Seat adjustment device and vehicle seat

Abstract

The utility model relates to a kind of seat adjusting device and vehicle seat.The seat adjusting device includes: first adjusting component and second adjusting component, configured to be connected to the seat respectively, first adjusting component includes driving piece, and the second adjusting component includes driven piece;Power component, driving connection in the driving piece, to the driving piece output makes it rotate driving force;And transmission component, connect the driving piece and the driven piece, to the synchronous transmission of the rotation movement of the driving piece to the driven piece.By single power component cooperation transmission component, the synchronous drive of both sides adjusting component is realized, the number of motor and supporting transmission element is reduced, make overall structure more simplified, the number of parts is reduced, help to reduce manufacturing cost and assembly complexity.Meanwhile, since first adjusting component and second adjusting component are linked by same power source by mechanical transmission, the adjusting action of both sides of seat has good synchronism and coordination.

Description

Technical Field

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

[0002] To achieve adjustments to seat height, fore-aft position, or lateral position, and to improve the smoothness of the adjustment process, seat adjustment devices in related technologies typically employ multi-motor or multi-stage transmission structures. This results in a complex overall structure and an increased number of parts, which not only increases manufacturing and assembly costs but also, due to insufficient synchronization control between the various adjustment mechanisms, can easily lead to uncoordinated seat position adjustments, affecting ride comfort and operational reliability. Utility Model Content

[0003] Some embodiments of this utility model provide a seat adjustment device and a vehicle seat, which at least alleviate the problem of inconsistent seat position adjustment by the seat adjustment device.

[0004] In one aspect of this utility model, a seat adjustment device is provided, comprising:

[0005] A first adjustment component and a second adjustment component are configured to be connected to the seat respectively. The first adjustment component includes an active component, and the second adjustment component includes a driven component.

[0006] A power assembly, connected to the driving member, to output a driving force to the driving member to rotate it; and

[0007] A transmission assembly connects the driving member and the driven member to synchronously transmit the rotational motion of the driving member to the driven member.

[0008] In some embodiments, the transmission assembly includes:

[0009] A first transmission wheel is disposed on the driving member and configured to rotate with the driving member;

[0010] A second transmission wheel is disposed on the driven member; and

[0011] A transmission belt is wound between the first transmission wheel and the second transmission wheel to transmit the rotational motion of the first transmission wheel to the second transmission wheel.

[0012] In some embodiments, the transmission belt is a friction transmission belt, and the first transmission wheel and the second transmission wheel are pulleys that match the friction transmission belt; or, the transmission belt is a meshing transmission belt, and the first transmission wheel and the second transmission wheel are synchronous pulleys that match the meshing transmission belt.

[0013] In some embodiments, the first transmission wheel is fixedly connected to the driving member, or the first transmission wheel and the driving member are integrally formed; and / or, the second transmission wheel is fixedly connected to the driven member, or the second transmission wheel and the driven member are integrally formed.

[0014] In some embodiments, the transmission assembly includes:

[0015] A first sprocket, located on the driving member, is configured to rotate with the driving member;

[0016] A second sprocket is disposed on the driven member; and

[0017] A drive chain is wound between the first sprocket and the second sprocket to transmit the rotational motion of the first sprocket to the second sprocket.

[0018] In some embodiments, the first sprocket is fixedly connected to the driving member, or the first sprocket and the driving member are integrally formed; and / or, the second sprocket is fixedly connected to the driven member, or the second sprocket and the driven member are integrally formed.

[0019] In some embodiments, the first regulating component further includes:

[0020] The first sleeve is a hollow structure with an open end;

[0021] The first threaded fitting is fixedly disposed inside the first sleeve; and

[0022] A first mounting base is disposed at the first end of the active member and allows the active member to rotate relative to it;

[0023] The second end of the active component passes through the open end of the first sleeve and is threaded into the first sleeve, and is threadedly engaged with the first threaded component.

[0024] In some embodiments, the first regulating component further includes:

[0025] A first limiting member is fixedly disposed within the first mounting base and sleeved on the first end of the driving member. The first limiting member is configured to axially and radially limit the driving member, and to allow the driving member to rotate relative to the first limiting member; and / or

[0026] The second limiting member is disposed inside the first sleeve and sleeved on the second end of the active member. The second limiting member is configured to move axially with the active member and engage with the first threaded part to limit the active member axially. The second limiting member is also configured to abut against the inner wall of the first sleeve when the active member and the first sleeve are radially offset to limit the active member radially.

[0027] In some embodiments, the second regulating component further includes:

[0028] The second sleeve is hollow and has an open end;

[0029] The second threaded fitting is fixedly disposed inside the second sleeve; and

[0030] A second mounting base is provided at the first end of the driven member, and allows the driven member to rotate relative to it;

[0031] The open end of the driven member passes through the second end of the second sleeve and is threaded into the second sleeve, and is threadedly engaged with the second threaded fitting.

[0032] In some embodiments, the transmission assembly is connected to the shaft segment of the driving member located between the first sleeve and the first mounting base, and simultaneously connected to the shaft segment of the driven member located between the second sleeve and the second mounting base.

[0033] In some embodiments, the driving member and the driven member are lead screws.

[0034] In some embodiments, the power assembly includes:

[0035] A worm gear is provided on the driving component;

[0036] The worm gear meshes with the worm wheel for transmission; and

[0037] The motor drives the worm gear.

[0038] In one aspect of this utility model, a vehicle seat is provided, including the seat and the aforementioned seat adjustment device.

[0039] Based on the above technical solution, this utility model has at least the following beneficial effects:

[0040] In some embodiments, the seat adjustment device achieves synchronous drive of the two adjustment components through a single power component and a transmission component, reducing the number of motors and associated transmission elements, simplifying the overall structure, reducing the number of parts, and helping to reduce manufacturing costs and assembly complexity. Simultaneously, since the first and second adjustment components are linked by the same power source through mechanical transmission, the adjustment movements on both sides of the seat have good synchronicity and coordination, and the force states on both sides are nearly identical, reducing positional deviations during the drive process. Furthermore, the structural load distribution is reasonable, resulting in lower vibration and noise during operation, and a lighter overall weight, which contributes to improved passenger comfort and product reliability. Attached Figure Description

[0041] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0042] Figure 1 This is a schematic diagram of the structure of a seat adjustment device provided according to some embodiments of the present invention;

[0043] Figure 2 This is a partially enlarged schematic diagram of a transmission assembly provided according to some embodiments of the present invention;

[0044] Figure 3 This is a schematic diagram illustrating the cooperation between the transmission wheel and the transmission belt in a transmission assembly provided according to some embodiments of the present invention;

[0045] Figure 4 This is a partially enlarged schematic diagram of a transmission assembly provided according to other embodiments of the present invention;

[0046] Figure 5 This is a schematic diagram illustrating the interaction between the transmission wheel and the transmission belt in a transmission assembly provided according to other embodiments of the present invention;

[0047] Figure 6 This is a cross-sectional schematic diagram of a first adjustment component and a power component provided according to some embodiments of the present invention;

[0048] Figure 7 This is a partially enlarged schematic diagram of the first adjustment component and the power component provided according to some embodiments of the present invention.

[0049] The labels in the attached diagram are explained as follows:

[0050] 1-First adjusting component; 11-Active component; 12-First sleeve; 13-First threaded fitting component; 14-First mounting base; 15-First limiting component; 16-Second limiting component; 17-Third limiting component;

[0051] 2-Second adjusting assembly; 21-Driven component; 22-Second sleeve; 23-Second mounting base;

[0052] 3-Power assembly; 31-Worm gear; 32-Worm; 33-Motor;

[0053] 4-Transmission assembly; 41-First transmission wheel; 41a-Transmission wheel of the first type; 41b-Transmission wheel of the second type; 42-Transmission belt.

[0054] It should be understood that the dimensions of the various parts shown in the accompanying drawings are not drawn to actual scale. Furthermore, the same or similar reference numerals denote the same or similar components. Detailed Implementation

[0055] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. The descriptions of the exemplary embodiments are merely illustrative and are in no way intended to limit the present invention or its application or use. The present invention can be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the present invention thorough and complete, and to fully express the scope of the present invention to those skilled in the art. It should be noted that, unless otherwise specifically stated, the relative arrangement of components and steps, the composition of materials, numerical expressions, and values ​​set forth in these embodiments should be interpreted as merely exemplary and not as limiting.

[0056] The terms "first," "second," and similar words used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Words such as "including" or "comprising" mean that the element preceding the word encompasses the element listed after it, and do not exclude the possibility of encompassing other elements as well. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0057] In this invention, when a specific device is described as being located between a first device and a second device, an intermediary device may or may not exist between the specific device and the first or second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other devices without an intermediary device, or it may not be directly connected to the other devices but may have an intermediary device.

[0058] All terms used in this invention (including technical or scientific terms) have the same meaning as understood by one of ordinary skill in the art to which this invention pertains, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries should be interpreted as having meanings consistent with their meanings in the context of the relevant art, and not as idealized or highly formalized, unless expressly defined herein.

[0059] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0060] Figure 1 This is a structural schematic diagram of some embodiments of the seat adjustment device according to the present invention.

[0061] refer to Figure 1 In some embodiments, the seat adjustment device includes a first adjustment component 1, a second adjustment component 2, a power component 3, and a transmission component 4.

[0062] The first adjustment component 1 and the second adjustment component 2 are configured to be connected to the seat respectively, for supporting and adjusting the height, fore-aft, or lateral position of the seat. The first adjustment component 1 includes a driving member 11, and the second adjustment component 2 includes a driven member 21.

[0063] The power component 3 is connected to the drive component 11 to output a driving force to the drive component 11 to rotate it.

[0064] The transmission assembly 4 connects the driving member 11 and the driven member 21 to synchronously transmit the rotational motion of the driving member 11 to the driven member 21.

[0065] In the above embodiment, the power component 3 activates and drives the active member 11 in the first adjustment component 1 to rotate. The rotational motion of the active member 11 is transmitted to the driven member 21 in the second adjustment component 2 through the transmission component 4, thereby causing the driven member 21 to rotate synchronously with the active member 11. Since the first adjustment component 1 and the second adjustment component 2 are respectively connected to both sides of the seat, they synchronously drive the seat to adjust its height or horizontal position under the drive of synchronous rotation. Throughout the adjustment process, the movement of both sides of the seat is driven by the same power source and linked through mechanical transmission, ensuring the coordination and consistency of the movements on both sides.

[0066] In the above embodiment, synchronous driving of the two-sided adjustment components is achieved through a single power component 3 and a transmission component 4, reducing the number of motors and associated transmission elements, simplifying the overall structure, reducing the number of parts, and helping to reduce manufacturing costs and assembly complexity. Simultaneously, since the first adjustment component 1 and the second adjustment component 2 are linked by the same power source via mechanical transmission, the adjustment actions on both sides of the seat have good synchronicity and coordination, and the force states on both sides are nearly identical, reducing positional deviation during the driving process. Furthermore, the structural load distribution is reasonable, resulting in lower vibration and noise during operation, and a lighter overall weight, which contributes to improved riding comfort and product reliability.

[0067] refer to Figures 2 to 5 In some embodiments, the transmission assembly 4 includes a first transmission wheel 41, a second transmission wheel, and a transmission belt 42.

[0068] The first transmission wheel 41 is disposed on the driving member 11 and is configured to rotate with the driving member 11. The second transmission wheel is disposed on the driven member 21. The transmission belt 42 is wound between the first transmission wheel 41 and the second transmission wheel to transmit the rotational motion of the first transmission wheel 41 to the second transmission wheel.

[0069] In the above embodiment, the power component 3 drives the driving member 11 to rotate. Since the first transmission wheel 41 is mounted on the driving member 11, it rotates synchronously with the driving member 11. The transmission belt 42 is wound between the first transmission wheel 41 and the second transmission wheel, transmitting the rotational motion of the first transmission wheel 41 to the second transmission wheel. The second transmission wheel is mounted on the driven member 21, thus driving the driven member 21 to rotate synchronously. Therefore, the first adjustment component 1 and the second adjustment component 2 achieve coordinated action under the drive of a single power source, jointly adjusting the height or horizontal position of the seat.

[0070] In the above embodiment, the driving component 11 on one side is driven by the power component 3, and the motion is transmitted to the driven component 21 on the opposite side through the first transmission wheel 41, the second transmission wheel, and the transmission belt 42, thus realizing the mechanical linkage of the adjustment components on both sides. Compared with solutions such as independent dual-motor drive, this reduces the number of drive units, simplifies the control system, and helps to reduce overall cost and assembly complexity. At the same time, since the adjustment actions on both sides are synchronously transmitted from the same power source through the transmission belt 42, the movement consistency of the left and right sides of the seat is good, the adjustment process is smooth, the operating noise is low, the structure is compact, and the overall weight is reduced, which is conducive to improving riding comfort and product reliability.

[0071] In some embodiments, the transmission belt 42 is a friction transmission belt, and the first transmission wheel 41 and the second transmission wheel are pulleys that match the friction transmission belt; or, the transmission belt 42 is a meshing transmission belt, and the first transmission wheel 41 and the second transmission wheel are synchronous pulleys that match the meshing transmission belt.

[0072] In the above embodiments, the transmission belt 42 can be a friction transmission belt or a meshing transmission belt. When a friction transmission belt is used, the first transmission pulley 41 and the second transmission pulley are pulleys that match the friction transmission belt, and the rotational motion is transmitted by friction. When the transmission belt 42 is a meshing transmission belt, the first transmission pulley 41 and the second transmission pulley are synchronous pulleys that match the meshing transmission belt, and the rotational motion is reliably transmitted through tooth meshing. Both of the above transmission methods can synchronously transmit the rotational motion of the driving member 11 to the driven member 21, meeting the requirements of different application scenarios for transmission smoothness, accuracy, and cost.

[0073] In some embodiments, the friction drive belt 42 includes a flexible drive belt that transmits power by friction, and can be one of a flat belt, a V-belt, or a multi-ribbed belt. The first drive pulley 41 and the second drive pulley can be a flat pulley, a V-belt pulley, or a multi-ribbed pulley that are matched with the selected friction drive belt.

[0074] In some embodiments, the meshing transmission belt 42 includes a synchronous belt with circumferentially distributed transmission teeth on its surface; the first transmission pulley 41 and the second transmission pulley are synchronous pulleys that match the synchronous belt, and their rims are provided with tooth grooves that mesh with the transmission teeth. The synchronous belt can be a trapezoidal tooth synchronous belt or a circular arc tooth synchronous belt, and correspondingly, the synchronous pulley has a matching trapezoidal or circular arc tooth groove structure.

[0075] In some embodiments, reference Figure 4 and Figure 5 The first transmission wheel 41 is fixedly connected to the driving member 11, or, refer to Figure 2 and Figure 3 The first transmission wheel 41 and the driving member 11 are integrally formed; and / or, the second transmission wheel is fixedly connected to the driven member 21, or the second transmission wheel and the driven member 21 are integrally formed.

[0076] In some embodiments, the first transmission wheel 41 and the driving member 11 can be an integrally formed structure, for example: the first transmission wheel 41 adopts a structure such as Figure 3 The first type of drive wheel 41a shown simplifies assembly and improves transmission rigidity. Alternatively, the second drive wheel and the driven member 21 can be an integrally formed structure to simplify assembly and improve transmission rigidity.

[0077] The aforementioned integral molding includes, but is not limited to, the following forms: the driving component 11 or the driven component 21 can be a metal lead screw, with a pulley structure integrally machined at one end to form an integral transmission component. Alternatively, an insert can be pre-embedded in the metal lead screw, and a first transmission wheel 41 made of plastic can be formed by injection molding the insert around its outer periphery.

[0078] In the above embodiments, the transmission teeth or friction-fitting cylindrical surfaces used for meshing transmission can be directly disposed on the outer peripheral surface of the driving member 11 or the driven member 21. At this time, the function of the first transmission wheel 41 or the second transmission wheel is realized by the corresponding driving member 11 or the driven member 21 itself, without the need to install an additional independent pulley.

[0079] In other embodiments, the first drive wheel 41 may be as follows: Figure 4 and Figure 5 The second type of transmission wheel 41b shown can be fixedly connected to the driving member 11 to ensure synchronous rotation. Similarly, the second transmission wheel and the driven member 21 can be fixedly connected.

[0080] The above-mentioned fixed connection methods include, but are not limited to, the following forms:

[0081] Keyway connection: An axial keyway may be provided on the driving member 11 or the driven member 21. Correspondingly, a key may be provided in the inner hole of the first transmission wheel 41 or the second transmission wheel. The key and the keyway cooperate to transmit torque through the key (flat key or semi-circular key).

[0082] Screw-fastened connection: The first drive wheel 41 or the second drive wheel can be locked to the outer periphery or stepped surface of the corresponding driving member 11 or driven member by radial or end face screws.

[0083] Tensioning connection: An expansion sleeve or elastic clamping structure can be used to achieve a keyless connection between the first transmission wheel 41 and the driving member 11 or the second transmission wheel and the driven member 21 by using radial expansion force.

[0084] Tapered sleeve connection: The first transmission wheel 41 and the driving member 11 or the second transmission wheel and the driven member 21 can achieve concentricity and reliable transmission through the tapered mating surface and the locking screw.

[0085] Press-fit connection: The first drive wheel 41 or the second drive wheel can be heat-fitted or cold-pressed onto the corresponding driving member 11 or driven member 21 through interference fit.

[0086] Since the driving element 11 or driven element 21 operates at a low speed when functioning as a lead screw, the use of a belt drive (such as a transmission belt 42) ensures smooth operation throughout the transmission process, effectively reducing vibration and noise and contributing to a quieter adjustment experience. Furthermore, the transmission belt 42 (such as a synchronous belt or friction belt) is typically made of polymer materials, making it significantly lighter than traditional metal flexible shaft transmission structures, thus reducing the overall weight of the seat adjustment device. Simultaneously, the synchronous belt and its matching pulleys can utilize standardized industrial components, eliminating the need for special customization. The manufacturing and assembly processes are mature and reliable, facilitating mass production and maintenance.

[0087] In some embodiments, the transmission assembly 4 includes a first sprocket, a second sprocket, and a transmission chain.

[0088] The first sprocket is located on the driving member 11 and is configured to rotate with the driving member 11. The second sprocket is located on the driven member 21. A drive chain is wound between the first sprocket and the second sprocket to transmit the rotational motion of the first sprocket to the second sprocket.

[0089] In the above embodiment, the power component 3 drives the driving member 11 to rotate, causing the first sprocket mounted on it to rotate synchronously. A transmission chain is wound between the first sprocket and the second sprocket, transmitting the rotational motion of the first sprocket to the second sprocket. Since the second sprocket is mounted on the driven member 21, it drives the driven member 21 to rotate synchronously with the driving member 11. Thus, the first adjustment component 1 and the second adjustment component 2 coordinate their actions under the drive of a single power source, achieving synchronous adjustment of the seat height or horizontal fore-and-aft position.

[0090] In the above embodiments, a chain drive structure including a first sprocket, a second sprocket, and a drive chain is adopted, which can transmit a large torque and is suitable for seat adjustment conditions with heavy loads. Furthermore, the use of a single power component eliminates the need for an additional motor, which helps simplify the control system, reduce the number of parts, and maintain low manufacturing costs while ensuring strength.

[0091] In some embodiments, the first sprocket is fixedly connected to the driving member 11, or the first sprocket and the driving member 11 are integrally formed; and / or, the second sprocket is fixedly connected to the driven member 21, or the second sprocket and the driven member 21 are integrally formed.

[0092] In the above embodiments, the first sprocket and the driving component 11 can be fixedly connected, for example, by keyway connection, screw fastening connection, tension connection, tapered sleeve connection or pressing connection to achieve reliable circumferential and axial connection; or, the first sprocket and the driving component 11 are integrally formed to improve transmission rigidity and simplify assembly.

[0093] The second sprocket and the driven member 21 can be fixedly connected, for example, by keyway connection, screw fastening connection, tension connection, tapered sleeve connection or pressing connection to achieve reliable circumferential and axial connection; or, the second sprocket and the driven member 21 can be integrally formed, thereby reducing the number of parts and enhancing the overall structural strength.

[0094] refer to Figure 6 In some embodiments, the first adjustment component 1 further includes a first sleeve 12, a first threaded fitting 13, and a first mounting base 14.

[0095] The first sleeve 12 is hollow and has an open end and a closed end. The closed end of the first sleeve 12 can be connected to the base plate supporting the seat or to the seat itself. The first threaded fitting 13 is fixedly disposed inside the first sleeve 12. The first mounting seat 14 is disposed at the first end of the driving member 11. The first mounting seat 14 can be connected to the seat, while the closed end of the first sleeve 12 is connected to the base plate supporting the seat; alternatively, the first mounting seat 14 can be connected to the base plate supporting the seat, while the closed end of the first sleeve 12 is connected to the seat. The first mounting seat 14 allows the driving member 11 to rotate relative to it. The second end of the driving member 11 passes through the open end of the first sleeve 12 and is threadedly engaged with the first threaded fitting 13.

[0096] In the above embodiment, the driving member 11 rotates around its axis under the drive of the power assembly 3. Since the second end of the driving member 11 passes through the first sleeve 12 and is threadedly engaged with the first threaded fitting 13 fixed within the first sleeve 12, the driving member 11 generates linear displacement along its axial direction while rotating. The first end of the driving member 11 is connected to a first mounting base 14, which can be fixedly mounted on the seat, and the connection structure between the first mounting base 14 and the driving member 11 allows the driving member 11 to rotate freely relative to the first mounting base 14. Therefore, the axial displacement of the driving member 11 is transmitted to the seat through the first mounting base 14, thereby causing the seat to adjust its height relative to the base plate. The first adjustment assembly 1 achieves a reliable conversion from rotary input to linear output by fixing the first threaded fitting 13 within the first sleeve 12 and causing the driving member 11 to generate axial movement during rotation. The first sleeve 12 serves as a guide support, which helps to improve the stability of the adjustment process; the first mounting base 14 allows the active component 11 to rotate freely while fixing the seat; the overall structure of the first adjustment component 1 is compact, making it easy to integrate into the limited space at the bottom of the seat, and at the same time, it is convenient to link with the second adjustment component 2 to achieve synchronous adjustment.

[0097] In some embodiments, the first adjustment component 1 further includes a first limiting member 15, which is fixedly disposed in the first mounting base 14 and sleeved on the first end of the active member 11. The first limiting member 15 is configured to limit the active member 11 axially and radially, and to allow the active member 11 to rotate relative to the first limiting member 15.

[0098] In the above embodiment, the first limiting member 15 is a ring-shaped structural member, fixedly disposed within the first mounting base 14, and sleeved on the first end of the driving member 11. While allowing the driving member 11 to rotate around its axis, the first limiting member 15 applies axial and radial constraints to it, thereby limiting its axial movement and radial offset relative to the first mounting base 14, thus improving transmission stability and reducing operating noise. Optionally, the first limiting member 15 can be a metal part (made of metal material) to improve wear resistance and structural rigidity.

[0099] In some embodiments, the first adjusting assembly 1 further includes a second limiting member 16, which is disposed within the first sleeve 12 and sleeved on the second end of the driving member 11. The second limiting member 16 is located away from the open end of the first sleeve 12 relative to the first threaded engagement member 13. The second limiting member 16 is configured to move axially with the driving member 11 and engage with the first threaded engagement member 13 to axially limit the driving member 11. The second limiting member 16 is also configured to abut against the inner wall of the first sleeve 12 in the event of radial displacement between the driving member 11 and the first sleeve 12 to radially limit the driving member 11.

[0100] In the above embodiment, the second limiting member 16 is an annular structure disposed inside the first sleeve 12 and sleeved on the second end of the driving member 11. The second limiting member 16 rotates synchronously with the driving member 11 and can move axially along the first sleeve 12. When the driving member 11 moves to a certain preset position, the second limiting member 16 engages with the first threaded fitting 13 fixed inside the first sleeve 12, thereby axially limiting the driving member 11 and preventing it from coming out of the open end of the first sleeve 12. Furthermore, the second limiting member 16 extends radially toward the inner wall of the first sleeve 12, with its outer circumferential surface close to the inner wall of the first sleeve 12. When the driving member 11 undergoes radial displacement relative to the first sleeve 12 during movement, the outer circumferential surface of the second limiting member 16 abuts against the inner wall of the first sleeve 12, thereby limiting the radial displacement of the driving member 11 and improving the overall operational stability.

[0101] Optionally, the second limiting member 16 may be made of engineering plastic material to take into account good wear resistance, self-lubricating properties and low noise characteristics, while reducing manufacturing costs.

[0102] In some embodiments, the first adjusting component 1 further includes a third limiting member 17, which is an annular structure. The third limiting member 17 is disposed within the first sleeve 12 and sleeved on the second end of the driving member 11. The third limiting member 17 is located away from the open end of the first sleeve 12 relative to the second limiting member 16. The outer diameter of the third limiting member 17 is smaller than the outer diameter of the second limiting member 16. The third limiting member 17 rotates synchronously with the driving member 11 and is capable of moving axially along the first sleeve 12, thereby assisting in limiting the axial displacement of the driving member 11. Optionally, the second limiting member 16 may be made of engineering plastic material, while the third limiting member 17 may be made of metal material to improve local structural strength and wear resistance.

[0103] In some embodiments, the second adjustment component 2 further includes a second sleeve 22, a second threaded fitting, and a second mounting base 23.

[0104] The second sleeve 22 is a hollow structure with an open end and a closed end. The closed end of the second sleeve 22 can be connected to the base plate supporting the seat or to the seat itself. A second threaded fitting is fixedly disposed within the second sleeve 22. A second mounting seat 23 is disposed at the first end of the driven member 21. The second mounting seat 23 can be connected to the seat, while the closed end of the second sleeve 22 is connected to the base plate supporting the seat; alternatively, the second mounting seat 23 can be connected to the base plate supporting the seat, while the closed end of the second sleeve 22 is connected to the seat. The second mounting seat 23 allows the driven member 21 to rotate relative to it. The second end of the driven member 21 passes through the open end of the second sleeve 22 and is threadedly engaged with the second threaded fitting.

[0105] In the above embodiment, the driven member 21 rotates around its axis under the drive of the transmission assembly 4. Since the second end of the driven member 21 passes through the second sleeve 22 and is threadedly engaged with the second threaded fitting fixed within the second sleeve 22, the driven member 21 generates linear displacement along its axial direction while rotating. The first end of the driven member 21 is connected to a second mounting base 23, which is fixedly mounted on the seat, and the connection structure between the second mounting base 23 and the driven member 21 allows the driven member 21 to rotate freely relative to the second mounting base 23. Therefore, the axial displacement of the driven member 21 is transmitted to the seat through the second mounting base 23, thereby working in conjunction with the first adjustment assembly 1 to achieve seat height adjustment. The second adjustment assembly 2 is used to cooperate with the first adjustment assembly 1 to achieve synchronous height adjustment on both sides of the seat. The second adjustment assembly 2 achieves reliable linear output by fixing the second threaded fitting within the second sleeve 22 and causing the driven member 21 to generate axial movement during rotation. The second sleeve 22 serves as a guide and support structure, helping to improve the stability of the adjustment process; the second mounting base 23, while fixing the seat, allows the driven member 21 to rotate freely. Since the second adjustment component 2 and the first adjustment component 1 are linked through the transmission component 4, synchronous action on both sides can be achieved under the drive of a single power source. The overall structure has good coordination and runs smoothly, while reducing the number of drive units, which helps to simplify the system structure and reduce manufacturing costs.

[0106] In some embodiments, limiting members may also be provided at both ends of the driven member 21. Their structure and function can be configured with reference to the first limiting member 15 and / or the second limiting member 16 and the third limiting member 17 provided on the driving member 11, for limiting the driven member 21 in the axial and radial directions, while allowing it to rotate about its own axis.

[0107] In some embodiments, the driving member 11 is a lead screw, and the first threaded fitting member 13 is a nut that is threadedly engaged with the lead screw. The driven member 21 can also be a lead screw, and the second threaded fitting member is a nut that is threadedly engaged with the lead screw. Optionally, both the first threaded fitting member 13 and the second threaded fitting member can be made of engineering plastics.

[0108] In some embodiments, a cover plate is provided at the mating connection between the transmission component 4 and the driving member 11 and at the mating connection between the transmission component 4 and the driven member 21. The cover plate covers the mating connection inside to provide local protection.

[0109] In other embodiments, the mating connection points between the transmission assembly 4 and the driving member 11, and between the transmission assembly 4 and the driven member 21, can be integrated into the internal space of the first mounting base 14 or the second mounting base 23. Accordingly, the first mounting base 14 or the second mounting base 23 can be constructed as a box-shaped structure, with its housing providing accommodation and protection for the transmission connection points. To further reduce weight, the box-shaped cover can be manufactured using a metal insert injection molding process, i.e., embedding metal reinforcing members into the plastic matrix, balancing structural strength and lightweight requirements.

[0110] In the above embodiments, the first mounting base 14 and the second mounting base 23 can adopt the same structure, and the power assembly 3 can be arranged at either mounting base to flexibly adjust the installation position according to the space around the seat. The first mounting base 14 and the second mounting base 23 can also adopt different structures to adapt to specific layout or functional requirements.

[0111] In some embodiments, reference Figure 7 The power assembly 3 includes a worm gear 31, a worm 32, and a motor 33. The worm gear 31 is located on the driving member 11. The worm 32 meshes with the worm gear 31 for transmission. The motor 33 is connected to the worm 32 for driving.

[0112] In the above embodiment, the worm gear 31 is mounted on the driving member 11 and rotates synchronously with it. The worm 32 meshes with the worm gear 31, forming a worm gear transmission pair. The output shaft of the motor 33 is driven by the worm 32, which drives the worm 32 to rotate, thereby driving the driving member 11 to rotate via the worm gear 31. This power assembly 3 serves as a single-motor synchronous drive for adjusting both sides of the seat. Through the transmission assembly 4, it transmits the rotational motion of the driving member 11 to the driven member 21, thereby achieving coordinated action between the first adjustment assembly 1 and the second adjustment assembly 2 under the drive of a single motor 33, and completing the synchronous adjustment of the seat height or horizontal position.

[0113] In some embodiments, the driving element 11 can have a structure with a uniform axial cross-section, which facilitates processing and molding. The worm gear 31 can be directly formed onto the driving element 11 through an insert injection molding process, which is beneficial for flexible adjustment of the transmission ratio. Specifically, the driving element 11 can be made of metal, the worm gear 31 can be injection molded from engineering plastic, and the worm 32 can be made of metal rod. The combination of metal and plastic parts not only improves the self-lubricating performance of the transmission structure but also effectively reduces operating noise.

[0114] In some embodiments, the transmission assembly 4 is connected to the exposed shaft section of the driving member 11 located between the first sleeve 12 and the first mounting base 14, and is also connected to the exposed shaft section of the driven member 21 located between the second sleeve 22 and the second mounting base 23.

[0115] In other embodiments, the connection between the transmission assembly 4 and the driving member 11 can be integrated into the interior of the first mounting base 14, and correspondingly, the connection between the transmission assembly 4 and the driven member 21 can also be integrated into the interior of the second mounting base 23. This structural arrangement helps to protect the transmission connection structure and improves the overall structural compactness.

[0116] Based on the above embodiments, the positions of the connection points between the transmission assembly 4 and the driving member 11, as well as the connection points between the transmission assembly 4 and the driven member 21, are all adjustable. This adjustability allows the transmission assembly 4 to adapt to different installation spaces or seat structure layouts, improving the versatility and assembly flexibility of the device.

[0117] In some embodiments, the seat adjustment device may further include a housing. The housing is configured to enclose at least the portion of the transmission assembly 4 located outside the first mounting base 14 and the second mounting base 23. Alternatively, in some embodiments, the housing may completely enclose the entire transmission assembly 4.

[0118] In the above embodiments, the housing not only serves to prevent dust and foreign objects from entering, but also effectively reduces operating noise during the transmission process.

[0119] In some embodiments, the driving member 11 and the driven member 21 are lead screws.

[0120] In some embodiments, the adjustment of the seat's height or horizontal position is accomplished by a power component 3 located on one side, as follows:

[0121] The motor 33 outputs rotational torque through its output shaft, driving the worm 32 to rotate; the worm 32 meshes with the worm wheel 31 fixed on the driving member 11, thereby driving the driving member 11 to rotate around its axis. The driving member 11 is a lead screw structure, and a first transmission wheel 41 is provided on its outer periphery (the first transmission wheel 41 can be a pulley structure directly machined on the driving member 11, or an independent wheel body fixedly connected to it).

[0122] The transmission belt 42 is wound between the first transmission wheel 41 and the second transmission wheel located on the driven member 21, synchronously transmitting the rotational motion of the driving member 11 to the driven member 21. The driven member 21 is also a lead screw structure, and its rotation is driven by the transmission belt 42, thereby maintaining coordinated rotation with the driving member 11.

[0123] The second end of the driving member 11 passes through the first sleeve 12 and is threadedly engaged with the first threaded fitting 13 fixed therein; the second end of the driven member 21 passes through the second sleeve 22 and is threadedly engaged with the second threaded fitting fixed therein. When the driving member 11 and the driven member 21 rotate synchronously, they each generate helical side effects with their respective corresponding threaded fittings, producing linear displacement along the axial direction.

[0124] The first mounting base 14 is connected to the first end of the driving member 11 and fixed to the seat, and the second mounting base 23 is connected to the first end of the driven member 21 and also fixed to the seat. Since the connection between the mounting base and the end of the lead screw allows rotation but transmits axial force, the axial displacement of the driving member 11 and the driven member 21 is synchronously transmitted to the seat through the first mounting base 14 and the second mounting base 23, so that the seat can achieve a smooth adjustment of its height or level position relative to the base plate.

[0125] Some embodiments of this utility model also provide a vehicle seat, which includes a seat and the aforementioned seat adjustment device.

[0126] In some embodiments, vehicle seats may be applied to vehicles such as cars or trains.

[0127] The seat adjustment mechanism is used to adjust the seat height or horizontal position. This mechanism can also support a zero-gravity adjustment mode, which, by coordinating seat height, backrest angle, and cushion posture, increases the angle between the occupant's torso and thighs to over 120°, closely resembling the natural relaxed state of the human body in a microgravity environment. This helps reduce lumbar load and improves comfort during long journeys.

[0128] Based on the above embodiments of the present invention, in the absence of explicit denial or conflict, the technical features of one embodiment can be advantageously combined with one or more other embodiments.

[0129] Although specific embodiments of the present invention have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of the present invention. Those skilled in the art should understand that modifications can be made to the above embodiments or equivalent substitutions can be made to some technical features without departing from the scope and spirit of the present invention. The scope of the present invention is defined by the appended claims.

Claims

1. A seat adjustment device, characterized in that, include: A first adjustment component (1) and a second adjustment component (2) are configured to be connected to the seat respectively. The first adjustment component (1) includes an active component (11), and the second adjustment component (2) includes a driven component (21). The power assembly (3) is connected to the driving member (11) to output a driving force to the driving member (11) to rotate it; as well as The transmission assembly (4) connects the driving member (11) and the driven member (21) to synchronously transmit the rotational motion of the driving member (11) to the driven member (21).

2. The seat adjustment device according to claim 1, characterized in that, The transmission assembly (4) includes: A first drive wheel (41) is disposed on the drive member (11) and is configured to rotate with the drive member (11); The second transmission wheel is disposed on the driven member (21); and A transmission belt (42) is wound between the first transmission wheel (41) and the second transmission wheel to transmit the rotational motion of the first transmission wheel (41) to the second transmission wheel.

3. The seat adjustment device according to claim 2, characterized in that, The transmission belt (42) is a friction transmission belt, and the first transmission wheel (41) and the second transmission wheel are pulleys that match the friction transmission belt. Alternatively, the transmission belt (42) is a meshing transmission belt, and the first transmission wheel (41) and the second transmission wheel are synchronous pulleys that match the meshing transmission belt.

4. The seat adjustment device according to claim 2, characterized in that, The first transmission wheel (41) is fixedly connected to the driving member (11), or the first transmission wheel (41) and the driving member (11) are integrally formed; and / or, the second transmission wheel is fixedly connected to the driven member (21), or the second transmission wheel and the driven member (21) are integrally formed.

5. The seat adjustment device according to claim 1, characterized in that, The transmission assembly (4) includes: A first sprocket, disposed on the driving member (11), is configured to rotate with the driving member (11); The second sprocket is disposed on the driven member (21); and A drive chain is wound between the first sprocket and the second sprocket to transmit the rotational motion of the first sprocket to the second sprocket.

6. The seat adjustment device according to claim 5, characterized in that, The first sprocket is fixedly connected to the driving member (11), or the first sprocket and the driving member (11) are integrally formed; and / or, the second sprocket is fixedly connected to the driven member (21), or the second sprocket and the driven member (21) are integrally formed.

7. The seat adjustment device according to any one of claims 1 to 6, characterized in that, The first adjustment component (1) further includes: The first sleeve (12) is hollow and has an open end; The first threaded fitting (13) is fixedly disposed inside the first sleeve (12); and A first mounting base (14) is provided at the first end of the active member (11) and allows the active member (11) to rotate relative to it; The second end of the active component (11) passes through the open end of the first sleeve (12) and is threaded into the first sleeve (12), and is threaded into the first threaded component (13).

8. The seat adjustment device according to claim 7, characterized in that, The first adjustment component (1) further includes: A first limiting member (15) is fixedly disposed within the first mounting base (14) and sleeved on the first end of the driving member (11). The first limiting member (15) is configured to axially and radially limit the driving member (11) and allow the driving member (11) to rotate relative to the first limiting member (15); and / or The second limiting member (16) is disposed inside the first sleeve (12) and sleeved on the second end of the active member (11). The second limiting member (16) is configured to move axially with the active member (11) and cooperate with the first threaded engagement member (13) to axially limit the active member (11). The second limiting member (16) is also configured to abut against the inner wall of the first sleeve (12) when the active member (11) and the first sleeve (12) are radially offset to radially limit the active member (11).

9. The seat adjustment device according to claim 7, characterized in that, The second adjustment component (2) further includes: The second sleeve (22) has a hollow structure and an open end; The second threaded fitting is fixedly disposed inside the second sleeve (22); and A second mounting base (23) is provided at the first end of the follower (21) and allows the follower (21) to rotate relative to it; The second end of the driven member (21) passes through the open end of the second sleeve (22) and is threaded into the second sleeve (22), and is threadedly engaged with the second threaded fitting.

10. The seat adjustment device according to claim 9, characterized in that, The transmission assembly (4) is connected to the shaft segment of the driving member (11) located between the first sleeve (12) and the first mounting base (14), and is also connected to the shaft segment of the driven member (21) located between the second sleeve (22) and the second mounting base (23).

11. The seat adjustment device according to claims 1 to 6, characterized in that, The driving member (11) and the driven member (21) are lead screws.

12. The seat adjustment device according to claim 1, characterized in that, The power assembly (3) includes: Worm gear (31) is provided on the driving member (11); The worm (32) meshes with the worm wheel (31) for transmission; and The motor (33) drives the worm gear (32).

13. A vehicle seat, characterized in that, Includes a seat and a seat adjustment device according to any one of claims 1 to 12.

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