[0005] In view of the shortcomings of the prior art, the purpose of this utility model embodiment is to provide an airbag shock-absorbing car seat suspension that can solve the technical problem that the damping of the existing airbag shock-absorbing car seat is usually set inside the shock-absorbing airbag, and the compression stroke of the damper is consistent with the compression stroke of the shock-absorbing airbag. The stroke is small, the vibration absorbed is limited, and it is inconvenient to use.

[0006] This utility model embodiment proposes an airbag shock-absorbing automobile seat suspension, including: a bracket assembly, wherein a damping component is provided inside the bracket assembly;

[0007] The damping assembly includes a first link, which has a "Y" shaped structure;

[0008] The first connecting rod has a first hinge groove at one end and two second hinge grooves at the other end.

[0009] The first hinge slot is hinged to the second connecting rod;

[0010] The bottom of the first hinge slot is provided with a fourth hinge lug, and a damping rod is hinged to the fourth hinge lug.

[0011] Optionally, the support assembly includes a top frame and a bottom frame, with a scissor frame provided between the two sides of the top frame and the bottom frame.

[0012] Optionally, a mounting plate is fixedly installed on the inner center of both the top frame and the bottom frame, and an air spring is fixedly installed between the two mounting plates.

[0013] Optionally, two third hinge ears are fixedly installed on the top of the mounting plate located inside the bottom frame, and the third hinge ears are hinged to the second hinge slot.

[0014] Optionally, a first hinge lug is fixedly installed on one end of the inner side of the bottom frame, and the first hinge lug is hinged to the end of the damping rod away from the first connecting rod.

[0015] Optionally, a second hinge lug is fixedly installed on one end of the inner side of the top frame, and the second hinge lug is hinged to the end of the second connecting rod away from the first connecting rod.

[0016] Optionally, mounting ears are fixedly installed on the outer sides of both ends of the top frame and the bottom frame.

[0017] The beneficial effects of the technical solution provided by this utility model embodiment include at least the following:

[0018] In this embodiment of the invention, the first connecting rod has a "Y"-shaped structure, which facilitates the fork at one end of the first connecting rod to be hinged to the third hinge ears on both sides of the bottom of the air spring, thus avoiding the air spring. The first hinge slot facilitates the hinge of the first connecting rod to the second connecting rod, and the second hinge slot facilitates the hinge of the first connecting rod to the mounting plate inside the bottom frame. The second connecting rod is hinged to the first hinge slot, which facilitates the formation of an elbow structure between the first and second connecting rods. A damping rod is hinged to the fourth hinge ear, which facilitates... One end of the damping rod is hinged to the bottom end of the elbow structure formed by the first and second connecting rods. This causes the distance the top frame moves towards the bottom frame to be less than the distance the damping rod compresses, thus amplifying the compression stroke of the damping rod. This allows the damping rod to absorb more energy during vibration, reducing the impact transmission from the seat to the passenger. It also effectively absorbs high-frequency micro-vibrations generated during vehicle operation, improving user comfort. The damping rod is a CDC damper, which allows the vehicle's control system to adjust the damping force of the damping rod according to road conditions during driving, further enhancing driving comfort. Attached Figure Description

[0019] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this invention. Throughout the drawings, the same reference numerals denote the same components. Obviously, the drawings described below are merely some embodiments of this invention, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0020] Figure 1 This is a three-dimensional structural schematic diagram of an airbag shock-absorbing car seat suspension according to the present invention;

[0021] Figure 2 This is a side view of an airbag shock-absorbing car seat suspension according to the present invention;

[0022] Figure 3 This is a three-dimensional structural diagram of the damping component of this utility model;

[0023] Figure 4 This is a three-dimensional structural diagram of the first connecting rod of this utility model;

[0024] Figure 5 This is a three-dimensional structural diagram of the bracket assembly of this utility model.

[0025] Explanation of reference numerals in the attached drawings: 1-Bracket assembly; 11-Top frame; 12-Bottom frame; 13-Scissor frame; 14-Mounting plate; 15-First hinge lug; 16-Second hinge lug; 17-Third hinge lug; 18-Mounting lug; 19-Air spring; 2-Damping assembly; 21-First connecting rod; 22-Second connecting rod; 23-Damping rod; 24-First hinge slot; 25-Fourth hinge lug; 26-Second hinge slot. Detailed Implementation

[0026] To enable those skilled in the art to better understand the technical solutions in the embodiments of this utility model, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. It should be understood that these descriptions are exemplary only and are not intended to limit the scope of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this utility model.

[0027] Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concepts disclosed in this utility model.

[0028] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this invention.

[0029] Reference manual attached Figures 1 to 5 The present invention provides a structure for an air-cushioned car seat suspension, comprising a bracket assembly 1, wherein a damping assembly 2 is provided inside the bracket assembly 1;

[0030] The damping assembly 2 includes a first link 21, which has a "Y" shaped structure;

[0031] The first connecting rod 21 has a first hinge groove 24 at one end and two second hinge grooves 26 at the other end.

[0032] The first hinge slot 24 is hinged to the second connecting rod 22;

[0033] The bottom of the first hinge groove 24 is provided with a fourth hinge lug 25, and a damping rod 23 is hinged to the fourth hinge lug 25.

[0034] The beneficial effects of the technical solutions provided in the embodiments of the present invention include at least the following:

[0035] In this embodiment of the invention, the first connecting rod 21 has a "Y"-shaped structure, which facilitates the fork at one end of the first connecting rod 21 to be hinged to the third hinge ears 17 on both sides of the bottom of the air spring 19, thus avoiding the air spring 19. The first hinge groove 24 facilitates the hinge of the first connecting rod 21 to the second connecting rod 22. The second hinge groove 26 facilitates the hinge of the first connecting rod 21 to the mounting plate 14 located inside the bottom frame 12. The second connecting rod 22 is hinged to the first hinge groove 24, which facilitates the formation of an elbow structure between the first connecting rod 21 and the second connecting rod 22. The fourth hinge ear 25 is used to hinge the second connecting rod 22 to the air spring 19. The damping rod 23 allows one end of it to be hinged to the bottom end of the elbow structure formed by the first connecting rod 21 and the second connecting rod 22. This makes the distance the top frame 11 moves toward the bottom frame 12 less than the compression distance of the damping rod 23, thus amplifying the compression stroke of the damping rod 23. This allows the damping rod 23 to absorb more energy during vibration, reducing the impact transmission of the seat to the passenger. It can also effectively absorb high-frequency micro-vibrations generated during vehicle operation, improving the user's riding comfort. The damping rod 23 is a CDC damper, which allows the vehicle's control system to adjust the damping force of the damping rod 23 according to road conditions during driving, improving driving comfort.

[0036] In one possible implementation, the support assembly 1 includes a top frame 11 and a bottom frame 12, with a scissor frame 13 provided between the two sides of the top frame 11 and the bottom frame 12.

[0037] In this embodiment of the invention, the scissor frame 13 facilitates the limiting and guiding of the relative movement between the top frame 11 and the bottom frame 12, so that the top frame 11 and the bottom frame 12 can be combined to form a stable frame structure, which facilitates the stable up and down movement of the top frame 11.

[0038] In one possible implementation, mounting plates 14 are fixedly installed on the inner center of both the top frame 11 and the bottom frame 12, and an air spring 19 is fixedly installed between the two mounting plates 14.

[0039] In this embodiment of the invention, the air spring 19 facilitates the provision of adjustable elastic support to adapt to different loads and isolate high-frequency vibrations.

[0040] In one possible implementation, two third hinge ears 17 are fixedly mounted on the top of the mounting plate 14 located inside the bottom frame 12, and the third hinge ears 17 are hinged to the second hinge slot 26.

[0041] In this embodiment of the invention, the third hinge lug 17 facilitates the hinge connection between the first connecting rod 21 and the mounting plate 14 inside the bottom frame 12, and allows the first connecting rod 21 to avoid the air spring 19.

[0042] In one possible implementation, a first hinge lug 15 is fixedly installed on one end of the inner side of the bottom frame 12, and the first hinge lug 15 is hinged to the end of the damping rod 23 away from the first connecting rod 21.

[0043] In this embodiment of the invention, the first hinge ear 15 facilitates the hinge connection between one end of the damping rod 23 and the inner side of one end of the bottom frame 12, thereby fixing one end of the damping rod 23 and enabling the damping rod 23 to output damping force to absorb vibration.

[0044] In one possible implementation, a second hinge lug 16 is fixedly installed on one end of the inner side of the top frame 11, and the second hinge lug 16 is hinged to the end of the second connecting rod 22 away from the first connecting rod 21.

[0045] In this embodiment of the invention, the second hinge ear 16 facilitates the hinge connection between the second connecting rod 22 and one end of the inner side of the top frame 11, thereby facilitating the transmission of the damping force output by the damping rod 23.

[0046] In one possible implementation, mounting ears 18 are fixedly installed on the outer sides of both ends of the top frame 11 and the bottom frame 12.

[0047] In this embodiment of the invention, the mounting ears 18 facilitate the fixed connection of the mounting ears 18 on the outer sides of both ends of the top frame 11 and the bottom frame 12 with the car seat and the car floor respectively, so that the device can fix the car seat to the car floor and provide shock absorption and cushioning for the car seat.

[0048] Specifically, the working principle of this air-cushioned car seat suspension is as follows: During use, the mounting ears 18 facilitate the fixed connection of the outer ends of the top frame 11 and bottom frame 12 to the car seat and the car floor, respectively. This allows the device to secure the car seat to the car floor and provide shock absorption. The scissor frame 13 limits and guides the relative movement between the top frame 11 and bottom frame 12, enabling the top frame 11 and bottom frame 12 to form a stable frame structure, facilitating stable up-and-down movement of the top frame 11. The air spring 19 provides adjustable elasticity. The system provides support, adapts to different loads, and isolates high-frequency vibrations. The third hinge ear 17 facilitates the hinge connection of the first connecting rod 21 to the mounting plate 14 inside the bottom frame 12, ensuring the first connecting rod 21 avoids the air spring 19. The first hinge ear 15 facilitates the hinge connection of one end of the damping rod 23 to the inner side of one end of the bottom frame 12, fixing one end of the damping rod 23 and allowing it to output damping force to absorb vibrations. The second hinge ear 16 facilitates the hinge connection of the second connecting rod 22 to one inner end of the top frame 11, enabling the transmission of the damping force output by the damping rod 23. The first connecting rod 21 has a "Y"-shaped structure, with a fork at one end for easy hinge connection to the third hinge lugs 17 on both sides of the bottom of the air spring 19, thus avoiding the air spring 19. The first hinge slot 24 facilitates the hinge connection between the first connecting rod 21 and the second connecting rod 22. The second hinge slot 26 facilitates the hinge connection between the first connecting rod 21 and the mounting plate 14 located inside the bottom frame 12. The second connecting rod 22 is hinged to the first connecting rod 21 through the first hinge slot 24, forming an elbow structure. The damping rod 23 is hinged to the fourth hinge lug 25. This design allows one end of the damping rod 23 to be hinged to the bottom end of the elbow structure formed by the first connecting rod 21 and the second connecting rod 22. This makes the distance the top frame 11 moves toward the bottom frame 12 less than the compression distance of the damping rod 23, thus amplifying the compression stroke of the damping rod 23. This enables the damping rod 23 to absorb more energy during vibration, reducing the impact transmission of the seat to the passenger. It can also effectively absorb high-frequency micro-vibrations generated during vehicle operation, improving the user's riding comfort. The damping rod 23 is a CDC damper, which allows the vehicle's control system to adjust the damping force of the damping rod 23 according to road conditions during driving, thereby improving driving comfort.

[0049] This utility model encompasses any substitutions, modifications, equivalent methods, and solutions made within the spirit and scope of this utility model. To provide the public with a thorough understanding of this utility model, specific details are described in detail in the preferred embodiments; however, those skilled in the art can fully understand this utility model without these details. Furthermore, to avoid unnecessary confusion regarding the essence of this utility model, well-known methods, processes, procedures, components, and circuits are not described in detail.

[0050] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present utility model, and not to limit it. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present utility model. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present utility model should be included within the protection scope of the present utility model.

Claims

1. An air bag suspension for a motor vehicle seat, characterized in that Includes a support assembly (1), wherein a damping assembly (2) is provided inside the support assembly (1); The damping component (2) includes a first link (21), which has a "Y" shaped structure; The first connecting rod (21) has a first hinge groove (24) at one end and two second hinge grooves (26) at the other end. The first hinge slot (24) is hinged to the second connecting rod (22); The bottom of the first hinge groove (24) is provided with a fourth hinge ear (25), and the fourth hinge ear (25) is hinged to a damping rod (23).

2. The air bag suspension vehicle seat of claim 1 wherein, The support assembly (1) includes a top frame (11) and a bottom frame (12), and a scissor frame (13) is provided between the two sides of the top frame (11) and the bottom frame (12).

3. The air bag suspension automotive seat of claim 2, wherein, Mounting plates (14) are fixedly installed on the inner middle of the top frame (11) and the bottom frame (12), and an air spring (19) is fixedly installed between the two mounting plates (14).

4. The air bag suspension automotive seat of claim 3, wherein Two third hinge ears (17) are fixedly installed on the top of the mounting plate (14) located inside the bottom frame (12), and the third hinge ears (17) are hinged to the second hinge groove (26).

5. The air bag suspension automotive seat of claim 4, wherein, The bottom frame (12) has a first hinge ear (15) fixedly installed on one end of its inner side. The first hinge ear (15) is hinged to the end of the damping rod (23) away from the first connecting rod (21).

6. The air bag suspension automotive seat of claim 5, wherein, A second hinge ear (16) is fixedly installed on one end of the inner side of the top frame (11), and the second hinge ear (16) is hinged to the end of the second connecting rod (22) away from the first connecting rod (21).

7. The air bag suspension automotive seat of claim 2, wherein, Mounting ears (18) are fixedly installed on the outer sides of both ends of the top frame (11) and the bottom frame (12).

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