An adaptive seat adjustment device for a passenger vehicle

Abstract

The utility model belongs to the technical field of seat, and relates to a passenger car adaptive seat adjusting device, is provided with rotary frame between base frame and cushion frame, and the middle part of the front and rear cross beams of rotary frame is hinged in the middle part of the front and rear sides of base frame through first rotation axis, and the left and right sides of base frame are centrally provided with first screw rod motor respectively for driving the left and right side girders of rotary frame to lift, the rear part of the two sides of cushion frame is hinged in the rear part of the left and right side girders of rotary frame through second rotation axis respectively, and the front side of the left and right side girders of rotary frame is provided with second screw rod motor respectively for driving the front cross beam of cushion frame to lift, and the signal transmission of acceleration sensor, vehicle brake sensor and vehicle steering sensor is controlled by controller to control the whole cushion frame to produce 0~5 degrees of inclination around the rear, and the whole rotary frame produces -5~+5 degrees of inclination rotation to the left or to the right, and the advantage is: adaptive vehicle turning and emergency braking, and the comfort of riding is good.

Description

Technical Field

[0001] This utility model belongs to the field of seat technology, and in particular relates to an adaptive seat adjustment device for passenger vehicles. Background Technology

[0002] With the rapid development of electric vehicles, their enhanced acceleration and deceleration performance places higher demands on passenger car seat comfort. Different road conditions, such as the inertia generated during braking and the centrifugal force generated during cornering, can affect passenger comfort. Therefore, a new adaptive seating solution is needed to address passenger comfort issues. Currently, there are no passenger car seats on the market with this function, and existing seats cannot solve the comfort problems in these road condition scenarios. Summary of the Invention

[0003] The purpose of this invention is to provide a seat adjustment device that adapts to ride comfort under conditions of inertia generated by vehicle braking forward and centrifugal force generated by turning.

[0004] The purpose of this utility model is to solve the following problem:

[0005] An adaptive seat adjustment device for a passenger vehicle includes a base frame, a seat cushion frame, and a backrest hinged to the rear crossbeam of the seat cushion frame. A rotating frame is provided between the base frame and the seat cushion frame. The middle of the front and rear crossbeams of the rotating frame is hinged to the middle of the front and rear sides of the base frame via a first pivot. First screw motors for driving the left and right longitudinal beams of the rotating frame to rise and fall are respectively centrally located on the left and right sides of the base frame. The rear parts of both sides of the seat cushion frame are respectively hinged to the rear of the left and right longitudinal beams of the rotating frame via second pivots. Drive seat cushion frames are respectively provided on the front sides of the left and right longitudinal beams of the rotating frame. The second lead screw motor for lifting the front crossbeam of the frame is equipped with a controller, an acceleration sensor, a vehicle brake sensor, and a vehicle steering sensor. After receiving the acceleration and braking signals transmitted by the acceleration and braking sensors, the controller controls the two second lead screw motors to drive the entire seat frame to tilt backward by 0 to 5 degrees around the second hinge axis. After receiving the acceleration and steering signals transmitted by the acceleration and steering sensors, the controller controls the two first lead screw motors to drive the entire rotating frame to tilt and rotate left or right by -5 to +5 degrees around the first hinge axis.

[0006] As a further optimization of the above technical solution, the middle part of the front and rear crossbeams of the base frame is provided with a first lug protruding upward, and the middle part of the front and rear crossbeams of the rotating frame is provided with a second lug protruding upward. The shaft holes provided on the first lug and the second lug on the front and rear sides are respectively connected by the first rotating shaft.

[0007] As a further optimization of the above technical solution, the middle of the front crossbeam of the base frame is provided with a first lug protruding upward, the middle of the front and rear crossbeams of the base frame is fixed with a longitudinal connecting pipe, the rear of the connecting pipe is fixed with a first lug protruding upward, the middle of the front and rear crossbeams of the rotating frame is provided with a second lug protruding upward, and the shaft holes provided on the first lug and the second lug on the front and rear sides are respectively connected by the first rotating shaft.

[0008] As a further optimization of the above technical solution, two connecting pipes are fixed side by side, and the first upward-protruding lug is located at the rear of the two connecting pipes.

[0009] As a further optimization of the above technical solution, both the first and second contacts are U-shaped, and the length of the first contact is greater than the length of the second contact.

[0010] As a further optimization of the above technical solution, the rear sides of the seat cushion frame are respectively provided with third lugs, and the third lugs on both sides are respectively hinged to the rear of the left and right crossbeams of the rotating frame through the second pivot.

[0011] As a further optimization of the above technical solution, the middle part of the left and right crossbeams of the rotating frame is respectively hinged to the first lead screw motor, and the left and right sides of the front and rear crossbeams in the base frame are respectively hinged to longitudinal rotating shafts. The threaded hole in the middle of the rotating shaft is connected to the lead screw thread of the first lead screw motor, and the rotation of the first lead screw motor drives the rotating frame to rise and fall.

[0012] As a further optimization of the above technical solution, one end of the first connecting rod on both sides is respectively hinged to the front of the left and right longitudinal beams of the rotating frame, the other end of the first connecting rod is hinged to one end of the second connecting rod, and the other end of the second connecting rod is hinged to the fourth lugs extending backward on both sides of the front crossbeam of the seat cushion frame. A threaded sleeve is hinged to the middle of the first connecting rod, and the screws of the second lead screw motors, which are respectively hinged to the front of the rotating frame, are threadedly connected to the threaded sleeves. The rotation of the two second lead screw motors drives the entire seat cushion frame to rotate around the second hinge axis.

[0013] As a further optimization of the above technical solution, the two threaded sleeves are connected by a synchronizing rod.

[0014] As a further optimization of the above technical solution, crossbars are fixed on the left and right longitudinal beams on the rear side of the front crossbeam of the rotating frame, and U-shaped lugs are fixed on both sides of the crossbars respectively. The second lead screw motor is hinged to the opening of the U-shaped lugs.

[0015] The advantages of this invention compared to the prior art are:

[0016] 1. In the event of braking, the seat can collect acceleration signals transmitted by the acceleration sensor and vehicle braking signals and send them to the controller. The controller then controls the second lead screw motor to tilt the seat backward by 0-5 degrees to generate a reaction force, which counteracts the negative acceleration caused by braking and improves the discomfort of passengers moving forward due to braking inertia.

[0017] 2. In the event of a turn, the seat can transmit the acceleration signal collected by the acceleration sensor and the steering signal collected by the vehicle steering sensor to the controller. The controller then controls the first lead screw motor to tilt the seat left and right to generate a certain amount of gravity to counteract the centrifugal force generated during the turn. The tilt angle is -5 to +5 degrees, which improves the feeling of being thrown out by the centrifugal force and enhances the riding comfort.

[0018] 3. This utility model improves upon existing technology by lowering the H-point, resulting in a more comfortable seating posture for passengers; it also improves signal sensing speed and enhances the adaptive shock absorption effect of the seat under different road conditions; at the same time, the structure improves the stability of the seat, provides stronger support, has higher load-bearing redundancy, and can accommodate heavier passengers.

[0019] 4. This utility model can achieve a zero-gravity seat by setting a control program and having the controller control the seat without increasing costs. Attached Figure Description

[0020] Figure 1 This is a three-dimensional schematic diagram of the present invention.

[0021] Figure 2 This is a three-dimensional schematic diagram of the present invention after some components have been removed.

[0022] Figure 3 This is a three-dimensional schematic diagram of the base frame, seat cushion frame and rotating frame structure of this utility model. Detailed Implementation

[0023] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. See also: Figures 1-3 :

[0024] An adaptive seat adjustment device for a passenger vehicle includes a base frame 14, a seat cushion frame 11, and a backrest 10 hinged to the rear crossbeam of the seat cushion frame 11. A rotating frame 13 is provided between the base frame 14 and the seat cushion frame 11. The middle parts of the front and rear crossbeams 29 and 36 of the rotating frame 13 are hinged to the middle parts of the front and rear sides of the base frame 14 via a first pivot 12. The left and right sides of the base frame 14 are respectively provided with first screw motors 34 for driving the left and right longitudinal beams of the rotating frame 13 to rise and fall. The rear parts of both sides of the seat cushion frame 11 are respectively hinged to the rear parts of the left and right longitudinal beams 37 and 32 of the rotating frame 13 via second pivots 1616. 7 and 32 are respectively equipped with second lead screw motors 21 for driving the front crossbeam 22 of the seat cushion frame 11 to rise and fall. They are equipped with controllers, acceleration sensors, vehicle brake sensors and vehicle steering sensors. After receiving the acceleration and braking signals transmitted by the acceleration and vehicle brake sensors, the controller controls the two second lead screw motors 21 to drive the seat cushion frame 11 to tilt backward by 0 to 5 degrees around the second hinge axis 16. After receiving the acceleration and steering signals transmitted by the acceleration and vehicle steering sensors, the controller controls the two first lead screw motors 34 to drive the rotating frame 13 to tilt and rotate left or right by -5 to +5 degrees around the first hinge axis 12.

[0025] As a further optimization of the above technical solution, the middle parts of the front and rear crossbeams 31 and 35 of the base frame 14 are respectively provided with first lugs 24 protruding upwards, and the middle parts of the front and rear crossbeams 29 and 36 of the rotating frame 13 are respectively provided with second lugs 23 protruding upwards. The shaft holes provided on the first lugs 24 and the second lugs 23 on the front and rear sides are respectively connected by the first rotating shaft 12.

[0026] As a further optimization of the above technical solution, the middle of the front crossbeam 31 of the base frame 14 is provided with a first lug 24 protruding upwards, the middle of the front and rear crossbeams 31 and 35 of the base frame 14 is fixed with a longitudinal connecting pipe 38, the rear of the connecting pipe 38 is fixed with a first lug 24 protruding upwards, the middle of the front and rear crossbeams 29 and 36 of the rotating frame 13 is provided with a second lug 23 protruding upwards respectively, and the shaft holes provided on the first lug 24 and the second lug 23 on the front and rear sides are respectively hinged to each other through the first rotating shaft 12.

[0027] As a further optimization of the above technical solution, two connecting pipes 38 are fixed side by side, and the first lug 23 protruding upward is located at the rear of the two connecting pipes 38.

[0028] As a further optimization of the above technical solution, both the first ear 24 and the second ear 23 are U-shaped, and the length of the first ear 24 is greater than the length of the second ear 23.

[0029] As a further optimization of the above technical solution, the rear sides of the seat frame 11 are respectively provided with third lugs 17, and the third lugs 17 on both sides are respectively hinged to the rear of the left and right crossbeams 32 and 37 of the rotating frame 13 through the second pivot 1616.

[0030] As a further optimization of the above technical solution, the middle parts of the left and right crossbeams 32 and 37 of the rotating frame 13 are respectively hinged to the first lead screw motor 34, and the left and right sides of the front and rear crossbeams 31 and 35 in the base frame 14 are respectively hinged to the longitudinal rotating shafts 33. The threaded hole in the middle of the rotating shaft 33 is threadedly connected to the lead screw 15 of the first lead screw motor 34, and the rotation of the first lead screw motor 34 drives the rotating frame 13 to rise and fall.

[0031] As a further optimization of the above technical solution, one end of the first connecting rod 28 on both sides is respectively hinged to the front of the left and right longitudinal beams 37 and 32 of the rotating frame 13. The other end of the first connecting rod 28 is hinged to one end of the second connecting rod 27. The other end of the second connecting rod 27 is hinged to the fourth lugs 25 extending backward on both sides of the front crossbeam 22 of the seat frame 11. A threaded sleeve 19 is hinged to the middle of the first connecting rod 28. The screws 18 of the second lead screw motors 21, which are respectively hinged to the front of the rotating frame 13, are threadedly connected to the threaded sleeves 19. The rotation of the two second lead screw motors 21 drives the seat frame 11 to rotate around the second hinge axis 16.

[0032] As a further optimization of the above technical solution, the two threaded sleeves 19 are connected by a synchronizing rod 20.

[0033] As a further optimization of the above technical solution, a crossbar 39 is fixed on the left and right longitudinal beams 37 and 32 on the rear side of the front crossbeam 29 of the rotating frame 13. U-shaped lugs 40 are fixed on both sides of the crossbar 39, and the second lead screw motor 21 is hinged to the opening of the U-shaped lugs 40.

[0034] The working principle of this utility model is as follows: The seat of this utility model is equipped with four lead screw motors, two of which (the first lead screw motor) are used to adjust and control the left and right tilt in the y-direction, and the other two lead screw motors (the second lead screw motor) are used to control and adjust the forward and backward tilt in the x-direction. When the vehicle is braking, the acceleration sensor collects and transmits acceleration signals, and the vehicle braking sensor collects vehicle braking signals and transmits them to the controller. The controller then controls the two second lead screw motors, which are laterally positioned in the x-direction, to extend and retract in the same direction. The first and second connecting rods on both sides drive the rotation, thereby raising and lowering the seat cushion frame 11, which in turn causes the entire seat to tilt backward by 0 to 5 degrees. When the vehicle is turning, the acceleration sensor collects acceleration signals, the vehicle steering sensor collects steering signals and transmits them to the controller. The controller then controls the two other laterally oriented lead screw motors to perform reverse lead screw movements. While the lead screw of one lead screw motor extends outward relative to the sleeve, the lead screw of the other lead screw motor retracts inward relative to the sleeve, controlling the rotating frame to tilt and rotate by -5 to +5 degrees to the left and right, causing the entire seat to tilt by -5 to +5 degrees to the left and right.

[0035] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that simple substitutions or modifications can still be made to the technical solutions or technical features described in the foregoing embodiments, and these simple substitutions or modifications do not cause the essence of the corresponding technical solutions to deviate from the spirit and substance of the technical solutions of the embodiments of this utility model, and are still within the protection scope of this utility model.

Claims

1. An adaptive seat adjustment device for a passenger vehicle, comprising a base frame, a seat cushion frame, and a backrest hinged to the rear crossbeam of the seat cushion frame, characterized in that: A rotating frame is provided between the base frame and the seat frame. The middle of the front and rear crossbeams of the rotating frame is hinged to the middle of the front and rear sides of the base frame via a first pivot. The left and right sides of the base frame are respectively provided with first lead screw motors that drive the left and right longitudinal beams of the rotating frame to rise and fall. The rear parts of both sides of the seat frame are respectively hinged to the rear of the left and right longitudinal beams of the rotating frame via second pivots. The front sides of the left and right longitudinal beams of the rotating frame are respectively provided with second lead screw motors that drive the front crossbeam of the seat frame to rise and fall. A controller, an acceleration sensor, a vehicle brake sensor, and a vehicle steering sensor are provided. After receiving the acceleration and braking signals transmitted by the acceleration sensor and the vehicle brake sensor, the controller controls the two second lead screw motors to drive the entire seat frame to tilt backward by 0 to 5 degrees around the second hinge axis. After receiving the acceleration and steering signals transmitted by the acceleration sensor and the vehicle steering sensor, the controller controls the two first lead screw motors to drive the entire rotating frame to tilt and rotate left or right by -5 to +5 degrees around the first hinge axis.

2. The adaptive seat adjustment device for passenger vehicles according to claim 1, characterized in that: The base frame has a first lug protruding upward at the middle of the front and rear crossbeams, and the rotating frame has a second lug protruding upward at the middle of the front and rear crossbeams. The shaft holes on the first lug and the second lug on the front and rear sides are respectively connected by the first rotating shaft.

3. The adaptive seat adjustment device for passenger vehicles according to claim 1, characterized in that: The front crossbeam of the base frame has a first lug protruding upward in the middle. The front and rear crossbeams of the base frame are fixed with a longitudinal connecting pipe. The rear of the connecting pipe is fixed with a first lug protruding upward. The front and rear crossbeams of the rotating frame have a second lug protruding upward in the middle. The shaft holes on the first and second lugs on the front and rear sides are respectively hinged to each other through the first rotating shaft.

4. The adaptive seat adjustment device for passenger vehicles according to claim 3, characterized in that: Two connecting pipes are fixed side by side, and the first upward-protruding lug is located at the rear of the two connecting pipes.

5. A passenger vehicle adaptive seat adjustment device according to claim 2 or 3, characterized in that: Both the first and second lugs are U-shaped, and the length of the first lug is greater than the length of the second lug.

6. The adaptive seat adjustment device for passenger vehicles according to claim 1, characterized in that: The rear sides of the seat frame are respectively provided with third lugs, and the third lugs on both sides are respectively hinged to the rear of the left and right crossbeams of the rotating frame via second pivots.

7. The adaptive seat adjustment device for passenger vehicles according to claim 1, characterized in that: The first lead screw motor is hinged to the middle of the left and right crossbeams of the rotating frame, and longitudinal rotating shafts are hinged to the left and right sides of the front and rear crossbeams in the base frame. The threaded hole in the middle of the rotating shaft is connected to the lead screw thread of the first lead screw motor. The rotation of the first lead screw motor drives the rotating frame to rise and fall.

8. The adaptive seat adjustment device for passenger vehicles according to claim 1, characterized in that: One end of the first connecting rod on both sides is hinged to the front of the left and right longitudinal beams of the rotating frame, and the other end of the first connecting rod is hinged to one end of the second connecting rod. The other end of the second connecting rod is hinged to the fourth lugs extending backward on both sides of the front crossbeam of the seat frame. A threaded sleeve is hinged to the middle of the first connecting rod. The screws of the second lead screw motors, which are respectively hinged to the front of the rotating frame, are threadedly connected to the threaded sleeves. The rotation of the two second lead screw motors drives the entire seat frame to rotate around the second hinge axis.

9. The adaptive seat adjustment device for passenger vehicles according to claim 8, characterized in that: The two threaded sleeves are connected by a synchronizing rod.

10. The adaptive seat adjustment device for a passenger vehicle according to claim 8, characterized in that: A crossbar is fixed on the left and right longitudinal beams behind the front crossbeam of the rotating frame. U-shaped lugs are fixed on both sides of the crossbars, and the second lead screw motor is hinged to the opening of the U-shaped lugs.

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