RU2752434C1 - Vehicle seat with rotary support mechanism - Google Patents

Abstract

FIELD: vehicles.

SUBSTANCE: invention relates to equipment of passenger vehicles, in particular, to seats for passenger aircrafts with a rotary support mechanism with adjustable movement of the seat, back and headrest. The vehicle seat is comprised of a support base, a seat with a rotary support mechanism, a back whereon a headrest is fixed. The rotary support mechanism therein includes a rotary mechanism, an axial movement locking mechanism, a longitudinal and transverse movement mechanism, a longitudinal and transverse movement locking mechanism, and a general movement release mechanism. The headrest comprises an actuator rigidly fixed on a bracket together with a tooth rack and guides. The actuator is therein configured to move linearly along the tooth rack up and down through the rack gear together with the guides connected with the frame of the headrest.

EFFECT: structural reliability of the vehicle seat is increased.

10 cl, 13 dwg

Description

The invention relates to the equipment of passenger vehicles, in particular to the seats of passenger aircraft with a pivot mechanism with adjustable movement of the seat, back and headrest.

An aircraft seat with removable armrests is known (US patent No. 9758250, IPC B64D 11/06, published 09/12/2017). The armchair includes a seat and a height-adjustable footrest. The seat contains legs for attachment to guide elements mounted on the floor of the aircraft. The chair contains two removable armrests, which are installed on the armrest panel, which includes a base plate and corresponding holes for receiving fasteners. The back of the chair is formed by panels made with holes to reduce the weight of the chair. There are guides in the upper part of the backrest for adjusting the height of the headrest.

The disadvantage of this power circuit is the lack of flexible thickness variability, since the beams are made of a single sheet material. In addition, the execution of beams by the bending operation excludes the possibility of using strong, but not flexible materials (such as D16T and V95). In addition, the perforations on the beams are less efficient in lightening the weight. The disadvantage of the seat layout is the inability to quickly recline for inspection and repair of elements located under the seat.

Known aircraft passenger seat (RF patent for utility model No. 65863, IPC B64D 11/06, published on August 27, 2007), containing a frame mounted on the base, a seat placed on the frame, a backrest made with the ability to change its angle of inclination relative to the seat due to the power cylinder, the rod of which is connected to the back, and the body to the frame, the frame turning mechanism in the form of a bearing, the mechanism for reciprocating the frame with the seat in one direction in the horizontal plane in the form of a power cylinder, the rod of which is pivotally connected to the frame, and the body is with a base, a remote control unit for the power cylinders, respectively, of the backrest tilt relative to the seat and the reciprocating movement of the frame, while the mechanism for the reciprocating movement of the frame with the seat in one direction in the horizontal plane includes at least two sliding supports on each side armchairs for longitudinal rails, the ends of which are connected to the frames oh, as well as the mechanism for fixing the seat frame in a given angular position when turning, while it is equipped with a subframe on which the seat is fixed, located on the frame and connected to it on each side by means of two hinged links to ensure that the subframe can be lifted relative to the frame when the extension of the rod of the power cylinder, the body of which is pivotally connected to the frame, and the rod to the footboard of the chair, pivotally connected to the subframe, while the back on each side by two hinge links of different lengths is connected to the frame, and a cam element is attached to the frame to interact with its working surfaces with a movable element of the contact breaker of the power supply circuit of the actuator of the mechanism for fixing the seat frame in a given angular position when turning.

The disadvantage of this technical solution is the presence of power cylinders (pneumatic or hydraulic), which in turn requires a pneumatic system to control the position of the cylinders and reduces the variability of the positions of the controlled elements. In the case of a hydraulic drive, the disadvantage is the weight return and the need for fluid controls. In the case of using pneumatic springs, the possibility of bringing the chair to its original position disappears in the presence of loads from the weight of a person.

Known passenger seat of increased reliability (RF patent No. 2419577, IPC B64D 11/06, published on 05/27/2011), containing a frame, a support device, a seat, a harness, a tilting back, including a frame associated with a device for fixing the back in any position, additionally equipped with a backrest locking mechanism in a vertical position. Moreover, the backrest frame is made in its lower part with trunnions, and the mechanism for fixing the backrest in the vertical position consists of spring-loaded hinge stoppers interacting with the trunnions of the chair back frame and equipped with a cable-driven release. In addition, the stoppers are made with grooves for the frame trunnions and are fixed on a shaft installed in the frame supports and equipped with a lever, one end with the help of a spring connected to the chair frame, and the other end connected to the release drive cable, made in the form of an articulated lever installed in armrest of the chair. When the lever is pressed with the help of a cable wiring, the hydraulic cylinders are removed from the hydraulic locks, and at the same time the lever with the shaft turns, overcoming the force of the spring and releasing the back trunnions. Then the passenger can tilt the backrest back to any angle.

The disadvantage of this technical solution is that the back of the chair is a welded structure from a combination of square pipes, plate and sewing. The use of welding provides a lower strength of the connection of the elements, as if it were done mechanically (using bolts, screws or rivets). The material used for welding has lower mechanical characteristics of strength and rigidity, which additionally weakens the power circuit. The small internal volume prevents additional mechanisms from being placed inside the backrest.

Known reclining chair designed for installation in vehicles (US patent No. 9854912, IPC B60N 2/06, B60N 2/14, B60N 2/34, B60N 2/44, B60N 2/46, B60R 7/04, published 01/02/2018) and containing a fastening structure on which a support structure or frame is installed, which forms the support of the seat connected to the footrest, while the frame is also connected to two armrests and a backrest. The backrest and frame are connected together by means of pins and a system of levers. The backrest of the chair is deflected using a system of levers, which are fixed with quick-release pins in the frame of the chair. A system of levers forces the seat to slide over pins or rollers, causing the backrest to deflect. In order to tilt the back of the seat, the passenger only needs to use one of the controls, for example, push buttons that control one or more actuators. Thus, with the simultaneous application of the passenger's weight to the backrest, the actuator is compressed, followed by deflection of the backrest until the recumbent position.

The disadvantage of this chair is its excessive structural and technological complexity, since the chair is predominantly made from a thick assortment of material by milling, which requires high technological capabilities and a long processing time. The chair obtained in this way has a high cost and large mass. In addition, with abundant mechanical processing, the material loses its strength. The abundance of complex parts and assemblies complicates maintenance and repair. In addition, in this scheme, the axes of the longitudinal and transverse movements of the chair are not on the same plane, which can lead to jamming of the rotary mechanism in case of inaccuracy in the manufacture of individual parts or their assembly. The high complexity of the design complicates its operation and repair.

Known reclining chair (US patent No. 7182403, IPC A47C 7/54, published 02/27/2007) for use in a vehicle such as an airplane, bus or motorhome. The chair includes a base, a seat above the base, a reclining backrest, and may include armrests. In the neutral upright position, the backrest is tilted approximately 14 ° from the vertical. During operation, the passenger can recline the seat back using any known mechanical or electrical system. When the chair back is tilted from 14 ° to approximately 52 °, the chair seat rises to create a cradle position. This is because the slats move forward as the backrest is reclined, thereby raising the seat. After the backrest is tilted approximately 52 °, the rollers reach the top of the tilt section, which forces the reclining bars to continue moving forward when the backrest reclines to a greater angle. The chair can be folded out to a horizontal position.

The disadvantage of this technical solution is the high cost of manufacturing structural elements, since the elements are made from a single monolithic piece of material, which leads to a long and expensive milling operation that requires high-quality and expensive CNC machines. In addition, prolonged and deep machining reduces the strength of the structure.

Known aircraft seat (US patent No. 6688691, IPC B60N 2/02, A47C 1/022, A47C 1/031, A47C 1/035, B64D 11/00, B64D 11/06, published 15.08.2002), including a seat, a tiltable backrest, a tiltable footrest, a support having a fixed lower part and a movable upper part, a control means for adjusting the position of the chair. The angle of inclination of the backrest in relation to the support is adjusted by rotating the backrest around a spindle, which is controlled by an actuator. The spindle is installed at the top of the support. The movable upper part of the support is made with the ability to move relative to the fixed lower part of the support using a system of guides located respectively in the lower and upper parts of the support and the actuator. The movements of the various components of the seat, namely the movements of the seat, backrest and footrest, are completely independent of each other.

The disadvantage of this technical solution is the complexity of the kinematic scheme, a large number of kinematic pairs, which contributes to an increase in the risks of failure of the entire structure in the event of failure of one of the nodes, the high labor intensity of the assembly and the complexity in the design technology, leading to an increase in the cost of manufacturing.

As an analogue of the mechanism for deflecting the back of the chair, a device for adjusting the deflection of the back is adopted (US patent No. 8985690, IPC B60N 2/235, A47C 1/025, B60N 2/12, published on June 27, 2013), which includes a vehicle seat frame with a pair lower and upper rail guides, and backrest. The lower rails have a longitudinal direction and are attached to the vehicle floor with brackets. The upper rails are slidably attached back and forth relative to the lower rails. The seat frame of the chair also includes a pair of lower arms, a connecting rod connecting the rear ends of both lower arms, and a pair of support brackets that are fixedly attached to the rear ends of the respective lower arms. The lower arms are supported by the upper rails. The backrest frame is pivotally connected to the rear ends of the lower arms and includes a pair of side frames, an upper tube connecting the upper ends of both side frames, and a cross member located between the ends of the upper tube. The reclining device is located between the support bracket and the side frame. Each of the seat reclining devices has a coil spring as well as a locking mechanism and a memory mechanism. The locking mechanism switches the seat back from a locked state, in which the seat back cannot tilt relative to the seat, to an unlocked state, in which the seat back can tilt. The first shaft of the device for reclining the seat on the left and the second shaft of the device for reclining the seat on the right are connected to each other by a common rod. The memory mechanism remembers the angular position of the backrest of the locked seat, where it is located immediately before unlocking. The first operating lever is rotatable relative to the first shaft. The second operating arm is connected to a connecting piece that rotates with the first shaft via a cable. The free movement mechanism includes a cable, a connector, an oblong hole and a pin. The pin can move within the elongated hole when at least the second operating lever is actuated to unlock and allow the seat back to be tilted while memorizing its angular position.

The disadvantage of this technical solution is the complexity of the kinematic scheme, a large number of kinematic pairs, which contributes to an increase in the risks of failure of the entire structure in the event of failure of one of the nodes, the large labor intensity of the assembly and the complexity in the design technology, leading to an increase in the cost of manufacturing, a large number of rubbing elements, which lead to a decrease in service life, abrasion of surfaces and coatings.

The headrest of a vehicle seat (US patent No. 2009/0184556, IPC B60N 2/48, published on July 23, 2009) is adopted as an analogue of the headrest design and a mechanism for adjusting its height, which is attached to the seat back frame and passes over the back to support the passenger's head. The headrest has a release button installed on the side of the headrest to adjust the height of the headrest in relation to the back of the chair. The headrest of the chair contains a height adjustment mechanism that includes a pair of rods mounted on the frame of the chair back and protruding above the back to support the headrest. The upper ends of the rods are connected by an upper transverse beam. Likewise, the lower ends of the rods are connected by a lower transverse beam. The height adjustment mechanism includes a locking device for securing the lower transverse beam along the rods relative to the upper transverse beam. The locking device includes a locking rod, which is oriented mainly in the center of the lower transverse beam between the rods. The locking rod is pivotally connected to the lower transverse beam and passes through an opening in the upper transverse beam. A release button is installed on the lower crossbeam.

The disadvantage of this scheme is that the fixing rod does not allow placing the actuator or other elements inside the space between the beams, which complicates the application of the electromechanical principle of the headrest.

Known support assembly of the seat of the aircraft (US patent No. 10583926, IPC B64D 11/06, published 03/10/2020), which is attached to the guides installed on the floor of the aircraft. The guides interact with the front section, the rear section, the driven element and the wheels of the seat support assembly. The front section of the support assembly is fixedly fixed to the floor by means of a connecting element with a support sleeve. The support assembly includes a first receiving element for receiving a first longitudinal component and at least one second receiving element for receiving a second longitudinal component, wherein the first longitudinal component and the second longitudinal component are slidable relative to the first and second receiving elements, respectively ... To ensure the reliability of the installation of the support unit to the floor of the aircraft, the support unit contains transverse elements. A swivel plate is installed on the support unit of the chair. The rotary plate is mounted on the rotary plate with the possibility of rotation. The seat frame can be mounted either on a swivel plate (if rotation is not required) or on a swivel plate (if rotation is desired).

The disadvantage of this technical solution is the very wide design of the base and the supporting-slewing mechanism, which helps to reduce the useful volume for the placement of controls and limits the possibility of variability in design solutions.

Known passenger seat of an aircraft (US patent No. 9493242, IPC A47C 1/00, B64D 11/06, B60N 2/07, B60N 2/14, published on November 15, 2016), including a pair of support rails that contain connecting parts for fixing the support rails on the aircraft floor. A swivel unit is installed between the support guides. The swivel assembly includes a swivel mechanism mounted in the same horizontal plane as the support rails, thus avoiding an increase in the overall seat height. The pivot mechanism includes a stationary pivot plate in which a rotating pivot ring is installed, which connects to the seat of the chair. The pivot plate contains connecting elements made as a whole, with the help of which the pivot unit is mounted on the support rails. The swivel assembly is attached to the seat of the chair using a series of threaded bushings extending upward from the swivel ring.

The disadvantage of this method of attaching the swivel mechanism to the seat base is that when the floor of the aircraft warps, stress and deformations will be directly transmitted and perceived by the swivel assembly.

As an analogue of a seat with a swivel mechanism, a chair is adopted, which is movably connected to a base fixed on the floor of a vehicle (US patent No. 5161765, IPC F16M 13/00, published on November 10, 1992). A movable mechanism is installed between the seat of the chair and the base, which is activated by the controls installed on the armrest of the chair using a cable. The movable mechanism includes two pairs of support rods and swivel discs. The first pair of parallel support rods are attached to the seat. A second pair of parallel support rods are slidably mounted perpendicular to the first pair of support rods on the rotary disc. The turntable can rotate clockwise or counterclockwise. The second pair of support rods is connected to the rotary disk also with the possibility of movement and is installed in a housing in which there are bushings. The housing is mounted in a swivel disc and contains locking mechanisms. Inside the body, rings are installed on the second pair of support rods. Brackets are installed at the ends of the second pair of support rods. Bushings are attached to the brackets, which are installed on a second pair of support rods. The first and second pair of support rods have locking mechanisms. The swivel disc is connected to a second disc, which is fixedly mounted on the base of the chair. The turntable rotates around a central rod.

The disadvantage of this technical solution is the presence of a large amount of cable wiring, in which, during long-term operation, backlash may appear. In addition, the cables require tension adjustment, which complicates the process of debugging the mechanism. Also, the disadvantage is the use of a vertical pin for unlocking the rotation, since in this case, increased accuracy of the hole, into which the pin enters, is required.

As the closest analogue for a group of inventions, a flight crew seat was adopted (RF patent No. 2620443, IPC B64D 11/06, B64D 25/04, B60N 2/42, published on 05/25/2017), in which the rotation of the seat and its fixation is ensured by joint work a rotary device and a rotation fixing device. In addition, the rotary device (and two dampers) absorbs the energy of a longitudinal-lateral impact in an emergency. The swivel device consists of a cage, a set of balls, a ring, a base plate, a swivel plate, supporting swing walls, an upper tie and a fork. The rotation fixing device consists of a rotation handle, a flexible cable and a rotation lock. The swing handle is installed with the lower left arm of the seat of the chair and is mechanically connected by a flexible cable with the swing lock installed on the swing plate. The main and rotary plates have a hole in the center and are connected flat to each other, forming a movable rotating joint similar to a rotating ball bearing with the help of a connected separator, a set of balls and a ring. Longitudinally and vertically located supporting pivoting walls are attached to the rotary plate from the lateral sides (right and left), from above they are fixed by an upper tie. On the inner sides in the supporting pivoting walls, blind grooves are formed, grooves located vertically opposite each other and acting as guides for moving the rollers when the seat of the chair rises.

The backrest is used to create a comfortable working environment and includes two side brackets that form the sides of the chair back, to which the backrest support is attached to the front for their entire area. From the top (and from the front), a front bracket is attached to the side brackets, to which the rear bracket is connected. The front and rear brackets hold the tubular rails along the backrest that are used to attach the headrest. The bottom of each side bracket is formed over an ear that is used to attach a chair to the seat. Near the lower ends of the tubular guides located inside the backrest, spring clips are installed transversely, each with a spring-loaded ball. Due to the support of the latter, especially in cases of falling of the balls into the grooves formed on the rod guides, the required level of lifting of the headrest is fixed. On the rear side, the side brackets connect the backrest tie and the corner, on top of which the casing is installed.

The backrest is attached to the seat of the chair by inserting the lower parts of its side brackets into the gaps between the side brackets and the sidewalls and fixing there with the possibility of rotation. In one embodiment, in the initial position, the back of the chair is deflected from the vertical by an angle in the range of 11.8 ° to 12.2 °, preferably 12 ° from the vertical. The backrest deflection device includes a pivoting backrest deflection handle, two spring locks, and two mechanical flexible cables.

The headrest is installed on top of the backrest and includes a frame, a cover, a filler, two rod guides with applied surface grooves. At the ends of the rod guides, stops are installed that protect against complete removal of the headrest.

The headrest is installed on top of the backrest by introducing its rod guides inside the tubular guides, creating a gap between them. The spring clips are pressed by their spring-loaded balls to the grooves of the rod guides and fix them in discrete positions corresponding to these grooves due to the sinking of the spring-loaded ball in them.

The disadvantage of this technical solution is that the design of the chair has a high mass and does not imply design processing. The design of the headrest does not have a lower bracket, as a result of which rigidity is lost, there is a possibility of skewing. In addition, there is no possibility for the installation and application of the electromechanical principle of movement of the headrest. The backrest guides are made of a single monolithic material, which complicates the technology and the process of its manufacture and production, and also leads to its rise in price. In addition, the design has little variation in weight depending on the applied load.

The objective of the invention is to develop an enhanced comfort chair.

The technical result is to simplify the design, reduce weight, as well as increase the reliability of the structure and ease of use.

The technical result is achieved by the fact that the vehicle seat contains a support base, a seat with a support-rotary mechanism, a back, on which the headrest is fixed, while the support-rotary mechanism includes a rotary mechanism, a locking mechanism for axial movement, a mechanism for longitudinal and transverse movements, locking mechanism for longitudinal and transverse movement, a mechanism for general unlocking of movement,

in this case, the mechanisms of longitudinal and transverse movements contain longitudinal and transverse linear guides with linear bearings, connected to each other to form a rectangle,

the rotary mechanism contains a fixed lower ring and an upper toothed ring and a rotary ring clamped between them, connected to an adapter plate made with an axial hole and a transverse beam defining the axis of the rotary mechanism,

the locking mechanism of axial movement contains a stopper installed on the adapter plate with a rod engaging with the recesses of the upper toothed ring,

the locking mechanism for longitudinal and transverse movement includes on each linear guide a pair of spacer rings installed between the lock bodies, with levers clamped between them, tightened by a plate,

the general release mechanism includes a triangular plate with beveled ends connected to the first cable and movably connected to the first plate mounted on the axis of the pivot mechanism through the second plate; a rocker, interacting with the levers of the locking mechanism for longitudinal movement; a second cable connected to the levers of the transverse movement locking mechanism and passing through the spools made on the first plate.

The technical result is also achieved in that the vehicle seat comprises a support base, a seat with a pivoting mechanism, a backrest on which the headrest is fixed, while the headrest contains an actuator rigidly fixed to the bracket together with supports connected to the headrest frame and made with the ability to move along the rack up and down through the rack and pinion.

The invention is further illustrated by the following drawings.

Fig. 1 - The power frame of the chair.

Fig. 2 - The structure of the seat frame of the chair.

Fig. 3 - The structure of the chair base.

Fig. 4 - The design of the slewing support mechanism.

Fig. 5 - Top view of the rotary support mechanism.

6 is a side view of the slewing support mechanism.

Fig. 7 - Bottom view of the slewing support mechanism.

8 is an enlarged side view of the stopper structure.

Fig. 9 is an enlarged view of the lateral movement mechanism.

Fig. 10 - Top view of the general release mechanism.

Fig. 11 - Assembly of the chair back.

Fig. 12 - The design of the back deflection mechanism.

Fig. 13 - The design of the headrest.

A luxury seat is a seat for a VIP passenger in a transport category aircraft. Depending on the layout of the aircraft, the seat is installed in the direction or against the direction of flight. From the point of view of the structural power scheme, the seat is a two-spar structure, similar to an aircraft wing.

The luxury seat (Fig. 1) includes a power frame containing a seat 1 with a pivot mechanism 2 and a backrest 3, on which a headrest is attached 4. The seat is attached to the aircraft floor using the seat base 5. The seat also has a harness system , armrests, one of which houses the seat controls, and a footrest.

The chair has several modifications, according to which it can be made with a wide trapezoidal headrest, rectangular armrests with side decorative strips, a wide footrest or it can have a narrower footrest, an L-shaped and narrower headrest, armrests made without decorative inserts. In addition, depending on the modifications, the chair can have other forms of upholstery installed on the seat frame and back of the chair. The seat modifications also differ in the location of the seat controls.

The passenger swivel chair has the ability to move in the longitudinal direction and in the transverse direction with simultaneous rotation of 360 degrees with movement fixation in any selected position.

The seat frame of the chair 1 (Fig. 2) consists of two longitudinal 100 and at least three transverse beams 101, 102, 103, interconnected. Brackets 104 are attached to the front transverse beam 101, on which the footboard actuator 105 is hung. A lining 106 is attached to the longitudinal and transverse sets. The actuator stem 105 is located practically on the axis of symmetry of the seat, and since the point of application of the force is also on the axis of symmetry, it is possible to minimize the possibility of skewing and jamming during the movement of the footrest 107.

The seat frame is located on the axis 108 and can rotate around it, which makes it easy to recline the seat for inspection of the actuator 105 and the pivot mechanism 2.

The pivot mechanism 2 of the luxury seat is a mechanism for moving the passenger in the longitudinal, transverse, and axial directions. The pivoting mechanism 2 is installed between the seat of the chair 1 (Fig. 2) and the base of the chair 5 (Fig. 3).

The main elements of the rotary-support mechanism 2 are the rotary mechanism, the locking mechanism for axial movement, the mechanism for longitudinal and transverse movements, the locking mechanism for longitudinal and transverse movement, the mechanism for general unlocking of movement (Fig. 4).

The swivel mechanism is designed for axial movement of the passenger in the seat. The rotary mechanism includes a lower ring 200 with holes for fixing the rotary support mechanism 2 to the base of the chair 5 with screws (Fig. 3, Fig. 4, Fig. 5) An upper toothed ring 201 is rigidly mounted on the lower ring 200. The lower ring 200 and the upper ring 201 are U-shaped in cross-section. A recess is formed between the lower ring 200 and the upper ring 201, in which the pivot ring 202 (Fig. 6) is clamped. To eliminate excessive friction between the lower ring 200, the upper ring 201 and the pivot ring 202, rings of antifriction materials are inserted.

The locking mechanism for axial movement is a bracket on the axis that goes into the groove of the upper ring. The axial movement locking mechanism includes an adapter plate 203 with a through central hole, having a T-shaped transverse beam 204 for axial connection with the general unlocking mechanism and fixing protrusions protruding into the axial hole (Fig. 4, Fig. 7). On both sides of the adapter plate 203 are inserts 205 that are bolted. The inserts 205 are designed to evenly distribute the stresses transmitted from the bolts to the adapter plate 203. (Fig. 4, Fig. 5, Fig. 7). In this case, lugs 206 (Fig. 7) are rigidly attached to the lower insert 205 to provide a gap between the adapter plate 203 and the upper ring 201. The lugs 206 are connected to the pivot ring 202.

The adapter plate 203 is connected to the stopper 207 (Fig. 4, Fig. 7, Fig. 8). The elongated stopper 207 is attached at one end to the adapter plate 203 using a bolt 208 (Fig. 8), which is screwed into the axle 209. At the other end of the stopper 207, there is a stopper rod 210 that fits into a groove made in the upper ring 201, providing engagement a stopper 207 with an upper ring 201. The locking mechanism rotates on an axis 209. This combination ensures a constant minimum clearance between the adapter plate and the locking mechanism and perpendicularity of the axis, which in turn minimizes backlash in the longitudinal direction, thereby improving passenger comfort.

On one of the side walls of the stopper 207, two protrusions are made, forming a recess into which a rod 211 is installed, which is attached through a copper pin, which is expanded from the ends (Fig. 7, Fig. 8). On the stopper 207, a hook 212 (Fig. 7) is rigidly fixed, connected to a spring 213, one end of which is clamped by a bolt in a T-shaped transverse beam 204. The hook 212 is inserted into the stopper 207 into an interference fit and its end is expanded. Spring 213 engages hook 212 with a loop-hook.

The mechanism of longitudinal and transverse movements is a system of linear guides 214, 215 with bearings (Fig. 4). Linear guides 214, 215 are longitudinal tubular elements that receive the load exerted on the pivot mechanism. Linear guides 214, as well as linear guides 215, are arranged in parallel at some distance from each other to form a rectangle, while the connection of linear guides 214 and 215 is carried out using lateral brake plates 216 and glasses 217, inside which shock absorbers are installed (Fig. 4). The cups 217 are inserted into the guides 214, 215, fixed with screws, after which the lateral brake plate 216 is attached to the cups 217 from the end and secured with screws. On the plates of the transverse brake 216, at least two tensioning mechanisms of the bowden cable 218 are made (Fig. 4, Fig. 9).

On the linear guides 214, two linear bearings 219 are mounted with the possibility of sliding, which are fixed with retaining rings on the corresponding bearing housing 220, made with through holes and rigidly connected to the adapter plate 203 (Fig. 4). Between the bearing housings 220 on linear guides 214, two spacer rings 221 of the locking mechanism for longitudinal movement are installed with a small gap and with the possibility of changing the angle of the ring planes relative to the axis of the linear guide 214. Lock bodies 222 and 223 are attached to the spacer rings 221, so that the spacer rings 221 are located in the grooves of the lock bodies 222, 223. A lever 224 is movably mounted between the lock body 222 and the spacer rings 221. The lock body 223 is rigidly connected to the adapter plate 203 (Fig. 4). The lock body 222 and the lock body 223 are connected to each other using a plate 225, which is secured with screws. Plate 225 tightens lock bodies 222 and 223 that clamp linear guide 214, spacer rings 221, and arm 224.

On the linear guides 215, two linear bearings 226 are installed, which are fixed with retaining rings on the bearing housings 227, which are connected to the ends of the lateral brake plate 216 (Fig. 4, Fig. 9). Between the bearing housings 227 on the linear guides 215, two spacer rings 228 of the locking mechanism of lateral movement are installed with a small gap and with the possibility of changing the angle of the ring planes relative to the axis of the linear guide 215. Lock bodies 229 and 230 are attached to the spacer rings 228 (Fig. 9) , while the spacer rings 228 lie in the grooves of the lock bodies 229 and 230. Between the U-shaped lock body 230 and the spacer rings 228, a lever 231 is movably mounted. The lock bodies 229 and 230 are connected to the lateral brake plate 216 by screws. The lateral brake plate 216 pulls together the lock bodies 229, 230, which clamp the linear guide 215, the lever 231 and the spacer rings 228.

The locking mechanism for longitudinal and transverse movement is a system of steel spacer rings 221 and 228 (Fig. 4, Fig. 9) located on linear guides 214 and 215, respectively. In the normal state, the planes of the rings 221 are located at an oblique angle relative to the axis of the guides 214, while the planes of the rings 228 are also located at an oblique angle relative to the axis of the guides 215. This arrangement of the rings 221 and 228 stops their movement. Under the influence of springs (not shown) located inside the lock bodies 222 and 230, the rings 221 and 228 assume a position in which their planes are perpendicular to the axes of the guides 214 and 215, respectively.

The spacer rings 228 are returned to their original state by means of springs 232 (Fig. 5), which are secured and compressed on a screw connecting the bearing housings 227 and the lateral brake plate 216.

The mechanism of general unlocking of movement is a system of plates, levers and cables kinematically connected to each other (Fig. 10) and includes a plate 233 made in the form of a triangle with beveled ends. In the groove of the plate 233 lies the first bowden cable 234, which is covered with a washer secured to the plate 233 through a screw. At the end of the first bowden cable 234 there is a stop that holds it in the slot. Plate 233 is connected to plate 235 through a spacer. In turn, the plate 235 is kinematically connected to the plate 236, on which the coils are made, through which the second bowden cable 237 passes (Fig. 5, Fig. 9). The second bowden cable 237 also passes through a tip 238 mounted on the T-beam of the adapter plate 203. Between the plate 236 and the T-beam 204, a U-shaped rocker 239 is installed with the ability to interact with the levers 224.

The backrest of the seat 3 has a structure similar to that of the spar wing of an aircraft, it can withstand high static and dynamic loads, and also has a large internal volume to accommodate internal components.

Backrest 3 includes longitudinal and transverse power sets, as well as upholstery.

The longitudinal set consists of truss-type beams 301 (left and right) and corners-shelves 302, 303 riveted to them (Fig. 11). The backrest beam 301 together with the corners 302, 303 forms a single power element (spar) working in bending from the main load on the backrest both during normal operation and in an emergency. The spar is the main strength element of the backrest and allows to perceive overload in 16G.

The transverse set consists of 304 backrest bars, which are folded sheet metal beams. The jumpers serve for mechanical connection between the left and right side members (evenly redistributing the load between them), work for bending and shear in their own plane, as well as for fastening various elements of the chair inside the backrest (seat belt, headrest mechanism, etc.)

Sheathing 305 is a perforated, thin-walled sheet metal plate. The casing, together with the longitudinal and transverse sets, works in torsion, and also forms a plane for the location of the passenger's back.

Between the trims 305 in the inner cavity of the back of the chair, a headrest control unit 306, a control unit for actuators 307, connected to the backrest jumpers 304 by means of attachment angles 308, 309, and a shoulder belt reel 310 are installed. The backrest locks 311 are attached to the backrest beams 301 with screws.

The back of the chair 3 is made with the possibility of changing the angle of inclination and fixing in a vertical position. This is done using a solenoid unlocking the pins 312 (Fig. 12) and an actuator for moving the back of the chair 313, which is movably connected to the bracket 314. The bracket 314 is attached to the longitudinal beam 301 through the corner 302 with bolts. The solenoid 312 is connected via a flexible rod to the locking pin 315, which engages with the backrest lock 311.

The headrest mechanism 4 (Fig. 13) consists of two cylindrical guides 400, which are movable in cylindrical supports 401, made with a minimum clearance.

The headrest frame 402 is attached to the upper parts of the rails 400 with screws, and the bracket 403 is attached to the lower parts with screws and bolts. This results in a rigid structure that, together with a minimum clearance in the supports 401, ensures that there is virtually no play.

The movement of the headrest 4 is carried out using an electric actuator 404. The body of the actuator 404 is rigidly and without the possibility of rotation fixed on the bracket 403 with bolts between the guides 400, and its rod is fixed permanently on the back of the chair with screws. The actuator 404 is movable with the bracket 403 and the guides 400 fixed on it along the rack 405, which serves as a fixed axis. On the toothed rack 405, an extension of the actuator rod 406 is fixed, which is connected at the other ends to the bracket 407.

Implementation of the invention

The mechanism of movement of the chair in the longitudinal, transverse and axial directions is carried out as follows: when you press the movement unlock button, which is located on the chair control, voltage is applied to the solenoid located on the chair beam. When energized, the solenoid rod retracts and pulls the first bowden cable 234 (Fig. 10), connected to the rotary support mechanism 2 (Fig. 5).

By pulling the bowden cable 234, the plate 233 rotates about its axis of rotation and rotates the rocker 239 through the spacer. The rocker 239, when turning, pushes the levers 224, under the action of which the planes of the rings 221 are placed perpendicular to the plane of the guides 214 (Fig. 4). After that, the longitudinal movement mechanism of the chair is unlocked.

Simultaneously with the rocker 239, the plate 233 also turns the plate 236 through the adapter plate 235. When the plate 236 turns, the second bowden cable 237 is pulled, which turns the levers 231, under the action of which the planes of the rings 228 (Fig. 9) are placed perpendicular to the plane of the guides 215, the same as when unlocking the longitudinal movement of the chair.

The axial movement is also unlocked when the plate 233 is rotated through the rod 211. The connection of the plate 233 and the rod 211 is carried out by placing the boss installed in the lower part of the plate 233 (Fig. 7) in the longitudinal hole made at one end of the rod 211. When the plate moves 233, the rod 211 pushes the stopper 207, which rotates about its axis 209 and disengages the stopper rod 210 located in the groove of the upper ring 201.

Thus, when the plate 233 is rotated, all movements are unlocked.

Reverse fixation of movements occurs by means of springs located inside the lock bodies 222 and 230 (not shown), springs 232 (Fig. 5) and springs 213 (Fig. 7). After stopping the supply of voltage to the solenoid, its stem moves to its original position, the tension on the first bowden cable 234 disappears, and under the action of the springs, all mechanisms for fixing the movements return to their original position.

The advantage of the slewing support mechanism is that the release of all movement locks (longitudinal, transverse and axial movements) is carried out in one movement of the cable. Therefore, there is no need to use an unlocking adder. In addition, the design of the slewing ring is highly adaptable: most parts are made of sheet material of constant thickness.

The backrest is tilted as follows: when you press the corresponding button on the seat control located on the armrest, a signal is sent to the 307 actuator control unit located in the back of the seat 3.

After that, the signal from the actuator control unit 307 is simultaneously applied to the locking pin release solenoid 312 (Fig. 12) and the actuator for the movement of the back of the chair 313. After that, the actuator 313 starts preliminary small movements, driving the arm 314. As soon as the axles of the bracket 314 and the pin fixings 315 are aligned, solenoid 312 is triggered. A signal is sent to the actuator control unit 307 that the backrest 3 is ready for the main movement. After that, the actuator control unit 307 gives a command to the actuator 313 for the main movement of the backrest and the solenoid 312 pulls the locking pin 315 through the flexible rod from the bushing in the backrest lock 311.

Determination of the strokes of the rod of the actuator 313 during the preliminary and main movements - programmable, are determined through the setting of the actuator control unit 307 on the computer. Likewise, the travel speeds, the response time and the holding time of the locking pins are programmed.

After the holding time of the fixation pins has elapsed, under the action of the elastic force of the spring installed in the body of the attachment unit, the fixation pin 315 returns to its original position, thus fixing the angle of inclination of the back of the chair 3 and limiting its rotation about the pivot axis.

Due to the fact that when the backrest is tilted, the body of the actuator moves, and the rod remains in place, it is possible to minimize the space in the backrest, which is occupied by the movement mechanism.

The headrest is raised by pressing the corresponding button on the seat control located on the armrest, after which a signal is sent to the actuator 404 located in the back of the chair 3. The actuator 404 begins to move inside the back 3, rising along the rack 405 through the rack and pinion, while together with the actuator 404, the bracket 403 connected to it and the cylindrical supports 401 fixed to the bracket 403 move. The limitation when lifting the headrest is software, it is carried out through the microprocessor of the actuator control unit 307. The stroke length can be set by anyone, through the programming of the block on the computer, it is limited by the length of the toothed rack 405. The lowering of the headrest also occurs when a button on the seat control is pressed, however, in this case, the actuator 404, together with the bracket 403 and the cylindrical supports 401, moves down the toothed rack 405.

The point of application of the moving force is extremely close to the axis of symmetry of the frame and the head restraint guides. This minimizes the skewing during movement of the headrest and increases the smoothness and reliability of its operation.

The two-spar design of the chair allows to reduce weight and withstand high static and dynamic loads.

The advantages of the vehicle seat design are also simplicity and manufacturability, simplified maintenance and operation, high strength indicators with minimal weight, low cost, high reliability, ease of use, due to the possibility of reclining the seat of the chair and tilting the back of the chair.

Claims (15)

1. A vehicle seat containing a support base, a seat with a pivoting mechanism, a backrest on which the headrest is fixed, while the pivoting mechanism includes a rotary mechanism, a locking mechanism for axial movement, a mechanism for longitudinal and transverse movements, a locking mechanism for longitudinal and lateral movement, a mechanism for the general unlocking of movement, characterized in that the mechanisms of longitudinal and transverse movements contain longitudinal and transverse linear guides with linear bearings, connected to each other to form a rectangle, the rotary mechanism contains a fixed lower ring and an upper toothed ring and a rotary ring clamped between them, connected to an adapter plate made with an axial hole and a transverse beam defining the axis of the rotary mechanism, the locking mechanism of axial movement contains a stopper installed on the adapter plate with a rod engaging with the recesses of the upper toothed ring, the locking mechanism for longitudinal and transverse movement includes on each linear guide a pair of spacer rings installed between the lock bodies with levers clamped between them, tightened by a plate, the general release mechanism includes a triangular plate with beveled ends connected to the first cable and movably connected to the first plate mounted on the axis of the pivot mechanism through the second plate; a rocker, interacting with the levers of the locking mechanism for longitudinal movement; a second cable connected to the levers of the lateral movement locking mechanism and passing through the spools made on the first plate. 2. The vehicle seat according to claim 1, characterized in that the longitudinal linear guides are made in the form of tubular elements with cups installed at the ends and tightened transverse brake plates attached to bearing housings mounted on transverse linear guides made in the form of tubular elements. 3. The vehicle seat according to claim 1, characterized in that the linear guides of the longitudinal movement mechanism are connected to the adapter plate through the bearing housings and the lock housings. 4. The vehicle seat according to claim 1, characterized in that the spacer rings of the longitudinal and transverse movement mechanism are made with the possibility of changing the angle of the ring planes relative to the plane of the corresponding longitudinal linear guide and transverse linear guide. 5. The vehicle seat according to claim 1, characterized in that the stopper is attached at one end to the adapter plate by means of a bolt for rotation, and at the other end is connected to a rod connected to a triangular plate with beveled ends. 6. The vehicle seat according to claim 1, characterized in that the locking mechanism for axial movement, longitudinal and transverse movement mechanisms contain springs for returning the mechanisms to their original position. 7. The vehicle seat according to claim 1, characterized in that a tip is installed on the beam of the adapter plate made in a T-shape, through which a second cable passes, connected to the cable tension mechanisms located on the lateral brake plates. 8. The vehicle seat of claim 1, further comprising a footrest adapted to change the angle of inclination. 9. The vehicle seat according to claim 1, characterized in that the back of the chair is provided with a backrest tilt mechanism comprising an actuator connected to the bracket; a solenoid connected through a flexible rod to the fixation pin and ensuring its movement when the axis of the bracket coincides with the axis of the fixation pin; a spring that ensures the backrest returns to its original position under the action of the spring force after the holding time of the fixation pins has elapsed. 10. A vehicle seat containing a support base, a seat with a pivoting mechanism, a backrest on which the headrest is fixed, characterized in that the headrest contains an actuator rigidly fixed to the bracket together with a toothed rack and guides, while the actuator is configured to linear moving along the toothed rack up and down through the rack and pinion together with the guides connected to the headrest frame.

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