Seat adjustment unlocking structure and vehicle

Abstract

The utility model discloses a seat adjusting and unlocking structure and vehicle. In the seat adjusting and unlocking structure, the front cover and the back cover of backrest enclose and form the accommodation cavity, and the framework is accommodated in the accommodation cavity, the cover is installed in the one side of the front cover to the door and encloses and forms the decoration cavity with the front cover, and the cover is equipped with the first through -hole, and the back cover is equipped with the second through -hole, the unlocking assembly includes the base plate, the rotary arm and the return spring, and the base plate is installed in the framework, and the rotary arm is hinged with the base plate, and the both ends of return spring are connected with base plate and rotary arm respectively, the angle adjuster and the unlocking handle are all accommodated in the decoration cavity, and the unlocking handle is connected with the angle adjuster and is used for unlocking the angle adjuster, and the both ends of the cable are hinged with the rotary arm and the unlocking handle respectively, the front pull belt is hinged with the unlocking handle, and the front pull belt is arranged in the first through -hole, the back pull belt is hinged with the rotary arm, and the back pull belt is arranged in the second through -hole. The seat adjusting and unlocking structure can be adapted to the adjustment operation of rear seat in various scenes, and is convenient to unlock, and the operability is good.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a seat adjustment and unlocking structure and a vehicle. Background Technology

[0002] Currently, rear seat adjustments in vehicles are typically made by pulling on the unlock handle on the shoulder of the rear seat. This method makes it inconvenient for users to adjust the rear seats while seated, and it's also difficult to directly reach the unlock handle when adjusting the rear seats from the trunk. This situation results in users finding it inconvenient to unlock the rear seats in various usage scenarios, negatively impacting the user experience. Utility Model Content

[0003] The main purpose of this utility model is to propose a seat adjustment and unlocking structure and vehicle, which aims to improve the convenience of unlocking the rear seats.

[0004] To achieve the above objectives, this utility model proposes a seat adjustment and unlocking structure, installed in a vehicle, the vehicle including a door, comprising: The backrest includes a trim cover, a front cover, a rear cover, and a frame. The front cover and the rear cover enclose a cavity, and the frame is housed in the cavity. The trim cover is installed on the side of the front cover facing the door and encloses the front cover to form the cavity. The trim cover has a first through hole communicating with the cavity, and the rear cover has a second through hole communicating with the cavity. An unlocking assembly includes a base plate, a rotating arm, and a return spring. The base plate is mounted on the frame, the rotating arm is hinged to the base plate, and the two ends of the return spring are respectively connected to the base plate and the rotating arm. Unlock handle; An angle adjuster, wherein both the angle adjuster and the unlocking handle are housed in the decorative cavity, and the unlocking handle is connected to the angle adjuster and used to unlock the angle adjuster; A cable, the two ends of which are respectively hinged to the rotating arm and the unlocking handle; A front pull strap, which is hinged to the unlocking handle and passes through the first through hole; A rear pull strap is hinged to the rotating arm and passes through the second through hole.

[0005] In one embodiment, the hinged portion between the rotating arm and the substrate is defined as the first connection portion, and the hinged portion between the rotating arm and the pull strap is defined as the second connection portion. Then, along the direction from the first connecting part to the second connecting part, the rotating arm is sequentially connected to the return spring and the cable.

[0006] In one embodiment, the unlocking component further includes two limiting blocks, both mounted on the substrate, wherein the rotating arm can abut against either of the limiting blocks, and the limiting blocks are used to limit the rotation angle of the rotating arm.

[0007] In one embodiment, the unlocking handle includes a mounting portion, a first sub-rod, and a second sub-rod. The mounting portion is connected to the angle adjuster. Both the first and second sub-rods are connected to the mounting portion. The front pull strap is hinged to the end of the first sub-rod away from the mounting portion. The pull cable is hinged to the end of the second sub-rod away from the mounting portion. Both the first and second sub-rods are used to drive the mounting portion to rotate clockwise to unlock the angle adjuster.

[0008] In one embodiment, the vehicle further includes a trunk and a floor, and the first sub-rod and the second sub-rod are arranged at an angle; The first sub-rod extends toward the base plate, and the second sub-rod extends toward the trunk.

[0009] In one embodiment, the angle adjuster includes a rotating shaft, the mounting part has a connecting hole, the rotating shaft passes through the connecting hole, a bushing is provided between the rotating shaft and the connecting hole, and the mounting part rotates synchronously with the rotating shaft.

[0010] In one embodiment, the seat adjustment and unlocking structure further includes a lead-out member and a fastener. The lead-out member includes a mounting plate, which is mounted on the side of the rear cover facing the receiving cavity and has a locking hole. The fastener includes a flange with a through hole, the back pull strap passes through the through hole, and the flange passes through the second through hole and the locking hole and engages with the locking hole.

[0011] In one embodiment, the fastener further includes a decorative plate disposed on the outer periphery of the flange, the decorative plate being fitted to the side of the rear cover opposite to the receiving cavity, and the decorative plate covering at least a portion of the second through hole.

[0012] In one embodiment, the backrest further includes a guide member mounted on the top of the front cover, the guide member having a through guide hole for the seat belt to pass through.

[0013] This utility model also proposes a vehicle including a seat adjustment and unlocking structure as described in any of the above embodiments, and the vehicle further includes the door.

[0014] The technical solution of this utility model involves creating a first through hole and a second through hole in the backrest's trim cover and rear cover, respectively. The front pull strap extends into the cabin through the first through hole, and the rear pull strap extends into the trunk through the second through hole. Thus, when a user is seated in the rear seat, pulling the front pull strap rotates the unlocking handle, unlocking the adjuster to adjust the backrest angle. When a user is outside the trunk and wants to adjust the rear seat, pulling the rear pull strap rotates the rotating arm, which in turn rotates the adjusting handle, unlocking the adjuster to adjust the backrest angle. This design allows users to easily unlock the adjuster to adjust the backrest angle in various usage scenarios, thereby improving the convenience of unlocking the rear seats and enhancing the user's driving experience. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0016] Figure 1 A schematic diagram of an embodiment of the seat adjustment and unlocking structure provided by this utility model; Figure 2 for Figure 1 A structural diagram from another perspective; Figure 3 A partial structural schematic diagram of an embodiment of the seat adjustment and unlocking structure provided by this utility model; Figure 4 for Figure 3 A partial structural diagram; Figure 5 for Figure 3 Structural diagram of the center cover and back cover; Figure 6 for Figure 5 A partial structural diagram; Figure 7 for Figure 5 A schematic diagram of the structure of another part; Figure 8 A schematic diagram of the structure when the lead-out member and the fastener are connected according to this utility model; Figure 9 for Figure 8 A schematic diagram of the structure of the lead-out component; Figure 10 for Figure 8 A schematic diagram of the structure of the fastener.

[0017] Explanation of icon numbers: 1. Backrest; 11. Decorative cover; 111. First through hole; 12. Front cover; 13. Rear cover; 131. Second through hole; 14. Guide component; 141. Guide hole; 2. Unlocking component; 21. Base plate; 22. Rotating arm; 221. First connecting part; 222. Second connecting part; 23. Return spring; 24. Limiting block; 3. Unlock handle; 31. Mounting part; 32. First sub-rod; 33. Second sub-rod; 34. Bushing; 4. Angle adjuster; 41. Spindle; 5. Cables; 6. Front pull strap; 7. Rear pull strap; 8. Lead-out component; 81. Mounting plate; 811. Clip hole; 9. Fastener; 91. Flange; 911. Through hole; 92. Decorative panel.

[0018] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0020] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0021] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are 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 with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0022] In current automotive design and usage scenarios, the adjustment function of the rear seats is a crucial aspect of enhancing passenger comfort, and its operation directly impacts the user experience. Most mainstream adjustment designs currently employ a mechanical unlocking structure, specifically featuring an unlocking handle located at the shoulder area of ​​the rear seat or on the side of the seat cushion. Users must manually pull this handle to adjust the seat back angle or fold the seat down completely.

[0023] However, the applicant's observations and research revealed significant inconvenience in the existing rear seat unlocking methods during actual use. When a user is already seated in the rear, due to the typically small space between the rear and front seats, the user needs to twist their upper body and stretch their arms to reach the unlocking handle at shoulder level, or bend down and lean forward to bring their face close to the front seat to reach the unlocking handle on the side of the seat cushion. When the user needs to adjust the rear seat from the trunk space, the unlocking handle is often in a blind spot or operational dead angle due to the trunk lid and seat structure limitations. This forces the user to open the rear door and bend over to complete the adjustment, causing considerable inconvenience. This design flaw is particularly pronounced when transporting large items or in emergency situations. This problem creates a gap in the user experience, significantly deviating from the convenience and human-centered design principles pursued in modern automobiles.

[0024] In view of this, the present invention proposes a seat adjustment and unlocking structure to solve or at least alleviate the above problems.

[0025] Please see Figures 1 to 5In one embodiment of this utility model, a seat adjustment and unlocking structure is installed in a vehicle, the vehicle including a door. The seat adjustment and unlocking structure includes a backrest 1, an unlocking component 2, an unlocking handle 3, an adjuster 4, a cable 5, a front pull strap 6, and a rear pull strap 7. The backrest 1 includes a cover 11, a front cover 12, a rear cover 13, and a frame. The front cover 12 and the rear cover 13 form a receiving cavity, and the frame is housed within the receiving cavity. The cover 11 is installed on the side of the front cover 12 facing the door and forms a decorative cavity with the front cover 12. The cover 11 has a first through hole 111 communicating with the decorative cavity, and the rear cover 13 has a second through hole 131 communicating with the receiving cavity. The unlocking component 2 includes a base plate 21, a rotating arm 22, and a return spring 23. The base plate 21 is mounted with... In the frame, the rotating arm 22 is hinged to the base plate 21, and the two ends of the return spring 23 are respectively connected to the base plate 21 and the rotating arm 22; the angle adjuster 4 and the unlocking handle 3 are both housed in the decorative cavity, and the unlocking handle 3 is connected to the angle adjuster 4 and used to unlock the angle adjuster 4; the two ends of the pull cable 5 are respectively hinged to the rotating arm 22 and the unlocking handle 3; the front pull strap 6 is hinged to the unlocking handle 3, and the front pull strap 6 passes through the first through hole 111; the rear pull strap 7 is hinged to the rotating arm 22, and the rear pull strap 7 passes through the second through hole 131.

[0026] Specifically, in this embodiment, the first through hole 111 is located at the position of the cover 11 facing the front of the vehicle. Thus, the front pull strap 6 passes through the first through hole 111 and extends towards the front of the vehicle. Since the front pull strap 6 is located on the side of the front cover 12 of the backrest 1, and not on the side of the seat cushion, when the user sits on the rear seat cushion, the position of the front pull strap 6 is just at the user's waist. Therefore, the user's hand can naturally pull the front pull strap 6 without significantly twisting the body or bending down to unlock the adjuster 4. When the front seat moves backward, resulting in insufficient space between the rear seat and the front seat, if a traditional unlocking handle design is used, the user needs to turn their face to one side and use their hand to find the unlocking handle. However, with the solution provided in this embodiment, even if the front seat moves backward, the rear user does not need to bend down or turn their face when adjusting the rear seat; their hand can naturally lower to pull the front pull strap 6. Therefore, the solution in this embodiment can also solve the problem of adjusting the rear seat when the user is in a narrow space.

[0027] The second through hole 131 is located on the rear cover 13. In this embodiment, please refer to... Figure 2The second through hole 131 is specifically located in the upper left area of ​​the rear cover 13. The rear pull strap 7 passes through the second through hole 131, allowing part of the rear pull strap 7 to be located inside the trunk. By placing the second through hole 131 in this area, when a user stands behind the vehicle to unlock the rear seats, they can simply reach forward and grab the rear pull strap 7 without twisting their body or opening the rear door to reach into the cabin. In contrast, with a traditional unlocking handle design, when the unlocking handle is located on the shoulder of the backrest 1, the user cannot operate directly from the trunk and must open the rear door to unlock the rear seats. When the unlocking handle is located on the side of the seat cushion, if the user does not open the rear door to unlock, they must reach into the trunk with their upper body and extend their left hand around the side of the backrest 1 to reach under the seat cushion to reach the unlocking handle, which is extremely inconvenient.

[0028] In this embodiment, the angle adjuster 4 has two unlocking paths: First, when the user is sitting in the rear seat, the user needs to pull the front pull strap 6, causing the front pull strap 6 to rotate the unlocking handle 3, thereby unlocking the angle adjuster 4. Second, when the user is located at the rear of the vehicle, the user needs to pull the rear pull strap 7, causing the rear pull strap 7 to rotate the rotating arm 22. When the rotating arm 22 rotates, it can pull the cable 5, which can drive the unlocking handle 3 to rotate, thereby unlocking the angle adjuster 4.

[0029] In this embodiment, when the user pulls the back strap 7, the return spring 23 is stretched and the angle adjuster 4 is unlocked. At this time, the angle of the backrest 1 can be adjusted or the backrest 1 can be laid flat. After the user cancels the action of pulling the back strap 7, the return spring 23 can drive the rotating arm 22 to reset under the action of its own elastic potential energy. The rotating arm 22 drives the cable 5 to reset. At this time, the unlocking handle 3 is not under the pulling force of the cable 5 and can reset under the action of the angle adjuster 4.

[0030] The technical solution of this embodiment uses a first through hole 111 and a second through hole 131 on the cover 11 and rear cover 13 of the backrest 1, respectively. This allows the front pull strap 6 to extend into the cabin through the first through hole 111, and the rear pull strap 7 to extend into the trunk through the second through hole 131. Thus, when a user is seated in the rear seat, pulling the front pull strap 6 rotates the unlocking handle 3, unlocking the adjuster 4 to adjust the angle of the backrest 1. When a user is outside the trunk and wants to adjust the rear seat, pulling the rear pull strap 7 rotates the rotating arm 22, causing the cable 5 to rotate the adjusting handle, thereby unlocking the adjuster 4 to adjust the angle of the backrest 1. This design allows users to easily unlock the adjuster 4 to adjust the angle of the backrest 1 in various usage scenarios, improving the convenience of unlocking the rear seat and enhancing the user's driving experience.

[0031] It should be noted that some vehicle models use electrically operated unlocking and adjusting mechanisms for the rear seats, driven by a drive unit. However, this approach has significant drawbacks: firstly, it relies on a power supply, and cannot unlock when the vehicle is out of power or there is a wiring fault, leading to seat jamming and other malfunctions; secondly, it has a high degree of structural integration, with the unlocking components deeply integrated with the backrest and seat cushion frames. If internal mechanical parts wear out or electrical components fail, repairs require disassembling multiple assemblies, significantly increasing difficulty and cost; and thirdly, it cannot be adapted to the needs of low-cost vehicles, making large-scale application difficult. The solution provided in this embodiment, however, uses a purely mechanical seat adjustment and unlocking structure, reducing the number of drive and driven components, shortening the transmission chain, and avoiding jamming and loosening issues caused by multiple components, thus improving the unlocking success rate. Furthermore, the purely mechanical structure does not rely on the vehicle's power supply, ensuring stable unlocking even when the vehicle is out of power, there is a wiring fault, or in extreme low-temperature environments, avoiding the seat jamming problem common in electric solutions and improving safety. Meanwhile, the cost of the purely mechanical structure is only 1 / 5 of that of the electric unlocking and adjusting device. It requires no adaptation to a complex electrical system and can be directly applied to vehicles across all price ranges, including economy, mid-range, and high-end models, without needing to adjust the core structure, thus meeting the demands of mass production. Furthermore, compared to the structure of the electric unlocking and adjusting device, the linked unlocking structure provided in this embodiment, consisting of unlocking component 2, unlocking handle 3, adjusting device 4, cable 5, front pull strap 6, and rear pull strap 7, is lighter, aligning with the current automotive industry's trend towards lightweight and low-energy consumption.

[0032] In one embodiment of this utility model, please refer to Figure 6 Let the hinge point between the rotating arm 22 and the base plate 21 be designated as the first connecting part 221, and the hinge point between the rotating arm 22 and the rear pull strap 7 be designated as the second connecting part 222. Then, along the direction from the first connecting part 221 to the second connecting part 222, the rotating arm 22 is sequentially connected to the return spring 23 and the pull cable 5. For ease of description, let the rotation of the rotating arm 22 around the rotation center relative to the base plate 21 be denoted as L1, the lever arm between the second connecting part 222 and the rotation center as L2, and the lever arm between the hinge point of the pull cable 5 and the rotating arm 22 and the rotation center as L3. Then, L1 > L2 > L3. This arrangement allows the user to more easily overcome the elastic potential energy of the return spring 23 when pulling the rear pull strap 7, preventing excessive elastic potential energy of the return spring 23 from hindering the user's pulling of the rear pull strap 7 and affecting the user's feel. By setting the hinge point between the pull cable 5 and the rotating arm 22 between the second connecting part 222 and the connection point between the return spring 23 and the rotating arm 22, it is possible to ensure that the user does not generate excessive resistance when pulling the back pull strap 7, and also to prevent the pull cable 5 from being pulled too short a distance, which would prevent the pull cable 5 from driving the unlocking handle 3 to rotate to the angle required by the unlocking angle adjuster 4.

[0033] In one embodiment of this utility model, the unlocking component 2 further includes two limiting blocks 24, both mounted on the base plate 21. The rotating arm 22 can abut against either limiting block 24, and the limiting block 24 is used to limit the rotation angle of the rotating arm 22. Please refer to [link / reference]. Figure 6 By setting two limiting blocks 24, a limiting space is formed between the two limiting blocks 24 for the rotating arm 22 to rotate, so that the rotating arm 22 can only rotate within the angle limited by the limiting space, thereby avoiding the situation where the rotating arm 22 rotates too far and causes damage to the angle adjuster 4, and the situation where it moves too far downward during reset and causes the pull strap 7 to be pulled into the receiving cavity.

[0034] In one embodiment of this utility model, please refer to Figure 7 The unlocking handle 3 includes a mounting part 31, a first sub-rod 32, and a second sub-rod 33. The mounting part 31 is connected to the angle adjuster 4. Both the first sub-rod 32 and the second sub-rod 33 are connected to the mounting part 31. The front pull strap 6 is hinged to the end of the first sub-rod 32 away from the mounting part 31, and the pull cable 5 is hinged to the end of the second sub-rod 33 away from the mounting part 31. Both the first sub-rod 32 and the second sub-rod 33 are used to drive the mounting part 31 to rotate clockwise to unlock the angle adjuster 4. Specifically, by connecting the front pull strap 6 and the pull cable 5 to the first sub-rod 32 and the second sub-rod 33 respectively, the problem of interference between the front pull strap 6 and the pull cable 5 is avoided, and the force transmission path of the front pull strap 6 and the pull cable 5 to the unlocking handle 3 is clearer. Furthermore, by setting the first sub-rod 32 and the second sub-rod 33 separately, the positions of the first sub-rod 32 and the second sub-rod 33 can be adjusted independently. For example, given that the position of the first sub-rod 32 is determined, adjusting the position of the second sub-rod 33 alone will not affect the mounting position of the front pull strap 6. This helps to reduce the design difficulty of the unlocking handle 3.

[0035] In one embodiment of this utility model, please refer to Figure 7 The vehicle also includes a trunk and a floor. The first sub-lever 32 and the second sub-lever 33 are set at an angle; the first sub-lever 32 extends towards the floor, and the second sub-lever 33 extends towards the trunk. This arrangement causes the unlocking handle 3 to extend backward and downward as a whole, preventing it from extending towards the front of the vehicle. Thus, the cover 11 does not need to protrude excessively towards the front of the vehicle, thereby avoiding any protrusion of the cover 11 affecting the user's hand placement or hindering the user's entry into the vehicle.

[0036] In one embodiment of this utility model, please refer to Figure 7The angle adjuster 4 includes a rotating shaft 41, a mounting part 31 with a connecting hole, the rotating shaft 41 passing through the connecting hole, and a bushing 34 between the rotating shaft 41 and the connecting hole. The mounting part 31 rotates synchronously with the rotating shaft 41. In this embodiment, the angle adjuster 4 has a known structure, and its specific structure will not be described in detail here. By providing a bushing 34 between the rotating shaft 41 and the connecting hole, the gap between the rotating shaft 41 and the connecting hole is eliminated, preventing metal-on-metal noise during vehicle operation, thus helping to meet the vehicle's NVH performance requirements. In addition, the bushing 34 can also slow down the wear rate of the rotating shaft 41 and the connecting hole, which helps to improve the service life of the rotating shaft 41 and the unlocking handle 3.

[0037] In one embodiment of this utility model, please refer to Figure 3 and Figures 8 to 10 The seat adjustment and unlocking structure also includes a lead-out piece 8 and a fastener 9. The lead-out piece 8 includes a mounting plate 81, which is installed on the side of the rear cover 13 facing the receiving cavity and has a locking hole 811. The fastener 9 includes a flange 91, through which a through hole 911 is provided. The rear pull strap 7 passes through the through hole 911, and the flange 91 passes through the second through hole 131 and the locking hole 811 and engages with the locking hole 811. The through hole 911 is used to lead the rear pull strap 7 out of the receiving cavity and to limit the movement of the rear pull strap 7 in the left-right and up-down directions. By first installing the lead-out piece 8 on the rear cover 13 and then connecting the flange 91 to the locking hole 811 of the lead-out piece 8, the uniformity of force on the edge of the second through hole 131 can be increased, preventing the flange 91 from directly engaging with the edge of the second through hole 131, thereby preventing the fastener 9 from falling off due to deformation of the edge of the second through hole 131. The design of fastener 9 being snapped into the lead-out piece 8 instead of being directly snapped into the back cover 13 facilitates the replacement of fastener 9 and prevents damage to the back cover 13 during the replacement process.

[0038] In one embodiment of this utility model, the fastener 9 further includes a decorative plate 92 disposed on the outer periphery of the flange 91. The decorative plate 92 is fitted against the side of the rear cover 13 opposite to the receiving cavity, and the decorative plate 92 covers at least a portion of the second through hole 131. The decorative plate 92, under the action of the flange 91 and the locking hole 811, cooperates with the mounting plate 81 to clamp the rear cover 13, thereby causing the rear cover 13 to apply a force to the fastener 9 in the rear trunk direction. This force cooperates with the force between the flange 91 and the locking hole 811, allowing the decorative plate 92 to fit tightly against the rear cover 13, thus increasing the installation stability of the fastener 9. Furthermore, the decorative cover 11 also conceals the second through hole 131, thereby improving the aesthetics of the backrest 1.

[0039] In one embodiment of this utility model, the backrest 1 further includes a guide member 14, which is installed on the top of the front cover 12. The guide member 14 has a through guide hole 141 for the seat belt to pass through. This design can solve the problem of seat belt deviation during use. When the seat belt passes through the guide hole 141, the edge of the guide hole 141 can accurately constrain and guide it, ensuring that the seat belt always moves along the predetermined path and will not deviate significantly due to bumps during vehicle movement. The inner wall of the guide hole 141 is smoothed to reduce the friction when the seat belt passes through, avoiding wear of the seat belt due to excessive friction. It also prevents the seat belt from being unable to be pulled out smoothly in an emergency due to excessive friction with the inner wall of the guide hole 141, thereby better protecting the user's safety.

[0040] This utility model also proposes a vehicle including a seat adjustment and unlocking structure. The specific structure of the seat adjustment and unlocking structure is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here. The vehicle also includes doors. Generally, doors usually have front doors and rear doors. Taking the seat adjustment and unlocking structure provided in this embodiment applied to the rear seats as an example, the trim cover 11 is only provided on the side of the front cover 12 closest to the door, and the side of the front cover 12 away from the door does not have the trim cover 11.

[0041] The above description is merely an exemplary embodiment of the present utility model and does not limit the scope of protection of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present utility model.

Claims

1. A seat adjustment and unlocking structure, installed in a vehicle, the vehicle including a door, characterized in that, include: The backrest includes a trim cover, a front cover, a rear cover, and a frame. The front cover and the rear cover enclose a cavity, and the frame is housed in the cavity. The trim cover is installed on the side of the front cover facing the door and encloses the front cover to form the cavity. The trim cover has a first through hole communicating with the cavity, and the rear cover has a second through hole communicating with the cavity. An unlocking assembly includes a base plate, a rotating arm, and a return spring. The base plate is mounted on the frame, the rotating arm is hinged to the base plate, and the two ends of the return spring are respectively connected to the base plate and the rotating arm. Unlock handle; An angle adjuster, wherein both the angle adjuster and the unlocking handle are housed in the decorative cavity, and the unlocking handle is connected to the angle adjuster and used to unlock the angle adjuster; A cable, the two ends of which are respectively hinged to the rotating arm and the unlocking handle; A front pull strap, which is hinged to the unlocking handle and passes through the first through hole; A rear pull strap is hinged to the rotating arm and passes through the second through hole.

2. The seat adjustment and unlocking structure as described in claim 1, characterized in that: the hinge portion between the rotating arm and the base plate is a first connecting portion, and the hinge portion between the rotating arm and the rear pull strap is a second connecting portion; Then, along the direction from the first connecting part to the second connecting part, the rotating arm is sequentially connected to the return spring and the cable.

3. The seat adjustment and unlocking structure as described in claim 2, characterized in that, The unlocking component also includes two limiting blocks, both mounted on the substrate. The rotating arm can abut against either of the limiting blocks, and the limiting blocks are used to limit the rotation angle of the rotating arm.

4. The seat adjustment and unlocking structure as described in claim 1, characterized in that, The unlocking handle includes a mounting part, a first sub-rod, and a second sub-rod. The mounting part is connected to the angle adjuster. Both the first sub-rod and the second sub-rod are connected to the mounting part. The front pull strap is hinged to the end of the first sub-rod away from the mounting part. The pull cable is hinged to the end of the second sub-rod away from the mounting part. Both the first sub-rod and the second sub-rod are used to drive the mounting part to rotate clockwise to unlock the angle adjuster.

5. The seat adjustment and unlocking structure as described in claim 4, wherein the vehicle further includes a trunk and a floor, characterized in that, The first sub-rod and the second sub-rod are arranged at an angle; The first sub-rod extends toward the base plate, and the second sub-rod extends toward the trunk.

6. The seat adjustment and unlocking structure as described in claim 4, characterized in that, The angle adjuster includes a rotating shaft, the mounting part has a connecting hole, the rotating shaft passes through the connecting hole, a bushing is provided between the rotating shaft and the connecting hole, and the mounting part rotates synchronously with the rotating shaft.

7. The seat adjustment and unlocking structure as described in any one of claims 1 to 6, characterized in that, The seat adjustment and unlocking structure also includes a lead-out component and a fastener. The lead-out component includes a mounting plate, which is installed on the side of the rear cover facing the accommodating cavity and has a locking hole. The fastener includes a flange with a through hole, the back pull strap passes through the through hole, and the flange passes through the second through hole and the locking hole and engages with the locking hole.

8. The seat adjustment and unlocking structure as described in claim 7, characterized in that, The fastener also includes a decorative plate disposed on the outer periphery of the flange, the decorative plate being fitted to the side of the rear cover opposite to the receiving cavity, and the decorative plate covering at least a portion of the second through hole.

9. The seat adjustment and unlocking structure as described in any one of claims 1 to 6, characterized in that, The backrest also includes a guide member, which is installed on the top of the front cover. The guide member has a through guide hole for the seat belt to pass through.

10. A vehicle, characterized in that, The vehicle also includes the door, comprising the seat adjustment unlocking structure as described in any one of claims 1 to 9.

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