CN218916822U

CN218916822U - Vehicle center armrest adjusting device and vehicle test bench

Info

Publication number: CN218916822U
Application number: CN202222689846.3U
Authority: CN
Inventors: 刘竹清; 袁保国; 王梦璐
Original assignee: Beijing CHJ Automobile Technology Co Ltd
Current assignee: Beijing CHJ Automobile Technology Co Ltd
Priority date: 2022-10-12
Filing date: 2022-10-12
Publication date: 2023-04-25
Anticipated expiration: 2032-10-12

Abstract

The utility model discloses a vehicle central armrest adjusting device and a vehicle test bench, and belongs to the technical field of vehicle tests. The vehicle center armrest adjustment device includes a Z-direction adjustment mechanism that includes: the first support is arranged on the screw rod at the upper side of the first support, the two ends of the screw rod are respectively sleeved with the movable sleeve and the fixed sleeve, the screw rod is rotatably connected to the fixed sleeve, and the screw rod is in threaded connection with the movable sleeve; the central armrest simulation piece is supported on the second support through the first support plate; and the two ends of the third connecting rod are respectively hinged on the second support and the movable sleeve, the two ends of the fourth connecting rod are respectively hinged on the second support and the movable sleeve. The utility model solves the problem of higher manufacturing and control cost of the traditional vehicle central armrest adjusting device.

Description

Vehicle center armrest adjusting device and vehicle test bench

Technical Field

The utility model relates to the technical field of vehicle testing, in particular to a vehicle central armrest adjusting device and a vehicle testing bench.

Background

The center armrest simulation of a vehicle is a region that is frequently used by front occupants. The height of the central armrest simulation piece, the distance from the seat and the arrangement area of each part of the central armrest simulation piece can influence the use comfort of a user in the driving process, and the problems are directly related to the ergonomic performance of the whole vehicle, thereby influencing the man-machine performance and the market competitiveness of the relevant vehicle type. Therefore, evaluating and verifying the comfort of a center armrest simulation is an important element in the vehicle development process.

Based on the above-mentioned problems, chinese patent CN208313590U provides a vehicle central armrest simulation member comfort evaluation device, the evaluation device includes a left-right, front-back and high-low position adjustment mechanism of the armrest, wherein the left-right and front-back direction adjustment mechanism is composed of a rail slider mechanism, the high-low position adjustment mechanism is realized by a driving motor cooperating with a rack-and-pinion transmission mechanism, in order to realize that the central armrest simulation member can move smoothly along a longitudinal direction, the high-low position adjustment mechanism is respectively provided with a driving motor and a rack-and-pinion transmission mechanism on the front and back sides of the central armrest adjustment mechanism, when the high-low position adjustment is performed, two motors are required to be controlled to start and close synchronously to realize stable movement of the central armrest simulation member, because the structure of the adjustment mechanism formed by the motor cooperating with the rack-and-pinion transmission mechanism is complex, the manufacturing cost and the control cost are both high, and the adjustment mechanism formed by the motor cooperating with the rack-and-pinion transmission mechanism cannot realize locking at any position.

Disclosure of Invention

Based on the above, the technical problem to be solved by the utility model is to provide a vehicle center armrest adjusting device with a simple structure, which can easily adjust the height position of the vehicle center armrest adjusting device and can position a center armrest simulation piece at any position according to the test requirement.

Aiming at the technical problems, the utility model provides the following technical scheme:

a vehicle center armrest adjustment device comprising a center armrest simulation piece and a Z-direction adjustment mechanism comprising: a first support located at the lower side; the screw rod is arranged on the upper side of the first support and extends in the horizontal direction, two ends of the screw rod are respectively sleeved with a movable sleeve and a fixed sleeve, the screw rod is rotatably connected to the fixed sleeve, and the screw rod is in threaded connection with the movable sleeve; the central armrest simulation piece is supported on the second support seat through the first support plate; and the two ends of the third connecting rod are respectively hinged on the second support and the movable sleeve, the two ends of the fourth connecting rod are respectively hinged on the second support and the movable sleeve.

In some embodiments of the present utility model, the first support is mounted on a supporting frame, and a mounting surface of the first support is spaced from the ground by a set distance.

In some embodiments of the present utility model, the Z-direction adjustment mechanism further includes a guide mechanism including: the guide sleeve is fixed on the support frame, and the guide post is connected to the guide sleeve in a sliding manner, the guide post is fixedly connected to the lower side of the first support plate and extends along the Z direction, and the bottom of the guide post is a set distance from the ground.

In some embodiments of the present utility model, a first operating handle is disposed at an end of the screw, and rotation of the first operating handle drives the moving sleeve to slide axially along the screw, so as to drive the second support to move along the Z direction.

In some embodiments of the present utility model, the X-direction adjusting mechanism further includes: the first sliding block and the first sliding rail are matched with each other, the first sliding rail is arranged on the first supporting plate and extends along the X direction, and the central handrail simulation piece is supported on the first sliding block through the second supporting plate; the first locking structure comprises a first locking hole formed in the first sliding block and a first locking pin penetrating through the first locking hole, and the first locking pin is in operable butt joint with the first sliding rail.

In some embodiments of the present utility model, the first locking pin is in threaded connection with the first locking hole, and a second operating handle is disposed on a side of the first locking pin away from the first sliding rail, and the second operating handle drives the first locking pin to be away from or close to the first sliding rail.

In some embodiments of the present utility model, further comprising a Y-direction adjustment mechanism comprising: the second sliding block and the second sliding rail are matched with each other, the second sliding rail is arranged on the second supporting plate and extends along the Y direction, and the central handrail simulation piece is supported on the second sliding block; the second locking structure comprises a second locking hole formed in the second sliding block and a second locking pin penetrating through the second locking hole, and the second locking pin is in operable butt joint with the second sliding rail.

In some embodiments of the present utility model, the second locking pin is in threaded connection with the second locking hole, and a third operating handle is disposed on a side of the second locking pin away from the second sliding rail, and the third operating handle drives the second locking pin to be away from or close to the second sliding rail.

In some embodiments of the present utility model, the handrail simulation member includes a first plate body and a second plate body extending along a longitudinal direction of the two plate surfaces, and a third plate body connected to upper sides of the first plate body and the second plate body respectively; the first plate body and the second plate body simulate the left side face and the right side face of the central handrail, and the third plate body simulates the top face of the central handrail.

In some embodiments of the present utility model, two sets of second sliding rails and second sliding blocks are disposed on the second supporting plate, the first plate body of the handrail simulation member is connected with one of the second sliding blocks, and the second plate body of the handrail simulation member is connected with the second sliding blocks.

The utility model also provides a vehicle test bench which comprises the central armrest adjusting device.

Compared with the prior art, the technical scheme of the utility model has the following technical effects:

in the vehicle central armrest adjusting device provided by the utility model, the Z-direction adjusting mechanism forms the adjusting mechanism capable of enabling the vehicle central armrest simulation piece to move in the Z direction through the connecting rod mechanism, compared with the existing motor-driven gear rack structure, the manufacturing cost is lower, stepless adjustment of the position of the central armrest simulation piece along the Z direction can be realized through rotation of the driving screw, and the vehicle central armrest adjusting device is simple in structure and easy to control; simultaneously, the screw rod and the movable sleeve are matched to realize adjustment, and meanwhile, the locking at any position can be realized, and a locking mechanism is not required to be arranged independently.

Drawings

The objects and advantages of the present utility model will be better understood by describing in detail preferred embodiments thereof with reference to the accompanying drawings in which:

FIG. 1 is a schematic view of a vehicle center armrest adjustment device according to one embodiment of the present utility model;

FIG. 2 is a perspective view of one embodiment of a vehicle center armrest adjustment device of the present utility model;

FIG. 3 is a front view of one embodiment of a vehicle center armrest adjustment device of the present utility model;

fig. 4 is a left side view of one embodiment of the vehicle center armrest adjustment device of the present utility model.

Detailed Description

The following description of the embodiments of the present utility model will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the utility model are shown. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

In the description of the present utility model, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.

In addition, the technical features of the different embodiments of the present utility model described below may be combined with each other as long as they do not collide with each other.

Referring to fig. 1 and 2, which show an embodiment of the vehicle center armrest adjusting device 80, the vehicle center armrest adjusting device 80 includes a Y-direction adjusting mechanism 81 for adjusting the left and right positions of the center armrest, and a Z-direction adjusting mechanism 82 for adjusting the up and down positions of the center armrest; an X-direction adjusting mechanism 83 for adjusting the front-rear position of the center armrest. The adjustment mechanism can adjust the center armrest in the Y direction (corresponding to the left-right direction of the vehicle), the Z direction (corresponding to the up-down direction of the vehicle), and the X direction (corresponding to the front-rear direction of the vehicle).

The specific structure and the adjustment manner of the adjustment mechanism are described in detail in the following section.

As shown in fig. 3, the Z-direction adjustment mechanism 82 of the vehicle center armrest adjustment device includes: a first support 821 positioned at a lower side and serving as a main support fixing function, a screw 822 disposed at an upper side of the first support 821 and extending in a horizontal direction, and a second support 823 positioned at an upper side of the screw 822; wherein, the first support 821 is fixed on the support 820, and the central armrest simulation element 84 is supported on the second support 823 by the first support plate 831; the two ends of the screw 822 are respectively sleeved with a movable sleeve 824 and a fixed sleeve 825, the screw 822 is rotatably connected to the fixed sleeve 825, and the screw 822 is in threaded connection with the movable sleeve 824; also included are a first link 826a, a second link 826b, a third link 826c and a fourth link 826d hinged to the first support 821, the second support 823, the moving sleeve 824 and the fixed sleeve 825; wherein, two ends of the first link 826a are respectively hinged on the first support 821 and the fixed sleeve 825, two ends of the second link 826b are respectively hinged on the first support 821 and the movable sleeve 824, and two ends of the third link 826c are respectively hinged on the second support 823 and the fixed sleeve 825; and both ends of the fourth link 826d are respectively hinged to the second support 823 and the moving sleeve 824. When the central armrest simulation element 84 needs to be adjusted in the Z direction, rotating the screw 822 can drive the moving sleeve 824 to axially slide along the screw 822, so that the axial angle between the second link 826b and the fourth link 826d hinged thereto is changed relative to the screw 822, and further, the second support 823 is driven to translate in a direction away from or approaching the first support 821, so that the central armrest simulation element 84 positioned thereon moves in the Z direction.

The above-mentioned Z-direction regulating mechanism 82 forms the regulating mechanism that can make the central armrest analog 84 of the car move in Z-direction through the link mechanism, it is lower to adopt the motor to drive the gear rack structure to make cost compared with the prior art, can realize the stepless regulation of the central armrest analog 84 along Z-direction position through turning the screw 822, control the simple structure and easy to control; simultaneously, the screw 822 and the movable sleeve 824 can be adjusted and locked, and a locking mechanism is not required to be arranged separately.

Specifically, the supporting frame 820 includes a frame-type frame body and a carrying plate body 820a located on the frame-type frame body, where the carrying plate body 820a has a set distance from the bottom surface of the frame body of the supporting frame 820, and is used to simulate the floor of the carriage; the first support 821 is mounted on the bearing plate 820 a.

To improve the stability of movement of the center armrest simulation member 84 in the Z-direction; specifically, the Z-direction adjusting mechanism 82 further includes a guiding mechanism, the guiding mechanism includes a guiding sleeve 827 and a guiding column 828 slidingly connected to the guiding sleeve 827, specifically, the guiding column 828 is fixedly connected to the first supporting plate 831 and extends along the Z-direction by a first set length, the guiding sleeve 827 is fixed to the supporting frame 820 and extends along the Z-direction by a second set length, and a bottom end surface of the guiding sleeve 827 is spaced from the ground by a set distance so that the guiding sleeve 827 has a moving space along the Z-direction. Because the second support 823 and the guide post 828 are respectively and fixedly connected with the first support plate 831, the guide post 828 can be driven to move along the axial direction of the guide sleeve 827 when the second support 823 moves, and the first support plate 831 can be prevented from shaking in the horizontal direction under the guide limiting effect of the guide sleeve 827 and the guide post 828.

More specifically, the first support plate 831 is a rectangular plate body, and the guide mechanism includes four guide sleeves 827 and guide posts 828 disposed at four corner positions of the first support plate 831, respectively. The above-described guide mechanism can make the movement of the first support plate 831 in the Z direction more stable.

Specifically, a first operating handle 829 is provided at an end of the screw 822, the first operating handle 829 is specifically a wheel handle, and rotating the first operating handle 829 drives the moving sleeve 824 to axially slide along the screw 822, so as to drive the second support 823 to move along the Z direction. Compared with the mode that the operating handle in the prior art needs to change the driving direction through a transmission mechanism, the first operating handle 829 of the present application only needs to be fixedly connected with the screw 822, and the structure is simple and the driving is reliable.

As shown in fig. 3, the X-direction adjusting mechanism 83 of the vehicle center armrest adjusting device includes: the first slider 832 and the first slide rail 833 are matched with each other, and the first locking structure is used for locking the position of the first slider 832; the first rail 833 is mounted on the first support plate 831 and extends in the X-direction, and the center armrest simulation member 84 is supported on the first slider 832 via the second support plate 811. When the center armrest simulator 84 is adjusted in the X-direction, the first slider 832 is moved to the set position along the first rail 833, and the first slider 832 is locked to the first rail 833 by the first locking structure. Specifically, the first locking structure includes a first locking hole provided on the first slider 832 and a first locking pin 834 penetrating the first locking hole, where the first locking pin 834 is operably abutted on the first sliding rail 833. The first locking structure can enable the first sliding block 832 to be locked at any position on the first sliding rail 833, so that more humanized position adjustment is realized.

Specifically, two sets of first slide rails 833 and first slide blocks 832 are disposed on the first support plate 831; the two sets of first sliding rails 833 are disposed on the front and rear sides of the first supporting plate 831 to realize stable sliding of the center armrest simulation member 84 along the X direction.

The manner in which the first locking pin 834 is manipulated to lock is not unique; in an alternative embodiment, the first locking pin 834 is in threaded connection with the first locking hole, a locking groove is formed at an end of the first locking pin 834, and an allen wrench is inserted in the locking groove and controls the first locking pin 834 to move along the first locking hole, so that the first slider 832 is locked at the current position when the first slider is moved to abut against the first sliding rail 833. In another alternative embodiment, as shown in fig. 2, the first locking pin 834 is in threaded connection with the first locking hole, a second operating handle 835 is disposed on a side of the first locking pin 834 away from the first sliding rail 833, and the first locking pin 834 can be driven to be away from or close to the first sliding rail 833 by rotating the second operating handle 835. The mode of operating the first locking pin 834 by the second operating handle 835 can conveniently carry out locking adjustment without using other tools, and the adjustment efficiency of the adjustment mechanism is improved.

As shown in fig. 3, the Y-direction adjusting mechanism 81 of the vehicle center armrest adjusting device includes: a second sliding block 812 and a second sliding rail 813 which are matched with each other, and a second locking structure for the position of the second sliding block 812, wherein the second sliding rail 813 is installed on the second supporting plate 811 and extends along the Y direction, and the central handrail simulation element 84 is supported on the second sliding block 812; when the Y-direction adjustment of the center armrest simulation 84 is performed, the second slider 812 is moved to the set position along the second slide rail 813, and the second slider 812 may be locked to the second slide rail 813 by the second locking structure. The second locking structure comprises a second locking hole arranged on the second slider 812 and a second locking pin 814 penetrating through the second locking hole, and the second locking pin 814 is operably abutted on the second sliding rail 813. The second locking structure can enable the second sliding block 812 to be locked at any position on the second sliding rail 813, so that more humanized position adjustment is achieved.

Specifically, two sets of second sliding rails 813 and second sliding blocks 812 are disposed on the second supporting plate 811; two sets of second sliding rails 813 are provided at both left and right sides of the second supporting plate 811 to realize stable sliding of the center armrest simulator 84 in the Y direction.

The manner in which the second locking pin 814 is manipulated to lock is not unique; as shown in fig. 3, the second locking pin 814 is in threaded connection with the second locking hole, a third operating handle 815 is disposed on a side of the second locking pin 814 away from the second sliding rail 813, and the third operating handle 815 drives the second locking pin 814 to be away from or close to the second sliding rail 813.

As shown in fig. 4, the center armrest simulator 84 includes two first and

second plates

841 and 842 for simulating left and right sides of the center armrest, and a third plate 843 for simulating a top surface of the center armrest; wherein, the third plate 843 is fixedly connected to the top end surfaces of the first plate 841 and the second plate 842.

More specifically, in order to reduce the weight of the center armrest simulation member 84, weight reducing holes are provided in the first plate 841 and the second plate 842; in order to enhance the supporting strength of the center armrest simulator 84, the first plate 841 and the second plate 842 are respectively connected with a reinforcing support 844, the reinforcing supports 844 are formed into a profile extending in the longitudinal direction, and the first plate 841 and the second plate 842 are provided with three groups of reinforcing supports 844 in the front-rear direction.

More specifically, the first plate 841 is connected to one of the second sliders 812 by a fastening member, and the second plate 842 is connected to the other of the second sliders 812 by a fastening member.

The utility model also provides a specific embodiment of the vehicle test bench, the vehicle test bench comprises the central armrest adjusting device, and the structure of the central armrest adjusting device is described in the specific embodiment and is not repeated herein.

It is apparent that the above examples are given by way of illustration only and are not limiting of the embodiments. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. While obvious variations or modifications are contemplated as falling within the scope of the present utility model.

Claims

1. A vehicle center armrest adjustment device comprising a center armrest simulation unit and a Z-direction adjustment mechanism comprising:

a first support located at the lower side;

the screw rod is arranged on the upper side of the first support and extends in the horizontal direction, two ends of the screw rod are respectively sleeved with a movable sleeve and a fixed sleeve, the screw rod is rotatably connected to the fixed sleeve, and the screw rod is in threaded connection with the movable sleeve;

the central armrest simulation piece is supported on the second support seat through the first support plate;

and the two ends of the third connecting rod are respectively hinged on the second support and the movable sleeve, the two ends of the fourth connecting rod are respectively hinged on the second support and the movable sleeve.

2. The vehicle center armrest adjustment unit according to claim 1, wherein the first bracket is mounted on a support frame with a mounting surface of the first bracket being spaced a set distance from the ground.

3. The vehicle center armrest adjustment unit according to claim 2, wherein the Z-direction adjustment mechanism further comprises a guide mechanism comprising:

the guide sleeve is fixed on the support frame, and the guide post is connected to the guide sleeve in a sliding manner, the guide post is fixedly connected to the lower side of the first support plate and extends along the Z direction, and the bottom of the guide post is a set distance from the ground.

4. The vehicle center armrest adjusting device according to claim 1, wherein a first operating handle is provided at an end of the screw, and rotation of the first operating handle drives the moving sleeve to axially slide along the screw, thereby driving the second support to move in the Z direction.

5. A vehicle center armrest adjustment unit according to any one of claims 1-4, further comprising an X-direction adjustment mechanism comprising:

the first sliding block and the first sliding rail are matched with each other, the first sliding rail is arranged on the first supporting plate and extends along the X direction, and the central handrail simulation piece is supported on the first sliding block through the second supporting plate;

the first locking structure comprises a first locking hole formed in the first sliding block and a first locking pin penetrating through the first locking hole, and the first locking pin is in operable butt joint with the first sliding rail.

6. The vehicle center armrest adjustment unit according to claim 5, wherein the first locking pin is threadedly coupled to the first locking hole, and a second operating handle is provided on a side of the first locking pin remote from the first slide rail, and the second operating handle drives the first locking pin to be remote from or close to the first slide rail.

7. The vehicle center armrest adjustment unit according to claim 5, further comprising a Y-direction adjustment mechanism comprising:

the second sliding block and the second sliding rail are matched with each other, the second sliding rail is arranged on the second supporting plate and extends along the Y direction, and the central handrail simulation piece is supported on the second sliding block;

the second locking structure comprises a second locking hole formed in the second sliding block and a second locking pin penetrating through the second locking hole, and the second locking pin is in operable butt joint with the second sliding rail.

8. The vehicle center armrest adjustment unit according to claim 7, wherein the second locking pin is threadedly coupled to the second locking hole, and a third operating handle is provided on a side of the second locking pin remote from the second slide rail, and the third operating handle drives the second locking pin to be remote from or close to the second slide rail.

9. The vehicle center armrest adjustment unit according to claim 8, wherein the armrest simulating member includes a first plate body and a second plate body extending in a longitudinal direction of the two plate surfaces, and a third plate body connected to upper sides of the first plate body and the second plate body, respectively; the first plate body and the second plate body simulate the left side face and the right side face of the central handrail, and the third plate body simulates the top face of the central handrail.

10. The vehicle center armrest adjustment device according to claim 9, wherein two sets of the second slide rails and the second slide blocks are disposed on the second support plate at intervals, the first plate body of the armrest simulation member is connected with one of the second slide blocks, and the second plate body of the armrest simulation member is connected with the second slide blocks.

11. A vehicle test bench comprising a center armrest adjustment unit as defined in any one of claims 1-10.