Vehicle seats with rotatable roller air suspension

Abstract

The present invention is an automobile and heavy equipment seat equipped with a roller rotary air suspension. The specific configuration thereof is such that a suspension (10) is provided, and the suspension (10) is equipped with a "C" shaped rail (11) at the bottom and top, an X-link (20) is mounted between the bottom rail (11) and the top rail (11), an air spring (13) is mounted on one side of the suspension (10), and a damper (14) is mounted on the other side of the suspension (10), four shafts (30) are mounted at the front and rear of the bottom and top of the X-link (20), and rollers (40) are mounted at both ends of the shafts (30), wherein the rollers (40) are located inside the "C" shaped rail (11), the center axis (X1) of the "C" shaped rail (11) and the center axis (X2) of the shafts (30) are misaligned (X1≠ X2), and the height (H) of the inner circumference of the "C" shaped rail (11) is such that the rollers (40) are located inside the rail (11). The upper surface of the "C" shaped rail (11) is formed as a surface contact portion (C1) that contacts the roller (40) and the lower surface of the "C" shaped rail (11) is formed as a gap portion (S) that does not contact the roller (40), so that when the X-link (20) moves up and down, the roller (40) rolls along the "C" shaped rail (11).

Description

Technology Field

[0001] The present invention relates to an automobile and heavy equipment seat equipped with an air suspension, and more specifically, to an automobile and heavy equipment seat equipped with a roller rotary air suspension configured such that a roller, which operates during the lifting and lowering movement of an X-link among the components of the air suspension mounted on the bottom surface of the seat to mitigate shocks transmitted to the driver when driving on rough roads, rotates inside a rail and moves in a linear motion. Background Technology

[0002] If the cushioning of automotive and heavy equipment seats is insufficient, drivers are exposed to continuous vibrations and shocks transmitted from the road, leading to increased fatigue. These vibrations place a burden on the musculoskeletal system, including the lower back, neck, and shoulders, which can cause health problems such as back pain, herniated discs, and numbness in the hands and feet during prolonged driving.

[0003] Furthermore, accumulated fatigue leads to reduced concentration, increasing the risk of drowsy driving and adversely affecting vehicle control capabilities, posing a significant threat to safe driving. Additionally, if the seat fails to properly absorb shock, the impact is transferred to the equipment or components mounted on the seat, resulting in reduced durability.

[0004] Suspension is installed on the underside of the seat to cushion shocks transmitted from the road surface while driving, thereby reducing driver fatigue and promoting safe driving. By equipping the suspension with dampers, air springs, height valves, and balance valves, the seat height from the road surface is always maintained at a constant level even when the vehicle vibrates up and down due to road shocks, thus contributing to comfortable and safe driving.

[0005] The X-Link system, commonly used in suspensions equipped with air springs and dampers, involves rollers moving along rails to perform lifting motions. As the rollers move in a sliding manner within the rails and perform repetitive motions, wear occurs due to friction between the rollers and the rails.

[0006] If imbalance occurs in the rollers due to wear, the precision of the suspension's lifting motion deteriorates, leading to a significant decrease in vibration absorption performance. This issue is pointed out as a problem that not only causes severe noise by leading to collisions between parts during prolonged use, but also further increases driver fatigue, particularly when driving on rough terrain. The problem to be solved

[0007] Accordingly, the present invention is designed to solve the aforementioned conventional problems and aims to provide an automobile and heavy equipment seat equipped with a roller rotary air suspension, wherein the roller (40) is configured to roll rather than slide inside the rail (11) in an air suspension (10) that moves up and down in an X-link (20) manner, thereby preventing uneven wear of the roller (40) and improving vibration absorption performance. means of solving the problem

[0008] A specific means for solving the problem of an automobile and heavy equipment seat equipped with a roller rotary air suspension according to the present invention comprises: a suspension (10); the suspension (10) is provided with "C"-shaped rails (11) at the bottom and top; an X-link (20) is mounted between the bottom rail (11) and the top rail (11); an air spring (13) is mounted on one side of the suspension (10); a damper (14) is mounted on the other side of the suspension (10); four shafts (30) are mounted at the front and rear of the bottom and top of the X-link (20); rollers (40) are mounted at both ends of the shafts (30); the rollers (40) are located inside the "C"-shaped rail (11), wherein the center axis (X1) of the "C"-shaped rail (11) and the center axis (X2) of the shafts (30) are misaligned (X1 ≠ X2), and the inner surface of the "C"-shaped rail (11) The height (H) is greater than the outer diameter (D1) of the roller (40) located inside the rail (11) (H > D1), and the upper surface inside the "C"-shaped rail (11) is formed as a surface contact portion (C1) that contacts the roller (40), and the lower surface inside the "C"-shaped rail (11) is formed as a gap portion (S) that does not contact the roller (40), so that when the X-link (20) moves up and down, the roller (40) rolls along the "C"-shaped rail (11). Effects of the invention

[0009] When using a car and heavy equipment seat equipped with a roller rotary air suspension according to the present invention, the roller (40) mounted inside the "C"-shaped rail (11) rolls while in contact with the upper surface of the "C"-shaped rail (11), and the roller (40) mounted outside the "C"-shaped rail (11) rolls while in contact with the extension (12) on the lower surface of the "C"-shaped rail (11), thereby preventing uneven wear of the roller (40) in advance and blocking the element of play, the vibration absorption performance of the suspension (10) is stably maintained, and ultimately, the effect of significantly reducing driver fatigue occurs. Brief explanation of the drawing

[0010] FIG. 1 is a perspective view of a typical automobile and heavy equipment seat with suspension. FIG. 2 is a perspective view and a side view illustrating the structure of a general suspension. FIG. 3 is a perspective view illustrating operational problems of a general suspension. FIG. 4 is an exploded perspective view illustrating a roller rotary air suspension of the present invention. FIG. 5 is a cross-sectional view along line AA and a cross-sectional view along line BB Specific details for implementing the invention

[0011] Hereinafter, the technical configuration and effects of a preferred embodiment capable of achieving the objectives of the present invention will be described with reference to the attached drawings and in comparison with the prior art, wherein identical configurations are described using the same reference numerals, and if a detailed description of known functions, configurations, or systems related to the present invention is merely an elaboration that does not correspond to the gist of the present invention, such detailed description will be omitted.

[0012] FIG. 1 is a perspective view of a general automobile and heavy equipment seat (1) with a suspension (10) applied. FIG. 1 shows a seat (1) that is installed in automobiles, construction heavy equipment and large buses that experience severe vibration and shock during operation, and the seat (1) is supported by the suspension (10) and alleviates vibration and shock occurring during operation in real time.

[0013] The height of the above seat (1) can be easily set to a position preferred by the driver by operating the operating lever (15) mounted on the front of the suspension (10) in a one-touch manner.

[0014] FIG. 2 is a perspective view and a side view for explaining the structure of a general suspension (10). As shown in FIG. 2, the suspension (10) is fixedly installed on the floor of the driver's seat, and the suspension (10) has a lower rail (11) located where it contacts the floor and an upper rail (11) located where it contacts the seat (1), and an X-link (20) for adjusting the height of the seat (1) is installed between the lower rail (11) and the upper rail (11), so that the height of the seat (1) is set by the lifting movement of the X-link (20).

[0015] As indicated by arrow ① in Fig. 2(a), the lifting and lowering movement of the suspension (10) is made possible by an air spring (13) mounted between the lower rail (11) and the upper rail (11). The air spring (13) is configured to expand and contract by compressed air to drive the lifting and lowering movement of the X-link (20) in the suspension (10).

[0016] As shown in FIG. 2, the air spring (13) is mounted on one side of the suspension (10), and the damper (14) is mounted on the other side of the suspension (10). The damper (14) performs the function of setting the sensitivity of shocks transmitted during operation to feel soft or hard.

[0017] Meanwhile, as shown in FIG. 2(b), the operating lever (15) is mounted at the front of the suspension (10) so that it is easy for the driver to hold and operate it with their hand while sitting on the seat (1). In addition to the operating lever (15) and the air spring (13), an air compressor, an inlet hose, an outlet hose, and various wires are provided to set the height of the seat (1). However, since this technology is a known technology, a detailed description thereof will be omitted.

[0018] FIG. 3 is a perspective view to explain the operational problems of a general suspension (10). FIG. 3 shows only one side of a rail (11) mounted symmetrically to explain the operation of the X-link (20) in detail, and four shafts (30) are mounted on the lower and upper front and rear of the X-link (20), and rollers (40) are mounted on both ends of the shafts (30).

[0019] The roller (40) is positioned on the rail (11), and when the X-link (20) moves up and down as indicated by arrow ② in FIG. 3, it performs a linear motion along the upper rail (11) and the lower rail (11) as indicated by arrow ③, thereby allowing the cushioning function of the suspension (10) to operate smoothly.

[0020] However, there is a fatal problem with the roller (40) of the conventional suspension (10). As shown in the enlarged view in FIG. 3, the height (H) of the inner circumference of the “C”-shaped rail (11) and the outer diameter (D1) of the roller (40) fitted into the rail (11) are the same (H=D1). Therefore, when the X-link (20) moves up and down, the roller (40) slides rather than rolls as it moves in a straight line along the rail (11), causing one side of the roller (40) to wear out due to friction.

[0021] That is, when the roller (40) and the rail (11) are in contact, the roller (40) slides rather than rolls due to the structure, and if used for a long time, wear occurs due to friction, making the lifting motion uneven.

[0022] If an imbalance occurs in the movement of the roller (40) due to wear, the precision of the lifting motion of the suspension (10) is reduced, and the vibration absorption performance is significantly reduced. This problem leads to collisions between parts during long-term use, causing severe noise, and further increases driver fatigue, especially when driving on rough roads.

[0023] The present invention proposes a configuration in which a roller (40) in a suspension (10) can roll without moving in a sliding manner inside a rail (11) in order to solve the problem of the prior art.

[0024] FIG. 4 is an exploded perspective view for explaining the roller rotary air suspension of the present invention, and only one side of the rail (11) mounted symmetrically on the left and right is shown in order to explain in detail the "C" shaped rail (11) having an extension part (12) formed at the bottom.

[0025] Four shafts (30) are mounted on the lower and upper front and rear of the X-link (20), and as shown inside the ellipse by drawing out with an arrow in FIG. 4, insertion grooves (31) are formed at both ends of the shafts (30), and a shaft rod (32) is inserted into the insertion groove (31), and a guide roller (41) and a roller (40) are sequentially inserted into the shaft rod (32), and then firmly assembled through a piece (42).

[0026] Since it is desirable to machine the outer diameter of the shaft (32) smoothly so that the rolling of the roller (40) and the guide roller (41), which are assembled to make surface contact with the shaft (32), operates smoothly, the shaft (30) and the shaft (32) are separated to easily machine the outer surface of the shaft (32).

[0027] The cross-sectional view of line AA in FIG. 5 is a cross-sectional view for explaining the problem of wear of the roller (40) in the conventional suspension (10) shown in FIG. 3, in which the height (H) of the inner circumference of the “U” rail (11) and the outer diameter (D1) of the roller (40) fitted into the rail (11) are the same (H = D1), and the center axis (X1) of the rail (11) and the center axis (X2) of the shaft (30) coincide (X1 = X2).

[0028] In this state, when the X-link (20) moves up and down, as the roller (40) moves in a straight line along the rail (11), the roller (40) slides rather than rolls, and one side of the roller (40) is worn down due to friction. If an imbalance occurs in the movement of the roller (40) due to the wear, the precision of the lifting motion of the suspension (10) is reduced, and the vibration absorption performance is significantly reduced.

[0029] The BB line cross-sectional view of FIG. 5 is a cross-sectional view for explaining the configuration in which a roller (40) rotates in the suspension (10) according to the present invention shown in FIG. 4, wherein a guide roller (41) and a roller (40) are sequentially mounted on one side of the shaft (30) while maintaining the same axis as the shaft (30).

[0030] The characteristics of the above guide roller (41) and roller (40) are that the outer diameter (D2) of the guide roller (41) is larger than the outer diameter (D1) of the roller (40) (D1 < D2), the height (H) of the inner surface of the "U" shaped rail (11) is larger than the outer diameter (D1) of the roller (40) located inside the rail (11) (H > D1), and the center axis (X1) of the rail (11) and the center axis (X2) of the shaft (30) are misaligned (X1 ≠ X2).

[0031] When assembled under the above conditions, the upper surface inside the "C" shaped rail (11) is formed as a surface contact portion (C1) that comes into contact with the roller (40), and the lower surface inside the "C" shaped rail (11) is formed as a gap portion (S) that does not come into contact with the roller (40).

[0032] Additionally, an extension (12) is formed at the bottom of the "U" shaped rail (11), and a guide roller (41) is positioned on the extension (12). By configuring the extension (12) and the guide roller (41) to come into contact, a surface contact portion (C2) is created.

[0033] Accordingly, when the X-link (20) moves up and down, the guide roller (41) located outside the "C"-shaped rail (11) rolls smoothly due to the surface contact portion (C2) created at the extension portion (12) of the "C"-shaped rail (11), and the roller (40) located inside the "C"-shaped rail (11) rolls smoothly due to the surface contact portion (C1) created on the upper surface of the "C"-shaped rail (11), thereby fundamentally preventing uneven wear of the roller (40), so that the vibration absorption performance through the suspension (10) is continuously and excellently exhibited.

[0034] As described above, when using a car and heavy equipment seat equipped with a roller rotary air suspension according to the present invention, the roller (40) mounted inside the "C"-shaped rail (11) rolls while in contact with the upper surface of the "C"-shaped rail (11), and the roller (40) mounted outside the "C"-shaped rail (11) rolls while in contact with the extension (12) on the lower surface of the "C"-shaped rail (11), thereby preventing uneven wear of the roller (40) in advance and eliminating the element of play, the vibration absorption performance of the suspension (10) is stably maintained, and ultimately, the effect of significantly reducing driver fatigue occurs. Explanation of the symbols

[0035] 1 : Sheet 10: Suspension 11 : Rail 12: Extension part 13 : Air spring 14 : Damper 15 : Control lever 20 : X-Link 30 : Shaft 31 : Insertion slot 32 : Blessing 40 : Roller 41 : Guide roller 42 : Peace H: Height D1, D2: Outer diameter X1, X2: Central axis C1, C2: Contact area S : Separation

Claims

Claim 1 A suspension (10) is provided, and the suspension (10) is equipped with a "C" shaped rail (11) at the bottom and top, and an X-link (20) is mounted between the bottom rail (11) and the top rail (11), and an air spring (13) is mounted on one side of the suspension (10), and a damper (14) is mounted on the other side of the suspension (10), and four shafts (30) are mounted at the front and rear of the bottom and top of the X-link (20), and rollers (40) are mounted at both ends of the shafts (30), and the rollers (40) are located inside the "C" shaped rail (11), wherein the center axis (X1) of the "C" shaped rail (11) and the center axis (X2) of the shaft (30) are misaligned (X1≠ X2), and the height (H) of the inner circumference of the "C" shaped rail (11) is such that the rollers (40) are located inside the rail (11). An automobile and heavy equipment seat equipped with a roller rotary air suspension, characterized in that the upper surface of the "C" shaped rail (11) is larger than the outer diameter (D1) (H > D1), and the upper surface is formed as a surface contact portion (C1) that contacts the roller (40) and the lower surface of the "C" shaped rail (11) is formed as a gap portion (S) that does not contact the roller (40), so that when the X-link (20) moves up and down, the roller (40) rolls along the "C" shaped rail (11). Claim 2 An automobile and heavy equipment seat equipped with a roller rotary air suspension, characterized in that, in claim 1, a guide roller (41) is mounted between the shaft (30) and the roller (40) and the guide roller (41) is positioned on the outside of the "C" shaped rail (11), the outer diameter (D2) of the guide roller (41) is larger than the outer diameter (D1) of the roller (40) (D1 < D2), an extension part (12) is formed at the bottom of the "C" shaped rail (11), and a surface contact part (C2) is formed by the extension part (12) and the guide roller (41) coming into contact with each other on the extension part (12).

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