CN115352333B

CN115352333B - Seat shock absorber of integrated valve mechanism

Info

Publication number: CN115352333B
Application number: CN202210805599.0A
Authority: CN
Inventors: 费超; 李晓宇; 程炼
Original assignee: Yanfeng International Seating Systems Co Ltd
Current assignee: Yanfeng International Seating Systems Co Ltd
Priority date: 2022-07-08
Filing date: 2022-07-08
Publication date: 2024-03-19
Anticipated expiration: 2042-07-08
Also published as: CN115352333A

Abstract

The utility model discloses a seat shock absorber of an integrated valve mechanism, which is provided with the integrated valve mechanism on a fork arm, wherein the front end of the integrated valve mechanism is hinged to the front end of the fork arm, and the rear end of the integrated valve mechanism is hinged to the central hinge point of the fork arm; the integrated valve mechanism and the stay wire mechanism are matched to control the charging and discharging of the air bag, so that the gear adjustment of the height of the seat shock absorber is realized, meanwhile, the self-adaption of the air bag is controlled to absorb vibration generated in the running process at different height positions, on one hand, the air inflow and the air outflow can be strictly controlled through the adjusting mechanism of the gear, and the height can be accurately controlled by people. And the height can be accurately adjusted during running without the occurrence of the position which is easy to be too high or too low in the standard patent. On the other hand, through integrative valve mechanism, reduce the accumulated tolerance that produces in the part design for the cost is reduced, and the structure is light-weighted, installs through the form of lock joint simultaneously, has still reduced man-hour and has promoted production efficiency.

Description

Seat shock absorber of integrated valve mechanism

Technical Field

The utility model relates to the field of commercial vehicle seats, in particular to a seat shock absorber of an integrated valve mechanism.

Background

Traditional commercial car seat shock absorber does not possess the height-adjusting function of self-adaptation, and extra height-adjusting mechanism is required when using on the seat that needs the height-adjusting.

Such as Chinese patent publication No.: CN214001435U, a car seat airbag adjusting shock absorber is disclosed. Comprises a top frame, a bottom frame, an outer shear blade holder, an inner shear blade holder, an air bag, a damper and a control mechanism; the outer shear rest is rotationally connected with the inner shear rest, and two ends of the outer shear rest are respectively connected with the top frame and the bottom frame; two ends of the inner shear rest are respectively connected with the top frame and the bottom frame; the air bag is connected with the bottom frame and the inner scissor frame; the damper is connected with the outer shear frame and the inner shear frame; the control mechanism comprises a valve, a rotating plate, a cam, a inhaul cable, a spring and a rotating shaft; both the inhaul cable and the rotating shaft are arranged on the inner shear blade carrier; the rotating plate is rotationally connected to the rotating shaft; the inhaul cable is matched with the rotating plate. The utility model has good damping effect and height adjusting function, and can avoid excessive inflation and deflation of the air bag. But the product does not have a gear adjusting function, the height adjustment of the product completely depends on the perception of an operator to manually control the starting and stopping of the air bag, and meanwhile, the product cannot realize the damping function of the instantaneous change of the load through the air bag.

Another example is chinese patent publication No.: CN102019864a, a vehicle seat shock absorber in which a seat shock absorber and a lifter are integrated is disclosed. The deflector rod on the upper bracket drives the control valve fixing plate and the mechanical valve to move, and the air inlet and outlet switch of the mechanical valve is controlled by the control plate, so that the effect of controlling the air quantity in the air bag is achieved, and the seat is automatically balanced; the position of the rotating plate control plate is controlled by rotating the lifting screw, so that the adjustment of the height of the seat is realized. Compared with the prior art, the utility model has the advantages of long service life, automatic balance, pneumatic adjustment of the height of the seat and suitability for different people. The driving lever, the lifting screw and the control valve in the product are arranged one by one in the installation process of the shock absorber, and the driving lever and the lifting screw control valve can be installed after various fixing plates are installed. After this set of installations, the tolerance stack up will also become large. The front end of the lifting screw rod is large in section and leaks outwards, the loading space requirement is higher, and interference is caused to unlocking of the manual sliding rail. When the body is required to tilt forward during height adjustment, the lifting screw is rotated, so that the operation is uncomfortable and the ergonomics are not met.

Disclosure of Invention

In order to achieve the above purpose, the technical scheme adopted by the utility model is as follows:

the seat shock absorber of the integrated valve mechanism comprises fork arms, a shock absorber frame, an air bag fixing bracket, a damper, an air bag, an air valve and a stay wire for controlling the air valve,

the front end of the integrated valve mechanism is hinged to the front end of the fork arm, and the rear end of the integrated valve mechanism is hinged to the central hinge point of the fork arm;

the integrated valve mechanism and the stay wire mechanism are matched to control the inflation and the deflation of the air bags, so that the gear adjustment of the height of the seat shock absorber is realized, and meanwhile, the air bags are controlled to be self-adaptively used for absorbing vibration generated in the running process at different height positions.

In a preferred embodiment of the present utility model, further comprising:

the fork arm consists of an inner fork arm bracket and an outer fork arm bracket;

the inner fork arm support and the outer fork arm support are hinged through a middle pipe, so that stress distribution on two sides of the fork arms is balanced.

In a preferred embodiment of the present utility model,

the air bag fixing support is arranged on the inner fork arm support.

In a preferred embodiment of the present utility model, both ends of the damper are hinged to the airbag fixing bracket and the outside yoke bracket, respectively.

In a preferred embodiment of the utility model, the damper is centrally located in the yoke.

In a preferred embodiment of the utility model, the integral valve mechanism comprises: the device comprises an integrated bracket, an adjusting block, a triggering block and an air valve;

the integrated valve mechanism is respectively hinged on the middle pipe and the outer fork arm bracket through the integrated bracket;

the adjusting block is also hinged on the middle pipe through the integral bracket, and the rear end of the integral bracket and the adjusting block can coaxially rotate around the middle pipe;

the trigger block is hinged to the integral bracket, and the adjusting block is positioned on one side of the trigger block;

the air valve is fixed on the integral bracket and is positioned on the other side of the trigger block;

the stay wire mechanism controls the adjusting block to rotate, and the adjusting block pushes the trigger block to synchronously rotate, so that the air valve is switched in the inflation state, the deflation state and the closing state, and further the seat shock absorber is controlled to work in the heightening state, the lowering state and the balance shock absorption state;

when the seat shock absorber is in a heightening state, the stay wire mechanism controls the regulating block to rotate anticlockwise from an original balance position, and pushes the trigger block to synchronously rotate anticlockwise so as to squeeze the air inlet valve on the air valve to lift the fork arm under the pushing of the air bag, and the stay wire mechanism drives the regulating block and the trigger block to return gradually in the lifting process to finally finish the set gear heightening;

when the seat shock absorber is in a lowering state, the stay wire mechanism controls the regulating block to rotate clockwise away from an original balance position, and pushes the trigger block to synchronously rotate clockwise so as to squeeze the air inlet valve on the air valve to enable the supporting force of the air bag on the fork arm to be lowered, the height of the fork arm is lowered, and the stay wire mechanism drives the regulating block and the trigger block to return gradually in the lowering process to finally finish the lowering of a set gear;

or:

when the seat shock absorber is in a heightening state, the stay wire mechanism controls the regulating block to rotate clockwise away from an original balance position, and pushes the trigger block to synchronously rotate clockwise so as to squeeze the air inlet valve on the air valve to lift the fork arm under the pushing of the air bag, and the stay wire mechanism drives the regulating block and the trigger block to return gradually in the lifting process to finally finish the heightening of a given gear;

when the seat shock absorber is in a lowering state, the stay wire mechanism controls the regulating block to rotate anticlockwise from an original balance position, and pushes the trigger block to synchronously rotate anticlockwise so as to squeeze the air inlet valve on the air valve to enable the supporting force of the air bag on the fork arm to be lowered, the height of the fork arm is lowered, and the stay wire mechanism drives the regulating block and the trigger block to return gradually in the lowering process, so that the set gear lowering is finally completed;

when the seat shock absorber is in a balanced shock absorption state, if the top load of the seat shock absorber is increased instantaneously, the fork arm is in a decreasing trend, the adjusting block is rotated away from the original balance position under the control of the wire pulling mechanism, the seat shock absorber is caused to enter a heightening state instantaneously so as to counteract impact, when the seat shock absorber is ultrahigh after the impact is eliminated, the wire pulling mechanism drives the adjusting block to rotate reversely, so that the height of the seat shock absorber is lowered, and the seat shock absorber returns to the original position again, and vice versa.

In a preferred embodiment of the present utility model,

the rear end of the integral bracket is hinged on the middle pipe through a bracket bayonet;

the adjusting block is hinged on the outer wall of the bayonet of the bracket through an adjusting block bayonet, so that the adjusting block can rotate around the outer wall of the bracket opening;

the front end of the adjusting block is also provided with an adjusting block first touch point and an adjusting block second touch point, the front end of the triggering block is respectively provided with a triggering block first front contact and a triggering block second front contact, and the rear end of the triggering block is respectively provided with a triggering block first rear contact and a triggering block second rear contact;

when the regulating block rotates anticlockwise under the control of the inhaul cable mechanism, the first touch point of the regulating block pushes the triggering quick first rear contact to enable the triggering block to synchronously rotate, so that the first front contact of the triggering block extrudes the air valve;

when the regulating block rotates clockwise under the control of the inhaul cable mechanism, the second touch point of the regulating block pushes the second rear contact of the triggering block to enable the triggering block to rotate synchronously, so that the second front contact of the triggering block extrudes the air valve.

In a preferred embodiment of the present utility model, the front end of the integral bracket is hinged to the transverse tube of the outer yoke bracket through an arc opening.

In a preferred embodiment of the present utility model, the wire pulling mechanism includes: the stay wire, the spring and the stay wire fixing piece;

one end of the spring is fixed on a hanging point of the adjusting block, and the other end of the spring is fixed on a transverse tube of the outer fork arm bracket;

one end of the stay wire is also fixed on the hanging point;

the stay wire fixing piece is arranged on the air bag fixing support, and one end of the stay wire penetrates through the stay wire fixing piece to be connected with the hanging point, so that acting force of the stay wire and the spring to the adjusting block is located on the same plane.

In a preferred embodiment of the present utility model, the wire pulling mechanism further comprises: a handle and a handle base;

the handle base is arranged on the shock absorber frame;

the handle is hinged on the handle base, and the other end of the stay wire is connected with the handle, so that the extension length of the stay wire is changed by rotating the handle.

In a preferred embodiment of the utility model, a locking piece is also arranged in the handle, at least one locking groove is arranged on the handle base, the locking piece rotates along with the handle, and the locking piece is clamped into the locking groove during rotation, so that an adjusting gear of the seat damper is formed.

In a preferred embodiment of the present utility model, the air valve is provided with an air inlet valve and an air outlet valve, and the first front contact of the trigger block and the second front contact of the trigger block respectively press the air inlet valve and the air outlet valve to achieve air inlet rising and air outlet lowering of the air bag.

In a preferred embodiment of the utility model, the integrated bracket further comprises a fixing piece, the fixing piece is hinged on the middle tube together with the bracket bayonet through the fixing piece bayonet, the outer surface of the fixing piece bayonet is attached to the bracket bayonet, and the fixing piece can rotate around the bracket bayonet.

In a preferred embodiment of the present utility model, a fixing member latch is further provided on one side of the fixing member, and the fixing member latch is clamped on the air bag fixing support, so that the fixing member rotates synchronously during the ascending process of the middle tube, and the rear end of the integral support is prevented from falling off the middle tube.

In a preferred embodiment of the present utility model,

a fork arm front fixing part is also arranged on the transverse tube of the outer fork arm bracket;

the integrated bracket is clamped on the front fixing part of the fork arm through a bracket clamping tongue, so that the integrated bracket is prevented from swinging laterally;

the other end of the spring is fixed on the transverse tube of the outer fork arm bracket through the front fork arm fixing part.

The utility model has the beneficial effects that:

according to the seat shock absorber with the integrated valve mechanism, on one hand, through the gear adjusting mechanism, the air inflow and the air outflow can be strictly controlled, so that a person can accurately control the height. And the height can be accurately adjusted during running without the occurrence of the position which is easy to be too high or too low in the standard patent. On the other hand, through integrative valve mechanism, reduce the accumulated tolerance that produces in the part design, reduce the part cost, make the product lightweight, install through the form of lock joint simultaneously, still reduced man-hour and promoted production efficiency.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below.

FIG. 1 is an overall schematic view of a shock absorber skeleton of the present utility model.

Fig. 2 is a schematic diagram of the yoke structure of the present utility model.

Fig. 3 is a top view of fig. 2 of the present utility model.

Fig. 4 is an exploded view of the yoke of the present utility model.

Fig. 5 is an exploded schematic view of the yoke, the upper frame of the damper and the lower frame of the damper of the present utility model.

Fig. 6 is a schematic view of a shock absorber skeletal exterior rotating frame of the present utility model.

Fig. 7 is an exploded view of the integrated valve mechanism of the present utility model.

Fig. 8 is a schematic view of the structure of the integrated bracket, adjustment block and trigger block of the present utility model.

Fig. 9 is a schematic view of an integrated bracket structure of the present utility model.

Fig. 10 is a schematic view of the integrated bracket, adjustment block and mount of the present utility model.

Fig. 11 is a schematic view of the assembly of the fastener of the present utility model.

Fig. 12 is a second schematic view of the assembly of the fastener of the present utility model.

Fig. 13 is a schematic diagram of the trigger block structure of the present utility model.

Fig. 14 is a schematic diagram of the utility model with trigger block added to the state of fig. 10.

Fig. 15 is a schematic view of the air valve structure of the present utility model.

Fig. 16 is a schematic view of an integrated bracket structure of the present utility model.

Fig. 17 is a schematic view of an integrated bracket structure of the present utility model.

Fig. 18 is an enlarged view of a portion of the contact between the trigger block and the gas valve of the present utility model.

Fig. 19 is a semi-sectional perspective view of the seat cushion of the present utility model.

FIG. 20 is an isometric view of a trigger block and air valve of the present utility model.

FIG. 21 is a schematic view of the assembly between the integrated valve mechanism and yoke of the present utility model.

Fig. 22 is a schematic view of the assembly of the integrated valve mechanism and pull wire mechanism of the present utility model.

Fig. 23 is a schematic structural view of the stay, spring and stay fixture of the present utility model.

Fig. 24 is an exploded view of the wire pulling mechanism of the present utility model.

Fig. 25 is a schematic view of the assembly of the cable pulling mechanism of the present utility model with a seat cushion.

Fig. 26 is a schematic diagram of the handle rotation versus wire length of the present utility model.

FIG. 27 is a schematic illustration of the operational relationship of the locking tab and the locking groove of the present utility model.

Fig. 28 is a schematic view of the yoke in a raised condition of the present utility model.

Fig. 29 is a schematic representation of the embodiment of fig. 28 of the present utility model.

Fig. 30 is a schematic view of the yoke in a lowered state of the present utility model.

Fig. 31 is a schematic diagram of the embodiment of fig. 30.

Fig. 32 is a side view of fig. 22 of the present utility model.

FIG. 33 is a schematic view of the operation of the integrated valve mechanism and cable pulling mechanism of the present utility model in a shock absorber elevated condition.

FIG. 34 is an enlarged view of a portion of the valve and trigger block of FIG. 33 of the present utility model.

FIG. 35 is a rotational schematic view of the trigger member of the integrated valve mechanism and cable pulling mechanism of the present utility model in the shock absorber elevated condition.

FIG. 36 is a schematic diagram of the valve and trigger of the present utility model returning to a balanced steady state.

Fig. 37 is a schematic view of the operation of the integrated valve mechanism and cable mechanism of the present utility model in a shock absorber lowered state.

FIG. 38 is an enlarged view of a portion of the valve and trigger block of FIG. 37 of the present utility model.

Fig. 39 is a rotational schematic view of the trigger of the integrated valve mechanism and cable pulling mechanism of the present utility model in a shock absorber lowered state.

FIG. 40 is an enlarged partial schematic view of the trigger position of FIG. 39 in accordance with the present utility model.

FIG. 41 is a schematic diagram of the valve and trigger of the present utility model returning to a balanced steady state.

Detailed Description

In the description of the present utility model, it should be noted that the terms "upper", "lower", "left", "right", "inner", "outer", etc. indicate an azimuth or a positional relationship based on that shown in the drawings, and that the longitudinal (X-direction) "" lateral (Y-direction) "" vertical (Z-direction) "is a spatial coordinate system term of the automotive field, are terms of art well known to those skilled in the art, and the above description is for convenience of description and simplification of description, but does not indicate or imply that the apparatus or element to be referred to must have a specific azimuth, be constructed and operated in a specific azimuth, and therefore should not be construed as limiting the present utility model.

The detailed structure of the present utility model is further described below with reference to the accompanying drawings and detailed description.

Referring to the seat damper of the integrated valve mechanism of fig. 1, the skeleton of the damper is mainly composed of a damper frame 200 and a yoke 100.

Referring to fig. 2 to 5, the yoke 100 is formed by hinging an inner yoke bracket 110 and an outer yoke bracket 120 through a middle tube 130, a bushing 132 is disposed between the middle tube 130 and the inner yoke bracket 110 and the outer yoke bracket 120, middle tube stop members 131 are further disposed at both sides of the middle tube 130, and the fixation of the hinge structure is completed by welding the middle tube 130 and the middle tube stop members 131, so that the stress distribution at both sides of the yoke 100 is balanced through the middle tube structure. The front and rear ends of the inner and outer yoke brackets 110 and 120 are penetrated by a transverse tube 101. The damper frame 200 composed of the damper upper frame 210 and the damper lower frame 220 is provided on the yoke 100 through the cross tube 101. An air bag securing bracket 140 is welded to the inboard yoke bracket 110. The damper 600 is hinged to the lateral midpoints of the cross tube 101 of the air bag fixing bracket 140 and the outer yoke bracket 120, respectively, and the damper 600 is more stable during operation by being centrally disposed.

Referring to fig. 6 in combination, a rotating frame 230 may be further installed at the outer circumference of the damper upper frame 210, and the rotating frame 230 is mainly used for installing a seat comfort layer and other accessories.

Referring to fig. 7, an integral valve mechanism 300 is provided on fork arm 100. The integrated valve mechanism 300 mainly includes: the integrated bracket 310, the fixing member 320, the adjusting block 330, the triggering block 340 and the air valve 350.

Referring to fig. 8 to 20, the front end 300a of the integral bracket 310 is hinged to the cross tube 101 of the outer yoke bracket 120 through an arc-shaped arc opening 315, and the rear end 300b thereof is hinged to the middle tube 130 through an arc-shaped bracket bayonet 311. The bracket bayonet 311, the bracket bayonet outer wall 312 and the adjusting block bayonet 331 are all arc-shaped, and the adjusting block 330 is clamped into the bracket bayonet outer wall 312 through the adjusting block bayonet 331 to realize hinging, so that the adjusting block 330 can rotate around the bracket bayonet outer wall 312. A fastener 320 is captured within the bracket bayonet 311 by a fastener bayonet outer surface 322, and the fastener bayonet 321 engages the center tube 130 and is rotatable about the center tube 130 when the bracket bayonet 311 is hinged to the center tube 130. The rotation of the integral bracket 310, the adjustment block 330 and the fixture 320 about the middle tube 130 is all coaxial. To facilitate the assembly of the rear end 300b of the integral bracket 310 with the middle tube 130 by means of a snap fit, the opening arc a of the bracket bayonet 311 may be greater than or equal to 180 °. A handle 323 is further arranged on one side of the fixing piece 320, a fixing piece clamping tongue 324 is arranged below the handle 323, the fixing piece 320 is rotated through the operation of the handle 323, the fixing piece clamping tongue 324 is clamped on the air bag fixing support 140, the fixing piece 320 further enables the hinge bayonet radian A' of the integrated valve mechanism 300 and the middle tube 130 to be reduced in the rotation process of clamping, meanwhile, the fixing piece 320 can also rotate clockwise synchronously in the lifting process of the middle tube 130, the bayonet radian is further reduced, and the rear end of the integrated support 310 is prevented from falling off from the middle tube 130.

The trigger block fixing holes 313 are provided on both the bracket first side wall 318 and the bracket second side wall 317 of the integrated bracket 310, and the trigger block 340 is fixed in the trigger block fixing holes 313 by the shaft 341 so as to complete the hinge of the trigger block 340 with respect to the integrated bracket 310 such that the trigger block 340 is located at the front end 300a side of the adjustment block 330. The front end of the adjusting block 330 is provided with an adjusting block first touch point 334 and an adjusting block second touch point 335. The front end of the trigger block 340 is respectively provided with a trigger block first front contact 344 and a trigger block second front contact 345, and the rear end is respectively provided with a trigger block first rear contact 342 and a trigger block second rear contact 343. When the adjustment block 330 rotates, the adjustment block first touch point 334 and the adjustment block second touch point 335 are respectively contacted with the trigger block first rear contact 342 and the trigger block second rear contact 343, thereby pushing the trigger block 340 to rotate.

The air valve 350 is fixed to the integrated bracket 310 through the air valve fixing hole 314 formed on the bracket second sidewall 317 by a fastener, and the air valve 350 is positioned at the other side of the trigger block 340. The upper part of the gas valve 350 is provided with a gas inlet valve 351 and a gas outlet valve 352, respectively. When the trigger block 340 rotates, the trigger block first front contact 344 and the trigger block second front contact 345 achieve the air intake elevation and the air exhaust depression of the airbag 500 by respectively pressing the air intake valve 351 and the air exhaust valve 352.

When the seat damper is stationary, the trigger block first front contact 344 and the trigger block second front contact 345 do not contact the air valve 350, and the trigger block first rear contact 342 and the trigger block second rear contact 343 synchronously contact the adjustment block first touch point 334 and the adjustment block second touch point 335, so that the trigger block 340 and the adjustment block 330 are in a balanced damping state.

Referring to fig. 21 in combination, a fork front securing portion 111 extending rearward is also provided on the cross tube 101 of the outboard fork arm bracket 120. The integral bracket 310 is clamped on the front fixing part 111 of the fork arm through a bracket clamping tongue 316 arranged at the front end side part of the integral bracket 310, and the side shaking of the integral bracket 310 is prevented by matching with a fixing piece clamping 324 positioned at the other side of the integral bracket 310. All of the drive and valve body mechanisms are integrated into the integrated valve mechanism 300, so that the structure between the parts becomes more compact, and the problem of inaccurate inflation and deflation of the air bag due to accumulated part tolerances is reduced. At the same time, the mechanisms are fixed through the middle tube 130, so that the center of gravity in the fork arm 100 is more inwards concentrated, and the movement is more stable.

Referring to fig. 22 to 25, the wire pulling mechanism 400 includes: a handle 405, a handle base 403, a pull wire 401, a spring 406, a locking tab 404, and a pull wire fixture 402.

The upper portion of the adjustment block 330 is provided with a hanging point 333, and the hanging point 333 includes a spring hanging point 333a and a wire hanging point 333b that are adjacently disposed.

One end of the spring 406 is fixed to the spring hanging point 333a of the adjustment block 330, and the other end thereof is fixed to the yoke front fixing part 111. One end of the wire 401 is fixed to the wire hanging point 333b, and the other end is fixed to the handle 405. The stay wire fixing member 402 is disposed on the air bag fixing support 140, and the stay wire 401 passing through the stay wire fixing member 402 is connected with the stay wire hanging point 333b, so that the acting force of the stay wire 401 and the spring 406 on the adjusting block 330 is located on the same plane, and the purpose of controlling the rotation of the adjusting block 330 is achieved by changing the length of the stay wire 401 and matching with the spring 406.

The handle base 403 is provided on the damper frame 200 (alternatively, may be provided on the rotating frame 230). The handle 405 is hinged to the handle base 403, and rotating the handle 405 changes the extension length of the pull wire.

Referring to fig. 26 and 27, a locking piece 404 is further provided in the handle 405, and a plurality of locking grooves 403a are provided on the handle base 403, and each locking groove 403a corresponds to releasing the fixed length of the pull wire 401 to enable the damper to be adjusted to a high gear. The locking piece 404 rotates along with the handle 405 (as shown by arrow direction in fig. 26), and during rotation, the arc-shaped locking tongue 404b on the rebound part 404a at one end of the locking piece 404 slides into the locking groove 403a to fix the handle 405.

Referring to fig. 28 to 32, the present utility model mainly controls the inflation and deflation of the airbag 500 through the cooperation of the integrated valve mechanism 300 and the stay wire mechanism 400, thereby realizing the gear adjustment of the height of the seat damper, and simultaneously controlling the airbag 500 to adaptively absorb the shock generated during the driving process at different height positions.

The adjusting block 330 is controlled to rotate through the stay wire 401 and the spring 406, and the triggering block 340 is pushed by the adjusting block 330 to synchronously rotate, so that the air valve 350 is switched among the inflation state, the deflation state and the closed state. When the airbag 500 inflates, the airbag 500 supports the inner yoke bracket 110 to be lifted, and thus, the inner and outer yoke brackets 110 and 120 are rotated reversely around the middle tube 130, so that the damper upper frame 210 fixed above the yoke 100 is lifted with respect to the damper lower frame 220 below. When the air bag 500 is deflated to allow the inner yoke bracket 110 and the outer yoke bracket 120 to perform rotational movement in opposite directions when lifted, the damper upper frame 210 is lowered.

Referring to fig. 33 to 36, when the handle 405 is rotated upward, the seat cushion enters a heightened state. The stay 401 is lengthened, the adjusting block 330 rotates anticlockwise (the arrow in the figure is the rotation direction) under the pulling of the spring 406, the first contact point 334 of the adjusting block is continuously contacted with the first rear contact 342 of the triggering block, the second contact point 335 of the adjusting block is separated from the second rear contact 343 of the triggering block, and the triggering block 340 rotates around the shaft 341 (the arrow in the figure is the rotation direction) and presses the air inlet valve 351 through the first front contact 344 of the triggering block. During the continuous raising of the middle tube 130, the stay wire fixing member 402 rotates clockwise (the arrow in the figure is the rotation direction) around the middle tube 130 along with the air bag fixing bracket 140, and the front end 300a of the integral bracket 310 rotates in the opposite direction relative to the front end, and finally the stay wire 401 pulls the adjusting block 330 to rotate clockwise from the counterclockwise rotation, so that the adjusting block 330 returns to the stable position, and the height adjusting action is completed.

Referring to fig. 37 to 40, when the handle 405 is rotated downward, the seat cushion enters a turndown state. The pull wire 401 becomes shorter, the adjusting block 330 rotates clockwise (arrow in the figure is the rotation direction) under the pulling of the spring 406, the adjusting block second touching point 335 is continuously contacted with the triggering block second rear contact 343, the adjusting block first touching point 334 is separated from the triggering block first rear contact 342, and the triggering block 340 rotates around the shaft 341 (arrow in the figure is the rotation direction) and extrudes the air valve 352 through the triggering block second front contact 345. During the continuous lowering of the middle tube 130, the stay wire fixing member 402 rotates counterclockwise around the middle tube 130 along with the balloon-fixing bracket 140, and the front end 300a of the integral bracket 310 rotates in the opposite direction relative thereto, and finally the stay wire 401 pulls the adjustment block 330 to rotate counterclockwise from the clockwise direction, so that the adjustment block 330 returns to the stable position, thereby completing the lowering operation.

Referring to fig. 41, when the seat damper is in the balanced damping state, if the load is increased instantaneously due to the load force F1 at the top of the seat damper, the middle tube 130 tends to decrease, and as the position of the adjusting block 330 and the stay wire fixing member 402 changes, the spring 406 pulls the adjusting block 330 to start rotating counterclockwise, the air bag 500 is inflated, and the seat damper is driven to enter the heightened state instantaneously to output F2 to counteract the impact. In this process, the length of the stay 401 is not substantially changed, so that when the seat damper is ultrahigh after the impact is removed, the stay 401 drives the adjusting block 330 to reversely rotate, so that the seat damper is lowered in height and returns to the original position, and vice versa.

Claims

1. The seat shock absorber of the integrated valve mechanism comprises fork arms, a shock absorber frame, an air bag fixing bracket, a damper, an air bag and a wire pulling mechanism which are arranged on the fork arms, and is characterized in that,

the integrated valve mechanism is arranged on the fork arm and is provided with an integrated bracket, a trigger block, an air valve and an adjusting block;

the integrated valve mechanism is respectively hinged on the middle tube of the fork arm and the fork arm bracket at the outer side of the fork arm through the integrated bracket;

the trigger block is hinged to the integral bracket, the adjusting block is positioned on one side of the trigger block, the air valve is fixed on the integral bracket, and the air valve is positioned on the other side of the trigger block;

the integrated valve mechanism and the stay wire mechanism are matched to control the inflation and the deflation of the air bags, so that the gear adjustment of the height of the seat shock absorber is realized, meanwhile, the air bags are also controlled to be self-adaptively used for absorbing vibration generated in the running process at different height positions, the stay wire mechanism controls the rotation of the adjusting block, the triggering block is pushed by the adjusting block to synchronously rotate, so that the air valves are switched in the inflation, deflation and closing states, and further, the seat shock absorber is controlled to work in the heightening, lowering and balancing shock absorption states;

the wire pulling mechanism comprises a wire, a spring, a handle, a wire pulling fixing piece and a handle base, one end of the spring is fixed on a hanging point of the adjusting block, and the other end of the spring is fixed on a transverse tube of the outer fork arm bracket;

the stay wire fixing piece is arranged on the air bag fixing support, one end of the stay wire penetrates through the stay wire fixing piece to be connected with the hanging point, so that acting force of the stay wire and the spring to the adjusting block is located on the same plane, the other end of the stay wire is connected with the handle, a locking piece is arranged in the handle, the handle base is arranged on the shock absorber frame, the handle is hinged on the handle base, at least one locking groove is arranged on the handle base,

the locking piece rotates along with the handle, and is clamped into the locking groove in the rotating process to realize the adjustment gear of the seat damper, the handle is rotated to change the extension length of the stay wire, and the seat damper can realize the accurate adjustment height of the gear by the locking of the handle.

2. The seat cushion of an integrated valve mechanism of claim 1, further comprising:

3. The seat cushion of the integrated valve mechanism of claim 2, wherein the air bag securing bracket is disposed on the inboard yoke bracket.

4. A seat cushion of an integrated valve mechanism according to claim 3, wherein both ends of the damper are hinged to the air bag fixing bracket and the outer yoke bracket, respectively.

5. The seat cushion of the integrated valve mechanism of claim 4, wherein the damper is centrally located in the yoke.

6. A seat cushion with an integrated valve mechanism according to claim 2 or 3,

when the adjusting block rotates anticlockwise under the control of the wire pulling mechanism, the first touch point of the adjusting block pushes the first rear contact of the trigger block to enable the trigger block to synchronously rotate, so that the first front contact of the trigger block extrudes the air valve;

when the adjusting block rotates clockwise under the control of the wire pulling mechanism, the second touch point of the adjusting block pushes the second rear contact of the trigger block to enable the trigger block to rotate synchronously, so that the second front contact of the trigger block extrudes the air valve.

7. The seat cushion of the integrated valve mechanism of claim 6, wherein the front end of the integrated bracket is hinged to the cross tube of the outboard fork arm bracket through an arcuate slot.

8. The seat shock absorber of the integrated valve mechanism according to claim 6, wherein an air inlet valve and an air outlet valve are respectively provided on the air valve, and the first front contact of the trigger block and the second front contact of the trigger block respectively achieve the air inlet elevation and the air outlet depression of the air bag by pressing the air inlet valve and the air outlet valve.

9. The seat cushion of the integrated valve mechanism of claim 6, wherein the integrated bracket further comprises a fixing member, the fixing member is hinged to the middle tube together with the bracket bayonet through a fixing member bayonet, the outer surface of the fixing member bayonet is attached to the bracket bayonet, and the fixing member can rotate around the bracket bayonet.

10. The seat damper of the integrated valve mechanism according to claim 9, wherein a fixing member locking tongue is further provided on one side of the fixing member, and the fixing member locking tongue is locked to the air bag fixing bracket, so that the fixing member rotates synchronously during the rising of the middle tube, and the rear end of the integrated bracket is prevented from falling off the middle tube.

11. The seat cushion with integrated valve mechanism according to claim 7, wherein the lateral tube of the outer yoke bracket is further provided with a yoke front fixing portion; the integrated bracket is clamped on the front fixing part of the fork arm through a bracket clamping tongue, so that the integrated bracket is prevented from swinging laterally; the other end of the spring is fixed on the transverse tube of the outer fork arm bracket through the front fork arm fixing part.