CN219687123U - Seat cushioning structure of all-terrain vehicle - Google Patents

Abstract

The utility model provides a seat cushioning structure of an all-terrain vehicle, and belongs to the technical field of all-terrain vehicles. The seat cushion structure solves the technical problem that an existing seat cushion structure of an all-terrain vehicle is insufficient in comfort. This seat cushioning structure of all-terrain vehicle, all-terrain vehicle include frame and seat skeleton, seat cushioning structure including set up in elastic support spare between seat skeleton and the frame, elastic support spare supports and this seat skeleton can the downwardly moving when receiving external force and extrudees this elastic support spare, still be equipped with the snubber block between seat skeleton and the frame, this snubber block the snubber block connect on the seat skeleton and along upper and lower direction with the frame have the clearance, perhaps the snubber block connect in with on the frame and along upper and lower direction with the seat skeleton have the clearance. The overall comfort of the seat cushioning structure is better.

Description

Seat cushioning structure of all-terrain vehicle

Technical Field

The utility model belongs to the technical field of all-terrain vehicles, and relates to a seat cushioning structure of an all-terrain vehicle.

Background

All-terrain vehicles are vehicles capable of running on any terrain, and can freely walk on terrain where ordinary vehicles are difficult to maneuver. Commonly known as beach vehicles in China. Because of its structure very similar to a motorcycle and many parts are common to a motorcycle, it is also known as a "four-wheel motorcycle". The vehicle model has multiple purposes and is not limited by road conditions. All-terrain vehicles often do not walk on paved roads, can generate larger jolts, and have special requirements on the arrangement of seats of the all-terrain vehicles.

The patent of application publication number CN107351733A discloses a seat, including seat bottom plate, cushion and chassis subassembly, the cushion sets up on the seat bottom plate, the seat bottom plate passes through the chassis subassembly is connected with the frame, seat bottom plate integration injection moulding.

Above-mentioned seat only relies on seat surface cushion to cushion when leading to the driving jolt, leads to the bradyseism effect not good, is difficult to satisfy the travelling comfort requirement under the different environment of jolting of user.

Disclosure of Invention

The utility model provides a seat cushioning structure of an all-terrain vehicle aiming at the problems existing in the prior art, and aims to solve the technical problems that: the existing all-terrain vehicle has poor seat comfort.

The aim of the utility model can be achieved by the following technical scheme:

the utility model provides a seat bradyseism structure of all-terrain vehicle, all-terrain vehicle includes frame and seat skeleton, its characterized in that, seat bradyseism structure including set up in elastic support spare between seat skeleton and the frame, elastic support spare supports and this seat skeleton can the downwardly moving when receiving external force and extrudees this elastic support spare, still be equipped with the snubber block between seat skeleton and the frame, this snubber block the snubber block is connected on the seat skeleton and has the clearance along upper and lower direction with the frame, perhaps snubber block (4) connect in with on the frame and have the clearance along upper and lower direction with the seat skeleton.

The frame is a frame main body for mounting and bearing a vehicle body part, and the seat framework is a supporting framework of a vehicle seat and is used for supporting the load of an occupant and ensuring the shape of the seat body; set up elastic support spare between seat skeleton and frame, make elastic support spare upper and lower both sides act on seat skeleton and frame respectively, seat skeleton connection can not deviate from but can be relative about trace activity at the frame, elastic support spare can preliminary deformation form supporting force to seat skeleton and stop seat skeleton and continue to be close to the frame, load acts on accessible elastic support spare compression deformation consumption and conduction on the seat skeleton when the passenger begins to jolt, avoid simultaneously between seat and the frame rigid contact, and the snubber block is connected and is left the clearance of upper and lower direction between seat skeleton and frame, or connect and leave the clearance of upper and lower direction between frame and seat skeleton, fall back when producing great jolt and make elastic support spare compression deformation to great degree when making the messenger's snubber block department clearance eliminate, at this moment the snubber block can all produce elastic force with frame and seat skeleton along upper and lower direction, and seat skeleton are all produced elastic force, and then cooperate elastic support spare jointly through deformation compression to absorb further impact load, so can realize absorbing through elastic support spare to jolt small amplitude, the elasticity support spare produces relative deformation and makes the more gentle and promotes comfortablely to be more, the amplitude is more in the frame is more in the process to jolt, the passenger receives the effect of the whole impact load is avoided in the whole jolt, the impact load is more in the frame is more limited, the impact is more is avoided the impact to the impact load is more in the frame to the process is more than the frame is jolt, the impact is more than the frame is more than the impact is more to the frame is more to the motion to the impact.

In the seat cushioning structure of the all-terrain vehicle, the elastic modulus of the shock absorber is greater than that of the elastic support member. In this way, the shock absorber absorbs more load and energy per unit stroke when acting with the frame, i.e. ensures comfort while avoiding substantially rigid downward contact of the seat.

In the seat cushioning structure of the all-terrain vehicle, the front end of the seat framework is hinged and matched with the frame, and the damping block is arranged close to the rear end of the seat framework. The front, back, left and right of the all-terrain vehicle frame are used as references, so that the seat framework can swing up and down around the front end hinge position when moving relative to the vehicle frame, namely the range of the seat movement is concentrated at the rear side of the seat, and the seat framework is beneficial to enabling the buttocks of an occupant to obtain larger buffer stroke when jolting occurs, namely the comfort is better.

In the seat cushioning structure of the all-terrain vehicle, the bottom surface of the damping block is provided with the left-right through accommodating notch, the frame is provided with the lock rod arranged in the left-right direction, the lock rod is positioned in the accommodating notch and is in limit fit with the inner wall of the accommodating notch along the front-back direction, the rear end of the seat framework is connected with the lock hook capable of swinging back and forth, and the lock hook is hooked with the lock rod and is in vertical limit fit with the lower side of the lock rod. The two locking bars can be mutually restrained in the process of acting with the damping block, so that the stability of the relative positions of the locking bars and the damping block in the bumping process is guaranteed, and meanwhile, the relative movement of the inner wall of the accommodating notch and the locking bars is beneficial to further reducing bump energy transferred to the seat framework through friction; in addition, the latch hook is hooked with the latch rod to ensure the stable connection state of the seat framework and the frame, the seat framework is prevented from being separated upwards, the latch hook is matched with the accommodating notch to surround the periphery of the latch rod, the seat framework can be buffered in the front-back direction or downwards relative to the frame, the comfort is ensured, the latch hook can be in rigid contact with the latch rod to quickly eliminate impact energy when the seat framework moves upwards to a certain extent relative to the frame during upward jolt, and the process is beneficial to quickly eliminating jolt energy, so that the elastic support piece and the damping block need to repeatedly deform and absorb energy for multiple times after being subjected to larger jolt impact, and the comfort is improved.

In the seat cushioning structure of the all-terrain vehicle, the bottom of the seat framework is fixedly connected with the accommodating box with the downward opening, the shock absorption block is embedded in and connected with the accommodating box, and the shock absorption block partially extends out of the opening of the accommodating box. The holding box can provide spacingly for the snubber block like this, and the snubber block is difficult for taking place the skew in the compression in-process its position promptly, can indirectly improve the elastic modulus of snubber block, can make snubber block and elastic support piece use the same material, does benefit to under the condition of guaranteeing the travelling comfort and practices thrift the cost.

In the seat cushioning structure of the all-terrain vehicle, the left side wall and the right side wall of the accommodating box are provided with positioning notches opposite to the accommodating notch, and the inner edges of the positioning notches are arranged around the periphery of the accommodating notch. Therefore, for the extreme case of very large jolt load, the compression amount of the damping block is greatly increased to enable the inner edge of the positioning notch to be in contact with the lock rod, and the service life of the damping block is protected.

In the seat cushioning structure of the all-terrain vehicle, a spring piece is arranged between the lock hook and the seat framework, and the lock hook always has a tendency of hooking with the lock rod under the action of the spring piece. The locking hook is connected with the locking rod in a hooking way in the bumping process, the stability of the seat framework is guaranteed, and meanwhile, the spring part can continuously consume bumping energy in the bumping process, so that the repeated bumping amplitude is reduced.

In the seat cushioning structure of the all-terrain vehicle, at least two shock absorption blocks are respectively arranged on the left side and the right side of the seat framework. The left side and the right side of the seat framework are supported and buffered by the damping blocks, so that the sitting feeling in the middle of the seat framework is more comfortable and stable.

In the seat cushioning structure of the all-terrain vehicle, the elastic supporting pieces are arranged on the front side and the rear side of each shock absorption block. The elastic supporting pieces on the front side and the rear side of the shock absorption block in the deformation process have similar elastic modulus, so that the distribution of the elastic modulus of the bottom of the seat framework is more regular, and the load feedback positions of the seat framework sensed by passengers at different stages are more similar.

In the seat cushioning structure of the all-terrain vehicle, the lock hooks are arranged close to the shock absorbing blocks along the left-right direction. Thus, the locking hook and the accommodating notch are matched to form a constraint closer to a closed loop on the periphery of the locking rod, and the influence of deflection or bending of the locking rod on the damping effect of the seat is reduced.

Compared with the prior art, the utility model has the following advantages:

this seat bradyseism structure of all-terrain vehicle can realize absorbing through elastic support spare to jolting of small amplitude, and this in-process elastic support spare produces the effort that relatively great deformation messenger passenger received and gently promotes the travelling comfort more, and then snubber block and elastic support spare act on simultaneously to jolting that the range is great, absorb the impact load in grades in order to avoid producing rigid collision between seat skeleton and the frame in the limited movable journey of seat skeleton, guarantee that passenger receives the cushioning effect throughout at jolting in-process, promote whole travelling comfort.

Drawings

Fig. 1 is a schematic perspective view of the first embodiment.

Fig. 2 is a schematic front view of the first embodiment.

Fig. 3 is a schematic view of section A-A in fig. 2.

Fig. 4 is an enlarged view of a portion C in fig. 3.

Fig. 5 is a schematic view of section B-B in fig. 2.

Fig. 6 is an enlarged view of a portion D in fig. 5.

Fig. 7 is a schematic perspective view of a damper block according to the first embodiment.

Fig. 8 is a schematic perspective view of another angle of the embodiment.

In the figure, 1, a frame; 11. a lock lever;

2. a seat frame; 3. an elastic support;

4. a damper block; 41. the accommodating notch;

5. a latch hook; 6. a spring member;

7. a housing case; 71. the notch is positioned.

Detailed Description

The following are specific embodiments of the present utility model and the technical solutions of the present utility model will be further described with reference to the accompanying drawings, but the present utility model is not limited to these embodiments.

Embodiment one:

as shown in fig. 1 and 2, in the seat cushioning structure of the present all-terrain vehicle, the all-terrain vehicle includes a frame 1 and a seat frame 2, the seat cushioning structure includes an elastic support member 3, the elastic support member 3 is columnar, the elastic support member 3 is a soft elastic material member such as rubber, the elastic support member 3 is located between the seat frame 2 and the frame 1, and the upper and lower ends of the elastic support member 3 act on the seat frame 2 and the frame 1 respectively. The frame 1 is a frame main body for mounting and bearing a vehicle body part, and the seat framework 2 is a supporting framework of a vehicle seat and is used for supporting the load of an occupant and ensuring the shape of a seat body; the elastic support 3 is arranged between the seat framework 2 and the frame 1, so that the upper end and the lower end of the elastic support 3 respectively act on the seat framework 2 and the frame 1, the seat framework 2 is connected with the frame 1 and can move slightly up and down relatively, when an occupant begins to jolt, the load acts on the seat framework 2 and can be consumed and conducted through compression deformation of the elastic support 3, meanwhile, rigid contact between the seat and the frame 1 is avoided, absorption can be realized through the elastic support 3 when jolt with a small amplitude, and the elastic support 3 generates relatively large deformation in the process so that acting force received by the occupant can be more gently promoted.

As shown in fig. 3-7, the seat cushioning structure further comprises a shock absorber 4 which is a plastic part, the shock absorber 4 is connected to the bottom of the seat frame 2, a movable distance exists between the shock absorber 4 and the frame 1, and when the seat frame 2 is acted by external force, the shock absorber 4 can move downwards along with the seat frame 2 towards the frame 1 and contact with the frame 1. The shock-absorbing block 4 can be interposed when the elastic supporting piece 3 is compressed and deformed to a larger extent, and further impact load is absorbed together with the elastic supporting piece 3 through deformation compression, so that the shock-absorbing block 4 and the elastic supporting piece 3 act simultaneously when jolting with larger amplitude, the impact load is absorbed in a grading manner in the limited movable stroke of the seat frame 2 so as to avoid rigid collision between the seat frame 2 and the frame 1, the passengers are guaranteed to be always buffered in the jolting process, and the overall comfort is improved. Specifically, the elastic modulus of the damper block 4 is greater than that of the elastic support 3. In this way, the shock absorber mass 4 absorbs more load and energy per unit stroke when it acts on the frame 1, i.e. ensures comfort while avoiding substantially rigid downward contact of the seat. Further, a positioning notch at the front end of the seat framework 2 is hinged and matched with a left-right transverse positioning shaft arranged on the frame 1, and a shock absorption block 4 is arranged close to the rear end of the seat framework 2. Therefore, the seat framework 2 can swing up and down around the front end hinge position when moving relative to the frame 1, namely the range of the seat movement is concentrated at the rear side of the seat, which is beneficial to the larger buffer stroke of the buttocks of passengers when jolting occurs, namely the comfort is better. The bottom surface of snubber block 4 has the accommodation gap 41 that link up about, has the locking lever 11 that left and right sides set up on the frame 1, and locking lever 11 is located accommodation gap 41 and along the spacing cooperation of fore-and-aft direction with the inner wall of this accommodation gap 41, but the rear end of seat skeleton 2 is connected with back-and-forth swinging latch hook 5, latch hook 5 and locking lever 11 collude and in the vertical spacing cooperation of locking lever 11 downside. The locking rod 11 can be mutually restrained in the process of acting with the shock-absorbing block 4, so that the stability of the relative position of the locking rod 11 and the shock-absorbing block 4 in the bumping process is guaranteed, and meanwhile, the relative movement of the inner wall of the accommodating notch 41 and the locking rod 11 is beneficial to further reducing the bumping energy transferred to the seat framework 2 through friction; in addition, the latch hook 5 is hooked with the latch rod 11 to ensure the stable connection state of the seat framework 2 and the frame 1, the seat framework 2 is prevented from being separated upwards, the latch hook 5 is matched with the accommodating notch 41 to surround the periphery of the latch rod 11, the seat framework 2 can be buffered in the front-back direction or downwards relative to the frame 1, comfort is ensured, when the seat framework 2 jolts upwards, the latch hook 5 can be in rigid contact with the latch rod 11 to quickly eliminate impact energy when the seat framework 2 moves upwards to a certain extent relative to the frame 1, discomfort is avoided due to the fact that red passengers jolt upwards synchronously in the process, the elastic support piece 3 and the damping block 4 need to deform and absorb energy repeatedly for a plurality of times after the larger jolt impact is avoided, and comfort is improved. Preferably, the bottom of the seat frame 2 is fixedly connected with a containing box 7 with a downward opening, the shock-absorbing block 4 is embedded in and connected with the containing box 7, and a part of the shock-absorbing block 4 extends out of the opening of the containing box 7. Like this the holding box 7 can provide spacingly for snubber block 4, and snubber block 4 is difficult for taking place the skew in the compression in-process its position promptly, can indirectly improve snubber block 4's modulus of elasticity, can make snubber block 4 and elastic support member 3 use the same material, does benefit to under the condition of guaranteeing the travelling comfort and practices thrift the cost. The left and right side walls of the housing case 7 have positioning notches 71 located opposite to the housing notch 41, and inner edges of the positioning notches 71 are arranged around the periphery of the housing notch 41. In this way, for extreme cases where the bump load is very large, the compression amount of the damper 4 is greatly increased, so that the inner edge of the positioning notch 71 contacts with the lock rod 11, which is beneficial to protecting the service life of the damper 4. The shock-absorbing blocks 4 are arranged on the left side and the right side of the seat frame 2. The left side and the right side of the seat framework 2 are supported and buffered by the damping blocks 4, so that the sitting feeling in the middle of the seat framework 2 is more comfortable and stable. The elastic support 3 is disposed on both front and rear sides of each damper block 4. The elastic supporting pieces 3 on the front side and the rear side of the shock absorption block 4 have similar elastic modulus in the deformation process, so that the distribution of the elastic modulus at the bottom of the seat frame 2 is more regular, and the load feedback positions of the seat frame 2 sensed by passengers at different stages are more similar.

As shown in fig. 8, a spring member 6 is disposed between the latch hook 5 and the seat frame 2, and the spring member 6 in this embodiment is a torsion spring, and the latch hook 5 always has a tendency to be hooked with the latch lever 11 under the action of the spring member 6. The hooking state of the lock hook 5 and the lock rod 11 is kept in the bumping process, the stability of the seat framework 2 is guaranteed, and meanwhile, the spring piece 6 can continuously consume bumping energy in the bumping process, so that the amplitude of repeated bumping is reduced. The two lock hooks 5 are respectively arranged close to the two shock absorption blocks 4 along the left-right direction, and the lock hooks 5 control swinging motion through the same connecting rod. Thus, the locking hook 5 and the accommodating notch 41 are matched to form a constraint closer to a closed loop on the periphery of the locking rod 11, and the influence of deflection or bending of the locking rod 11 on the seat cushioning effect is reduced.

Embodiment two:

this embodiment is substantially the same as the first embodiment except that: a damper block 4 is attached to the vehicle frame 1, and a gap is provided between the damper block 4 and the seat frame 2 in the up-down direction.

The specific embodiments described herein are offered by way of example only to illustrate the spirit of the utility model. Those skilled in the art may make various modifications or additions to the described embodiments or substitutions thereof without departing from the spirit of the utility model or exceeding the scope of the utility model as defined in the accompanying claims.

Claims (10)

1. The utility model provides a seat cushioning structure of all-terrain vehicle, all-terrain vehicle includes frame (1) and seat skeleton (2), its characterized in that, cushioning structure including set up in elastic support spare (3) between seat skeleton (2) and frame (1), elastic support spare (3) support and this seat skeleton (2) can the downwardly moving when receiving external force and extrude this elastic support spare (3) to seat skeleton (2), still be equipped with snubber block (4) between seat skeleton (2) and frame (1), snubber block (4) connect on seat skeleton (2) and have the clearance along upper and lower direction with frame (1), perhaps snubber block (4) connect in on frame (1) and have the clearance along upper and lower direction with seat skeleton (2).

2. Seat cushion structure of an all-terrain vehicle according to claim 1, characterized in that the elastic modulus of the shock-absorbing mass (4) is greater than the elastic modulus of the elastic support (3).

3. The seat cushioning structure of an all-terrain vehicle according to claim 1, characterized in that the front end of the seat frame (2) is in hinged engagement with the frame (1), and the shock-absorbing block (4) is arranged near the rear end of the seat frame (2).

4. The seat cushioning structure of an all-terrain vehicle according to claim 1, 2 or 3, wherein the bottom surface of the shock-absorbing block (4) is provided with a left-right through accommodating notch (41), the vehicle frame (1) is provided with a lock rod (11) arranged in the left-right direction, the lock rod (11) is positioned in the accommodating notch (41) and is in limit fit with the inner wall of the accommodating notch (41) along the front-back direction, the rear end of the seat framework (2) is connected with a lock hook (5) capable of swinging forwards and backwards, and the lock hook (5) is hooked with the lock rod (11) and is in vertical limit fit with the lower side of the lock rod (11).

5. The seat cushioning structure of an all-terrain vehicle according to claim 4, wherein the bottom of the seat frame (2) is fixedly connected with a containing box (7) with a downward opening, the shock-absorbing block (4) is embedded in and connected with the containing box (7), and the shock-absorbing block (4) partially extends out of the opening of the containing box (7).

6. The seat cushion structure of an all-terrain vehicle according to claim 5, characterized in that the left and right side walls of the housing case (7) have positioning notches (71) located opposite to the housing notch (41), and the inner edges of the positioning notches (71) are arranged around the periphery of the housing notch (41).

7. The seat cushioning structure of an all-terrain vehicle according to claim 4, characterized in that a spring member (6) is provided between the latch hook (5) and the seat frame (2), and the latch hook (5) always has a tendency to be hooked with the lock lever (11) under the action of the spring member (6).

8. The seat cushion structure of an all-terrain vehicle according to claim 1 or 2 or 3, characterized in that the shock-absorbing blocks (4) are at least two and are respectively arranged on the left and right sides of the seat frame (2).

9. The seat cushion structure of an all-terrain vehicle according to claim 8, characterized in that the elastic support (3) is arranged on both front and rear sides of each shock-absorbing block (4).

10. The seat cushion structure of an all-terrain vehicle according to claim 4, characterized in that the latch hook (5) is arranged close to the damper block (4) in the left-right direction.