A side wing adjusting mechanism for a vehicle headrest, a headrest and a vehicle

Abstract

The utility model belongs to the technical field of vehicle accessories, provide a side wing adjusting mechanism, headrest and vehicle for vehicle headrest, adjusting mechanism includes: drive piece, it is fixedly arranged in headrest body, and the output end of drive piece is provided with the transmission shaft that extends along the first axis, drive block has first connecting end and second connecting end, first connecting end fixedly connects transmission shaft, and second connecting end is provided with the drive shaft that extends along the second axis, and the second axis is parallel with the first axis, connecting block, it is movably arranged on the side wing and is connected with drive shaft. Compared with prior art, the utility model drives transmission shaft to drive drive block to rotate through drive piece, and then the cooperation of drive shaft and connecting block converts the rotary motion into the rotation of side wing, realizes the angle adjustment of side wing. The structure discards the traditional gear transmission system, and high-precision gear engagement, positioning structure and damper block are not needed, and the structural complexity is simplified significantly.

Description

Technical Field

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

[0002] In vehicle headrest design, products with side wing adjustment have become an important feature for improving driving comfort and safety. In traditional technologies, such as the six-way automotive headrest frame disclosed in patent CN213799368U, the side wing adjustment mechanism uses a gear transmission system to achieve side wing rotation. Specifically, this technical solution uses a rotating motor to drive a drive gear, which in turn drives a driven gear linked to the side wing to rotate.

[0003] This type of gear transmission structure has the following inherent defects: (1) High structural complexity. The gear transmission system needs to strictly ensure the meshing accuracy of the driving gear and the driven gear. Not only does it require high gear machining accuracy, but it also requires additional damping blocks and positioning structures, which leads to an increase in the number of parts and a complex assembly process; (2) High manufacturing cost. The machining cost of precision gears is high, which significantly increases the overall cost; (3) Reliability challenge. Gears are prone to wear and increased meshing clearance after long-term use, which affects the positioning accuracy of the side wings. Although adding damping blocks can alleviate this problem, it further increases the structural complexity; (4) Large space occupation. The gear transmission mechanism needs to reserve space for the gearbox, which limits the lightweight and thin design of the headrest, which contradicts the trend of compactness in automotive interiors.

[0004] Therefore, there is an urgent need for a side wing adjustment mechanism that is simple in structure, cost-controllable, and highly reliable to overcome the inherent defects of gear transmission technology. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a side wing adjustment mechanism for a vehicle headrest, a headrest, and a vehicle, in light of the current state of the technology.

[0006] The technical solution adopted by this utility model to solve the above-mentioned technical problem is as follows: A side wing adjustment mechanism for a vehicle headrest is proposed, used to adjust the angle between the side wings on both sides of the headrest body and the headrest body itself. The side wings are rotatably connected to the headrest body. The adjustment mechanism includes:

[0007] A driving component is fixedly disposed within the headrest body, and the output end of the driving component is provided with a transmission shaft extending along a first axis.

[0008] The drive block has a first connecting end and a second connecting end. The first connecting end is fixedly connected to the transmission shaft, and the second connecting end is provided with a drive shaft extending along a second axis, which is parallel to the first axis.

[0009] A connecting block, movably disposed on the side wing and connected to the drive shaft, is used to convert the rotational motion of the drive block into the rotation of the side wing; wherein,

[0010] The rotation center axis of the side wing is parallel to the moving direction of the connecting block, and both are perpendicular to the axial direction of the drive shaft.

[0011] When the driving component stops driving, the mating structure of the driving block, driving shaft and connecting block generates a frictional torque, which forms a self-locking force that prevents the side wing from rotating.

[0012] In the aforementioned side wing adjustment mechanism for a vehicle headrest, a connecting shaft is provided on the side wing, and a first connecting hole is provided on the connecting block, the first connecting hole being movably sleeved on the connecting shaft.

[0013] In the aforementioned side wing adjustment mechanism for a vehicle headrest, the connecting block is provided with a second connecting hole that is perpendicular to the first connecting hole, and the drive shaft is connected to the second connecting hole.

[0014] In the aforementioned side wing adjustment mechanism for a vehicle headrest, the connecting block is formed from POM material through an injection molding process.

[0015] In the aforementioned side wing adjustment mechanism for a vehicle headrest, the drive shaft is fixedly connected to the drive block via a spline structure.

[0016] In the aforementioned side wing adjustment mechanism for a vehicle headrest, the headrest body includes a main frame and a frame cover plate that are interlocked with each other, a fixed space is formed between the main frame and the frame cover plate, and the driving component is fixed in the fixed space.

[0017] In the aforementioned side wing adjustment mechanism for a vehicle headrest, the headrest body further includes a connecting frame, one end of which is fixed to the main frame, and the other end passes through the frame cover and is exposed outside the fixed space.

[0018] In the aforementioned side wing adjustment mechanism for a vehicle headrest, the driving component includes a connecting sleeve sleeved on the outside of the drive shaft. The connecting sleeve is connected to the drive shaft via a damping component and is used to drive the side wing to rotate relative to the headrest body when the external force on the side wing is greater than the self-locking force.

[0019] This utility model solves the above-mentioned technical problems by providing a headrest, including the aforementioned side wing adjustment mechanism for a vehicle headrest.

[0020] This utility model solves the above-mentioned technical problems and also proposes a vehicle, including the aforementioned headrest.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] (1) The drive shaft is driven by a drive component to rotate the drive block, and the rotational motion is converted into the rotation of the side wing through the cooperation of the drive shaft and the connecting block, thus realizing the adjustment of the side wing angle. This structure eliminates the traditional gear transmission system, eliminating the need for high-precision gear meshing, positioning structure and damping block, significantly simplifying the structural complexity; at the same time, the cooperation of the drive block, drive shaft and connecting block can generate frictional torque after the drive stops, forming a self-locking force, effectively maintaining the position of the side wing after adjustment, improving the adjustment stability and reliability. In addition, this structure occupies less space, which is conducive to the lightweight and thin design of the headrest, meeting the needs of the modern automotive interior compactness trend.

[0023] (2) By setting a connecting shaft on the side wing and setting a first connecting hole on the connecting block, the connecting block can swing around the connecting shaft, thereby transmitting the rotational motion of the drive block to the side wing more stably and realizing angle adjustment.

[0024] (3) A second connecting hole perpendicular to the first connecting hole is provided on the connecting block, and the drive shaft is connected in the second connecting hole, so that a spatial orthogonal structure is formed between the drive shaft and the connecting shaft, thereby realizing the efficient conversion of the drive block rotation motion to the wing swing. Attached Figure Description

[0025] Figure 1 This is a perspective view of a headrest structure according to the present invention.

[0026] Figure 2 yes Figure 1 A three-dimensional view of the wings after they have been deployed.

[0027] Figure 3 yes Figure 1 A three-dimensional view from another direction after omitting part of the structure.

[0028] Figure 4 yes Figure 2 A three-dimensional view from another direction after omitting some of the mechanisms.

[0029] Figure 5 yes Figure 2 A partial sectional view of the left view.

[0030] Figure 6 This is a 3D view of the connecting blocks.

[0031] Figure 7 This is a 3D diagram of the driver block.

[0032] Figure 8 yes Figure 4 A 3D view omitting the motor and connecting frame.

[0033] In the figure, 100 is the headrest body; 110 is the main frame; 120 is the frame cover plate; 130 is the connecting frame; 200 is the side wing; 210 is the connecting shaft; 300 is the adjustment mechanism; 310 is the driving component; 320 is the transmission shaft; 330 is the driving block; 331 is the first connecting end; 332 is the second connecting end; 340 is the connecting block; 341 is the first connecting hole; 342 is the second connecting hole; 350 is the connecting sleeve; and 360 is the damping component. Detailed Implementation

[0034] 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.

[0035] 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.

[0036] like Figures 1 to 8 As shown, the present invention provides a side wing adjustment mechanism 300 for a vehicle headrest, which is used to adjust the angle between the side wings 200 on both sides of the headrest body 100 and the headrest body 100. The side wings 200 are rotatably connected to the headrest body 100. The adjustment mechanism 300 includes: a driving member 310, a driving block 330, and a connecting block 340.

[0037] Specifically, the drive component 310 is fixedly installed inside the headrest body 100, and the output end of the drive component 310 is provided with a transmission shaft 320 extending along the first axis; the drive block 330 has a first connecting end 331 and a second connecting end 332, the first connecting end 331 is fixedly connected to the transmission shaft 320, and the second connecting end 332 is provided with a drive shaft extending along the second axis, which is parallel to the first axis; the connecting block 340 is movably installed on the side wing 200 and connected to the drive shaft, for converting the rotational motion of the drive block 330 into the rotation of the side wing 200; wherein, the rotation center axis of the side wing 200 is parallel to the movement direction of the connecting block 340, and both are perpendicular to the axial direction of the drive shaft; when the drive component 310 stops driving, the cooperation structure of the drive block 330, the drive shaft and the connecting block 340 generates a frictional torque, which forms a self-locking force that prevents the side wing 200 from rotating.

[0038] Reference Figure 2 and Figure 4 At this time, the side wings 200 on both sides of the headrest, which are equipped with the adjustment mechanism 300 of this solution, are in the deployed state. When it is necessary to switch the side wings 200 to the desired position... Figure 1When in the retracted state, the drive unit 310 first drives the transmission shaft 320 along... Figure 4 Rotating counterclockwise from left to right. When the drive shaft 320 rotates counterclockwise, it drives the drive block 330 to rotate synchronously counterclockwise. The rotation of the drive block 330 then drives the connecting block 340 along... Figure 4 Moving downwards, and causing the flanks 200 to move along... Figure 4 Rotate clockwise from top to bottom to switch the side wing 200 from the deployed state to the retracted state.

[0039] Similarly, refer to Figure 1 and Figure 3 At this time, the side wings 200 on both sides of the headrest, which are equipped with the adjustment mechanism 300 of this solution, are in the folded state. When it is necessary to switch the side wings 200 to the desired position... Figure 2 In the unfolded state shown, the drive unit 310 first drives the transmission shaft 320 along... Figure 3 Rotating clockwise when viewed from left to right. When the drive shaft 320 rotates clockwise, it drives the drive block 330 to rotate clockwise synchronously. When the drive block 330 rotates, it drives the connecting block 340 along... Figure 3 Moving upwards, and causing the side wings 200 to move along... Figure 3 Rotate counterclockwise from top to bottom to switch the side wing 200 from the folded state to the unfolded state.

[0040] When the drive component 310 stops driving, the frictional torque generated by the cooperation structure between the drive block 330, the drive shaft and the connecting block 340 can keep the two side wings 200 relatively stationary relative to the headrest body 100. When it is impacted, most of the impact force transmitted through the two side wings 200 and the connecting block 340 is absorbed, and only a very small part of the impact force is transmitted to the drive block 330 and the drive component 310. While ensuring that the two side wings 200 are fixed, it can effectively protect the internal structure of the adjustment mechanism 300 when it is impacted.

[0041] In this design, the drive shaft 320 is driven by the drive component 310 to rotate the drive block 330. The rotational motion is then converted into the rotation of the side wing 200 through the cooperation of the drive shaft and the connecting block 340, thus achieving the angle adjustment of the side wing 200. This structure eliminates the need for traditional gear transmission systems, eliminating the need for high-precision gear meshing, positioning structures, and damping blocks, significantly simplifying the structural complexity. Simultaneously, the cooperation between the drive block 330, the drive shaft, and the connecting block 340 generates a frictional torque after the drive stops, forming a self-locking force that effectively maintains the adjusted position of the side wing 200, improving adjustment stability and reliability. Furthermore, this structure occupies less space, which is beneficial for the lightweight and thin design of the headrest, meeting the demands of modern automotive interior compactness trends.

[0042] It is worth mentioning that a connecting shaft 210 is provided on the side wing 200, and a first connecting hole 341 is provided on the connecting block 340. The first connecting hole 341 is movably sleeved on the connecting shaft 210.

[0043] By providing a connecting shaft 210 on the side wing 200 and a first connecting hole 341 on the connecting block 340, the connecting block 340 can swing around the connecting shaft 210, thereby more stably transmitting the rotational motion of the drive block 330 to the side wing 200 and achieving angle adjustment. This structure further improves the stability and accuracy of motion transmission, while simplifying the assembly process and enhancing the reliability and durability of the adjustment mechanism 300.

[0044] The connecting block 340 is provided with a second connecting hole 342 that is perpendicular to the first connecting hole 341, and the drive shaft is connected to the second connecting hole 342.

[0045] A second connecting hole 342 perpendicular to the first connecting hole 341 is provided on the connecting block 340, and the drive shaft is connected to the second connecting hole 342, so that the drive shaft and the connecting shaft 210 form a spatial orthogonal structure, thereby realizing the efficient conversion of the rotational motion of the drive block 330 to the swinging motion of the side wing 200. This structure is reasonably designed, the transmission torque is stable, and the response accuracy and adjustment smoothness of the adjustment mechanism 300 are improved.

[0046] Preferably, the connecting block 340 is formed from POM material by injection molding.

[0047] The connecting block 340 is made of POM material through injection molding, which has good wear resistance, shock absorption, and self-lubricating properties. This not only reduces noise during operation but also improves the service life and reliability of the mechanism. At the same time, the injection molding process is mature and low-cost, which helps to reduce overall manufacturing costs and enhance the product's market competitiveness.

[0048] Furthermore, the drive shaft is fixedly connected to the drive block 330 via a spline structure.

[0049] The drive shaft is fixedly connected to the drive block 330 via a spline structure, ensuring the stability and synchronization of torque transmission between the drive block 330 and the drive shaft, avoiding slippage or slippage, and improving the response speed and adjustment accuracy of the adjustment mechanism 300. The spline structure also facilitates assembly and disassembly, improving production efficiency and maintenance convenience.

[0050] To facilitate the installation and fixation of the drive component 310 on the headrest body 100, the headrest body 100 of this solution includes a main frame 110 and a frame cover plate 120 that are interlocked with each other. A fixed space is formed between the main frame 110 and the frame cover plate 120, and the drive component 310 is fixed in the fixed space.

[0051] The headrest body 100 includes a main frame 110 and a frame cover plate 120, which are snapped together to form a fixed space. The drive component 310 is fixed in this space, effectively protecting the drive component 310 from the influence of the external environment and improving its working stability and service life. At the same time, the snap-fit ​​structure simplifies the overall assembly process of the headrest and reduces production costs.

[0052] To facilitate the connection between the headrest body 100 and other structures, the headrest body 100 of this solution also includes a connecting frame 130. One end of the connecting frame 130 is fixed to the main frame 110, and the other end passes through the frame cover plate 120 and extends beyond the fixed space.

[0053] By setting up a connecting bracket 130, one end of which is fixed to the main frame 110 and the other end passes through the frame cover plate 120 and extends beyond the fixed space, a stable mounting support is provided for the drive shaft or connecting block 340 in the adjustment mechanism 300, enhancing the rigidity of the overall structure and the stability of the adjustment. At the same time, this design facilitates the connection and wiring between the drive component 310 and other components, improving the convenience of overall assembly and the rationality of the structural layout.

[0054] Preferably, the driving component 310 is a motor.

[0055] It is worth mentioning that the driving component includes a connecting sleeve sleeved on the outside of the drive shaft. The connecting sleeve is connected to the drive shaft through a damping component, which is used to drive the side wings to rotate relative to the headrest body when the external force on the side wings is greater than the self-locking force.

[0056] Reference Figure 8 During operation, the drive component 310 drives the connecting sleeve 350 to rotate. When the connecting sleeve 350 rotates, it drives the transmission shaft 320 to rotate through the damping component 360, thereby realizing the rotation of the side wing 200 relative to the headrest body 100.

[0057] When the side wing 200 is manually swung and the force applied to the side wing 200 is greater than the self-locking force mentioned above, the drive shaft 320 will rotate relative to the damping member 360, so that the side wing 200 can rotate relative to the headrest body 100, thereby realizing the manual adjustment process of the adjustment mechanism 300.

[0058] Preferably, the damping element 360 is a torsion spring, which is sleeved on the outer side wall of the drive shaft 320, and one end of the torsion spring is fixed to the connecting sleeve 350.

[0059] When the side wing 200 is manually moved and the force applied to it exceeds its self-locking force, the side wing 200 will rotate relative to the headrest body 100. When the drive component 310 is a motor, the motor will form a self-locking state with the connecting sleeve 350. At this time, the drive shaft 320 rotates relative to the torsion spring, but the rotation of the drive shaft 320 will not cause the connecting sleeve 350 to rotate relative to the motor, thus avoiding damage to the structure of the drive component 310. Of course, the damping component 360 can also be of other structural forms.

[0060] Furthermore, the damping element 360 can also create an obstruction between the side wing 200 and the headrest body 100, preventing the side wing 200 from rotating relative to the headrest body 100. Under the premise that the drive element 310 continues to work, the transmission shaft 320 and the damping element 360 can rotate relative to each other, thereby realizing the anti-pinch function of the adjustment mechanism.

[0061] This solution also provides a headrest, which includes the side wing 200 adjustment mechanism 300 for vehicle headrests as described above, thereby enabling flexible adjustment of the angle of the headrest side wing 200 and improving riding comfort and safety.

[0062] Accordingly, this solution also provides a vehicle, which can be a sedan, bus, train, etc., and the headrest used is equipped with the aforementioned side wing 200 adjustment mechanism 300, which can effectively improve the head support performance of the driver and passengers and meet the application needs of diverse vehicle models.

[0063] 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.

[0064] 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.

[0065] 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. A side wing adjustment mechanism for a vehicle headrest, used to adjust the angle between side wings on both sides of the headrest body and the headrest body, wherein the side wings are rotatably connected to the headrest body, characterized in that, The adjustment mechanism includes: A driving component is fixedly disposed within the headrest body, and the output end of the driving component is provided with a transmission shaft extending along a first axis. The drive block has a first connecting end and a second connecting end. The first connecting end is fixedly connected to the transmission shaft, and the second connecting end is provided with a drive shaft extending along a second axis, which is parallel to the first axis. A connecting block, movably disposed on the side wing and connected to the drive shaft, is used to convert the rotational motion of the drive block into the rotation of the side wing; wherein, The rotation center axis of the side wing is parallel to the moving direction of the connecting block, and both are perpendicular to the axial direction of the drive shaft. When the driving component stops driving, the mating structure of the driving block, driving shaft and connecting block generates a frictional torque, which forms a self-locking force that prevents the side wing from rotating.

2. The side wing adjustment mechanism for a vehicle headrest as described in claim 1, characterized in that, A connecting shaft is provided on the side wing, and a first connecting hole is provided on the connecting block, the first connecting hole being movably fitted onto the connecting shaft.

3. The side wing adjustment mechanism for a vehicle headrest as described in claim 2, characterized in that, The connecting block is provided with a second connecting hole that is perpendicular to the first connecting hole, and the drive shaft is connected to the second connecting hole.

4. The side wing adjustment mechanism for a vehicle headrest as described in claim 1, characterized in that, The connecting block is formed from POM material through injection molding.

5. The side wing adjustment mechanism for a vehicle headrest as described in claim 1, characterized in that, The drive shaft is fixedly connected to the drive block via a spline structure.

6. The side wing adjustment mechanism for a vehicle headrest as described in claim 1, characterized in that, The headrest body includes a main frame and a frame cover plate that are interlocked with each other, and a fixed space is formed between the main frame and the frame cover plate. The driving component is fixed in the fixed space.

7. A side wing adjustment mechanism for a vehicle headrest as described in claim 6, characterized in that, The headrest body also includes a connecting frame, one end of which is fixed to the main frame, and the other end passes through the frame cover and is exposed outside the fixed space.

8. The side wing adjustment mechanism for a vehicle headrest as described in claim 1, characterized in that, The driving component includes a connecting sleeve sleeved on the outside of the transmission shaft. The connecting sleeve is connected to the transmission shaft through a damping component and is used to drive the side wing to rotate relative to the headrest body when the external force on the side wing is greater than the self-locking force.

9. A headrest, characterized in that, Includes a side wing adjustment mechanism for a vehicle headrest as described in any one of claims 1 to 8.

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

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