Occupant restraint system and child safety seat

Abstract

The present disclosure relates to an occupant restraint system and a child safety seat. The occupant restraint system includes: a seat body; and a headrest assembly, including an inner cushion layer, an outer shell and a connecting device, wherein the inner cushion layer is fixedly arranged inside the outer shell, and the outer shell is arranged above the seat body through the connecting device; wherein the inner cushion layer includes two wings and a smooth transition portion connected between the rear ends of the two wings, wherein the two wings and the smooth transition portion are in a U-shaped structure, and the distance between the two wings gradually decreases in the vertical direction from the end away from the seat body to the end close to the seat body. Based on this, the embodiments of the present disclosure can improve the side collision protection performance of the occupant restraint system and strengthen the head protection for child occupants.

Description

Technical Field

[0001] The present disclosure relates to the field of traffic safety, and in particular to an occupant restraint system and a child safety seat. Background Art

[0002] The occupant restraint system usually refers to a webbing with a protective buckle or corresponding soft parts, adjustment devices, connecting devices and auxiliary devices, which can be firmly placed on a motor vehicle. It is designed to reduce the damage to the wearer in the event of a vehicle collision or sudden deceleration by limiting the movement of the wearer's body.

[0003] At present, in the statistics of traffic accident types in various countries, side collision accidents account for a relatively high proportion, and the injuries caused to motor vehicle occupants are also relatively serious. However, the occupant restraint system under the current standard safety regulations does not take into account the protection performance of side collision too much, especially the head protection of child occupants is seriously insufficient. Summary of the invention

[0004] In view of this, the embodiments of the present disclosure provide an occupant restraint system and a child safety seat, which can improve the protection performance of side collisions, strengthen the head protection of child occupants, and improve the energy absorption effect and reliability of the occupant restraint system.

[0005] In one aspect of the present disclosure, there is provided an occupant restraint system, comprising:

[0006] a seat body; and

[0007] A headrest assembly, comprising an inner cushion layer, an outer shell and a connecting device, wherein the inner cushion layer is fixedly arranged inside the outer shell, and the outer shell is arranged above the seat body through the connecting device;

[0008] Among them, the inner cushion layer includes two wings and a smooth transition portion connected between the rear ends of the two wings. The two wings and the smooth transition portion are U-shaped structures, and the distance between the two wings gradually decreases in the vertical direction from the end away from the seat body to the end close to the seat body.

[0009] In some embodiments, the angle between a plumb line passing through the midpoint of the lower contour of the inner surface of the wing and a projection line of the plumb line on the inner surface of the wing is 4-8°.

[0010] In some embodiments, the thickness of the two wing portions is greater than the thickness of the smooth transition portion.

[0011] In some embodiments, the connecting device is configured to make the height of the outer shell and the inner cushion layer adjustable relative to the seat body, the seat body includes a seat inner shell, the seat inner shell includes a seat area and a backrest area, and the minimum adjustable distance H in the vertical direction between the lower end surfaces of the two wings and the dividing line between the seat area and the backrest area is 268 to 280 mm, so that the two wings can cover the projections of the left and right mandibular angles of the occupant on the inner cushion layer along the left and right directions of the seat body.

[0012] In some embodiments, the headrest assembly also includes: a seat belt guide, connected to the outer shell, and configured to guide the seat belt; wherein the front lower ends of the two wings form an extension portion, the seat belt guide is located at the rear side of the extension portion, and the lower end of the seat belt guide smoothly transitions to the lower end of the extension portion.

[0013] In some embodiments, the outer shell includes two shell wings and a shell connecting portion connected between the rear ends of the two shell wings, the two shell wings and the shell connecting portion form a U-shaped structure, and the distance between the two shell wings gradually decreases in the vertical direction from one end away from the seat body to one end close to the seat body, and gradually increases in the horizontal direction from one end close to the shell connecting portion to one end away from the shell connecting portion.

[0014] In some embodiments, the shape and structure of the outer surface of the inner cushion layer is similar to the shape and structure of the inner surface of the outer shell, so that the inner cushion layer is closely attached to the inner side of the outer shell.

[0015] In some embodiments, the outer shell comprises molded high-impact PP plastic, and the inner cushion layer comprises high-impact EPP foam, high-impact EPS plastic and / or PU foam.

[0016] In some embodiments, the seat body includes a seat inner shell and a seat outer shell, the seat outer shell surrounds at least a portion of the exterior of the seat inner shell, and a gap is provided between the seat outer shell and the seat inner shell.

[0017] In some embodiments, the seat shell is an integral structure, and the seat shell is in a thin shell configuration with an arched curved surface.

[0018] In some embodiments, raised ribs are provided on two opposite surfaces of the seat inner shell and the seat outer shell to support the gap between the seat outer shell and the seat inner shell.

[0019] In some embodiments, the seat inner shell includes a seat plate area and a backrest area, and two opening areas are respectively provided on the left and right sides between the seat plate area and the backrest area, and the two opening areas are exposed to the wrapping range of the seat shell, and the seat body further includes:

[0020] Two insert shells are respectively wrapped around the outside of the two opening areas and are embedded and matched with the seat shell.

[0021] In some embodiments, the connection device is configured to make the height of the headrest assembly relative to the seat body adjustable, and when the headrest assembly is adjusted to the point where its upper portion is at the same height as the top area of ​​the seat inner shell and is at least partially wrapped by the seat inner shell, the two insert shells are further wrapped around the outer side of the top area of ​​the seat inner shell;

[0022] Wherein, the two insert shells include a honeycomb energy absorbing structure integrally molded with the two insert shells, and the honeycomb energy absorbing structure at the setting position of the two insert shells at least partially overlaps with the horizontal projection of the top area of ​​the seat inner shell on the two insert shells.

[0023] In some embodiments, the honeycomb energy absorbing structure includes a plurality of honeycomb cavities, and height directions of the plurality of honeycomb cavities are parallel to each other and perpendicular to the inner surface of the seat shell.

[0024] In some embodiments, a projection height H1 of the inner cushion layer in the vertical direction is 168-188 mm.

[0025] In some embodiments, the two wings of the inner padding layer are exposed in a forward and / or downward direction relative to the outer shell.

[0026] In some embodiments, the seat body includes a child safety seat body or a vehicle built-in seat body.

[0027] In one aspect of the present disclosure, a child safety seat is provided, comprising an occupant restraint system as described in any one of the above embodiments.

[0028] Therefore, according to the embodiments of the present disclosure, by setting the shape of the headrest area of ​​the occupant restraint system, the time when the occupant's head as a whole is subjected to external impact force is delayed, and the movement acceleration of the occupant's head during the collision is reduced, thereby reducing the impact of the side collision on the occupant's head; in other embodiments, by setting multiple energy-absorbing structures for combined energy absorption, the energy absorption effect is enhanced, and the dependence on a single energy-absorbing structure is reduced, thereby improving the reliability of the occupant restraint system. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The accompanying drawings, which constitute a part of the specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0030] The present disclosure may be more clearly understood from the following detailed description with reference to the accompanying drawings, in which:

[0031] Figure 1 is a schematic diagram of the structure of an occupant restraint system according to some embodiments of the present disclosure;

[0032] Figure 2 is a schematic diagram of the relative position between a headrest assembly and a child occupant's head of an occupant restraint system according to some embodiments of the present disclosure;

[0033] Figure 3 is a schematic structural diagram of an inner cushion layer of an occupant restraint system according to some embodiments of the present disclosure;

[0034] Figure 4 is a schematic structural diagram of an inner cushion layer of an occupant restraint system according to other embodiments of the present disclosure;

[0035] Figure 5A and Figure 5B They are schematic structural diagrams of a headrest assembly of an occupant restraint system according to some embodiments of the present disclosure from front and left side perspectives;

[0036] Figure 6 is a schematic structural diagram of an inner cushion layer and an outer shell of an occupant restraint system in a state of being connected to each other according to some embodiments of the present disclosure;

[0037] Figure 7 is a schematic diagram of the structure of a seat shell of an occupant restraint system according to some embodiments of the present disclosure;

[0038] Figure 8 is a schematic structural diagram of a seat inner shell of an occupant restraint system according to some embodiments of the present disclosure;

[0039] Fig. 9 is a schematic diagram of a structure in which a raised rib of an occupant restraint system supports a gap between a seat shell and a seat inner shell according to some embodiments of the present disclosure;

[0040] Fig.10 is a schematic diagram of an exploded structure of a seat body of an occupant restraint system according to some embodiments of the present disclosure;

[0041] Fig.11 is a schematic structural diagram of an insert housing of an occupant restraint system according to some embodiments of the present disclosure;

[0042] Fig.12 is a schematic diagram of a structure in which a honeycomb energy absorbing structure of an occupant restraint system according to some embodiments of the present disclosure is disposed between an insert outer shell and a seat inner shell;

[0043] Fig.13 is a schematic diagram of the side impact acceleration variation over time of an occupant restraint system according to some embodiments of the present disclosure;

[0044] Fig.14 is a schematic diagram of the structure of an occupant restraint system according to some embodiments of the present disclosure at the first moment of a side impact test from a main view angle;

[0045] Fig.15 is a schematic diagram of the structure of an occupant restraint system according to some embodiments of the present disclosure at a second moment of a side impact test from a main view angle;

[0046] Fig.16 is a schematic diagram of the structure of an occupant restraint system according to some embodiments of the present disclosure at the third moment of a side impact test from a main view angle;

[0047] Fig.17 is a schematic diagram of the structure of an occupant restraint system according to some embodiments of the present disclosure at a fourth moment of a side impact test from a main view angle;

[0048] Fig.18 is a schematic diagram of the structure of an occupant restraint system according to some embodiments of the present disclosure at the first moment of a side impact test from a top view;

[0049] Fig.19 is a schematic diagram of the structure of an occupant restraint system according to some embodiments of the present disclosure at a second moment of a side impact test from a top view;

[0050] Fig. 20 is a schematic diagram of the structure of an occupant restraint system according to some embodiments of the present disclosure at the third moment of a side impact test from a top view;

[0051] Fig.21 is a schematic diagram of the structure of an occupant restraint system according to some embodiments of the present disclosure at the fourth moment of a side impact test from a top view;

[0052] In the figure:

[0053] 1. Seat body; 11. Seat inner shell; 111. Seat plate area; 112. Backrest area; 113. Opening area; 12. Seat outer shell; 13. Raised ribs; 14. Insert shell; 141. Honeycomb energy absorption structure; 2. Headrest assembly; 21. Inner cushion layer; 211. Wings; 212. Smooth transition part; 213. Outer extension; 22. Outer shell; 221. Outer shell wings; 222. Outer shell connection; 23. Connecting device; 24. Safety belt guide; 31. Plumb line; 32. Projection line; 4. Child occupant; 51. Acceleration in x-direction; 52. Acceleration in y-direction; 53. Acceleration in z-direction; 54. Resultant acceleration.

[0054] It should be understood that the size of each part shown in the accompanying drawings is not drawn according to the actual proportional relationship. In addition, the same or similar reference numerals represent the same or similar components. DETAILED DESCRIPTION

[0055] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and is in no way intended to limit the present disclosure and its application or use. The present disclosure can be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the present disclosure thorough and complete and to fully express the scope of the present disclosure to those skilled in the art. It should be noted that unless otherwise specifically stated, the relative arrangement of the components and steps, the composition of the materials, the numerical expressions and the numerical values ​​set forth in these embodiments should be interpreted as being merely exemplary and not as limiting.

[0056] The words "first", "second" and similar words used in this disclosure do not indicate any order, quantity or importance, but are only used to distinguish different parts. The words "include" or "comprise" and similar words mean that the elements before the word include the elements listed after the word, and do not exclude the possibility of including other elements. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0057] In the present disclosure, when a specific device is described as being located between a first device and a second device, there may or may not be an intermediate device between the specific device and the first device or the second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other device without an intermediate device, or may not be directly connected to the other device but have an intermediate device.

[0058] All terms used in the present disclosure, including technical terms or scientific terms, have the same meanings as those understood by ordinary technicians in the field to which the present disclosure belongs, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries, such as general dictionaries, should be interpreted as having meanings consistent with their meanings in the context of the relevant technology, and should not be interpreted in an idealized or extremely formal sense, unless explicitly defined herein.

[0059] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered as part of the specification.

[0060] The inventor has found through research that the passenger restraint system child safety seats currently sold on the market are regulated by the national standard GB27887 or the European standard ECE R44. However, since the national standard GB27887 and the European standard ECE R44 do not provide for side collisions of passenger restraint systems, the passenger restraint systems currently on the market do not take into account the protection performance in side collisions, which can easily cause head injuries to child passengers.

[0061] According to public research literature, a occupant restraint system that meets the ECE R44 standard was subjected to a side impact sled simulation test using a Q0 child dummy under the ECE R129 standard. The test data showed that the head protection for child occupants was poor: the head injury index - the 3ms composite acceleration value of the head exceeded the limit requirement.

[0062] According to experimental research, the maximum acceleration value of the Q0 child dummy's head occurs when the occupant restraint system is hit by the side trolley and quickly hits the child dummy's head. Further analysis and research found that before the collision, the gap between the occupant restraint system's wrapping area for the Q0 dummy's head and the Q0 dummy's head was too large, causing the impact force of the test trolley to directly act on the side of the occupant restraint system and quickly hit the child dummy's head, causing significant damage to the child's head.

[0063] According to the research, the inventor found that there are two main technical routes to improve the side impact performance of the occupant restraint system:

[0064] 1. Structural energy absorption direction: further add energy-absorbing materials such as PU, EPP, EPS, high-density slow-rebound sponge, etc. to the inner area of ​​the headrest that contacts the child dummy's head; or increase the wrapping of the headrest to the child dummy's head, reduce the gap between the side of the headrest of the occupant restraint system and the child dummy's head, prevent the child dummy's head from being completely thrown out of the wrapping area and contacting the car interior, and reduce the impact load of the headrest side of the occupant restraint system on the child dummy's head.

[0065] 2. Direction of independent energy absorption device: An independent energy absorption device is set in the contact area between the occupant restraint system and the test trolley invading the door panel, so as to absorb part of the impact force that penetrates into the door panel of the motor vehicle in a side collision.

[0066] Among them, the installation of independent energy absorption devices is the most commonly used method for vehicles that meet the latest European standard ECE R129 for passenger restraint systems currently on the market. The European standard ECE R129 uses the definition of children's height combined with the maximum allowable weight to replace the definition of the single mass group of ECE R44. It further introduces the requirements for side collision trolley simulation tests in dynamic collision tests, enhancing the side collision protection performance of the passenger restraint system. It also further increases the requirements for head injury value indicators, measures the head injury index of 15ms and the head synthetic acceleration value of 3ms, monitors the neck injury index at the same time, and uses the Q series dummies with higher biosimulation.

[0067] The side impact simulates the car door through the fixed door panel, which directly penetrates and hits the side of the child seat from a 90-degree angle at a speed of about 26 km / h. The public actual test results show that the most serious injury to children in the side impact experiment is the head area, and the younger the child, the higher the injury value.

[0068] The inventors found that when the occupant restraint system is designed with an independent energy absorption device, the energy absorption effect is completely dependent on the performance of the independent energy absorption device in the process of absorbing the impact force caused by the side collision. As the service life of the independent energy absorption device increases, its durability will decrease accordingly, thereby affecting the reliability of energy absorption in side collisions and threatening the safety of child occupants. The occupant restraint system designed with a structural energy absorption route lacks a mature solution, whether it is the headrest structure and related dimensions, the thickness and density of the energy absorption material, or the principle of reducing the impact load on the head of the child occupant, and further research and development is needed.

[0069] In view of this, if Figures 1 to 21 As shown: In one aspect of the present disclosure, an occupant restraint system is provided, comprising: a seat body 1 and a headrest assembly 2, the headrest assembly 2 comprising an inner cushion layer 21, an outer shell 22 and a connecting device 23, the inner cushion layer 21 is fixedly arranged inside the outer shell 22, and the outer shell 22 is arranged above the seat body 1 through the connecting device 23;

[0070] Among them, the inner cushion layer 21 includes two wings 211 and a smooth transition portion 212 connected between the rear ends of the two wings 211. The two wings 211 and the smooth transition portion 212 are U-shaped structures, and the distance between the two wings 211 gradually decreases in the vertical direction from the end away from the seat body 1 to the end close to the seat body 1.

[0071] The technical route selected by the embodiment of the present disclosure is the direction of structural energy absorption: by making the two wings 211 and the smooth transition part 212 of the inner cushion layer 21 into a U-shaped structure, the wrapping of the headrest assembly 2 for the child passenger 4's head is improved; and by gradually reducing the distance between the two wings 211 from the end far away from the seat body 1 to the end close to the seat body 1, the internal space of the inner cushion layer 21 is adapted to the upper wide and lower narrow shape of the child passenger 4's head, thereby reducing the impact force on the center of the child's head.

[0072] The specific analysis principles are as follows:

[0073] When the impact force of the side collision reaches the outer shell 22 of the headrest assembly 2, the impact force received by the outer shell 22 is directly transmitted to the head of the child passenger 4 inside the headrest assembly 2. At this time, the angle at which the head of the child passenger 4 deviates in the opposite direction of travel is related to the speed of the vehicle carrying the child passenger 4.

[0074] If the child passenger 4's head has a sufficient deflection angle at this time, the lower jaw angle of the head will first impact at the position relative to the lower end of the inner cushion layer 21, and this local edge impact force will delay the upper end area of ​​the child passenger 4's head from bearing the impact force of the upper end of the headrest assembly 2. That is, by making the lower jaw of the child passenger 4's head contact the inner cushion layer 21 first, the child passenger 4's head will be instantly deflected under the action of the moment with the action point close to the lower jaw, thereby increasing the distance between the upper end area of ​​the child passenger 4's head and the inner cushion layer 21, and prolonging the time that the upper end area of ​​the child passenger 4's head is subjected to external impact force. Since the upper end area of ​​the child passenger 4's head is larger and more important, this dynamic process delays the time that the child passenger 4's head as a whole is subjected to external impact force.

[0075] If the head of the child passenger 4 does not deviate much during the side collision, that is, the mandibular angle does not come into contact with the inner cushion layer 21 earlier, the inner cushion layer 21 structure adapted to the shape of the human head that is wide at the top and narrow at the bottom will also wrap the head of the child passenger 4 with the largest contact area. Compared with the inner cushion layer 21 structure with two wings perpendicular to each other, this impact force on the maximum force-bearing surface makes the head of the child passenger 4 less impacted: if the two wings of the inner cushion layer 21 are parallel to each other, its straight-tube structure does not match the head of the child passenger 4 that is wide at the top and narrow at the bottom, so that the side collision will inevitably bring about a local impact on the head of the child passenger 4. Therefore, compared with the straight-tube headrest, the U-shaped headrest with a wide top and narrow bottom will have a smaller impact force on the center of the child's head and a smaller damage value.

[0076] In some embodiments, the angle between the plumb line 31 passing through the midpoint of the lower contour of the inner surface of the wing portion 211 and the projection line 32 of the plumb line 31 on the inner surface of the wing portion 211 is 4-8°.

[0077] Draw a projection line 32 segment of the lower contour of the inner side surface of the two wings of the inner cushion layer 21, take the midpoint of the contour projection line 32 segment, and draw a longitudinal vertical line from this midpoint as the starting point. The intersection line of the longitudinal vertical line projected from the side to the slope surface of the inner cushion layer 21 is the taper line of the inner cushion layer 21. The angle between the longitudinal vertical line and the taper line is between 4-8 degrees, preferably 5 degrees.

[0078] In some embodiments, the thickness of the two wings 211 is greater than the thickness of the smooth transition portion 212. The front ends of the two wings of the inner cushion layer 21 are designed to be thicker than the intersection of the two wings, so that the two wings of the inner cushion layer 21 can better wrap the head of the child passenger 4. In order to make the shape of the two wings of the inner cushion layer 21 more consistent with the forward and downward inclination trend of the mandibular angle of the human head, the thickness of the two wings 211 gradually increases in the direction away from the smooth transition portion 212.

[0079] refer to Figure 1 In some embodiments, the projection height H1 of the inner cushion layer 21 in the vertical direction is 168-188 mm. By adopting a suitable projection length H1, the inner cushion layer 21 can better meet the requirements of ergonomics and obtain a more ideal protection effect.

[0080] In some embodiments, the connection device 23 is configured to make the height of the outer shell 22 and the inner cushion layer 21 adjustable relative to the seat body 1. By designing a telescopic structure with adjustable height between the headrest assembly 2 and the seat body 1, the height of the headrest assembly 2 can be adjusted according to the actual situation of the occupant. For example, when the Q0 dummy lies in the seat body 1, the connection device 23 is adjusted to align the mandibular angle area of ​​the dummy's head with the lower ends of the two wings of the inner cushion layer 21.

[0081] refer to Figure 1 The seat body 1 includes a seat inner shell 11, which includes a seat area 111 and a backrest area 112. The minimum adjustable distance H between the lower end surfaces of the two wings and the boundary line between the seat area 111 and the backrest area 112 in the vertical direction is 268-280 mm, so that the two wings can cover the projections of the left and right mandibular angles of the occupant on the inner cushion layer along the left and right directions of the seat body 1. By setting a suitable minimum adjustable distance, a child occupant can obtain a good protection effect.

[0082] It should be noted that in the scheme disclosed in the present invention, reference Figure 5A and Figure 5B Taking the occupant sitting upright in the seat body 1 as a reference, the direction pointing in front of the occupant along the horizontal direction is the forward direction, the direction pointing behind the occupant is the rearward direction, the direction pointing to the left side of the occupant is the left direction, and the direction pointing to the right side of the occupant is the left direction.

[0083] refer to Figure 3 and Figure 5B In some embodiments, the safety belt needs to be wrapped around the chest and abdomen of the occupant to achieve a protective effect. In order to avoid the headrest assembly 2 from interfering with the safety belt, the headrest assembly 2 also includes a safety belt guide 24 connected to the outer shell 22. The safety belt can be wrapped around the chest and abdomen of the occupant via the safety belt guide 24, and the front safety belt guide 24 is configured to guide the safety belt. Accordingly, the lower ends of the front sides of the two wings can form an overhang 213, and the safety belt guide 24 is located at the rear side of the overhang, and the lower end of the safety belt guide 24 smoothly transitions with the lower end of the overhang 213. For example, the overhang 213 and other parts of the wing can form an L-shaped or U-shaped gap, and the safety belt guide 24 is embedded and fixed in the L-shaped or U-shaped gap.

[0084] refer to Figure 5B In some embodiments, in order to make the inner cushion layer 21 have a better cushioning effect, the two wings 211 of the inner cushion layer 21 are exposed relative to the outer shell 22 in the forward and / or downward direction.

[0085] In some embodiments, the outer shell 22 includes two shell wings 221 and a shell connecting portion 222 connected between the rear ends of the two shell wings 221. The two shell wings 221 and the shell connecting portion 222 form a U-shaped structure, and the distance between the two shell wings 221 gradually decreases in the vertical direction from the end away from the seat body 1 to the end close to the seat body 1, and gradually increases in the horizontal direction from the end close to the shell connecting portion 222 to the end away from the shell connecting portion 222.

[0086] Since the inner cushion layer 21 is made of energy-absorbing material and has more flexibility compared to the outer shell, when the head of the child passenger 4 hits the inner cushion layer 21, the inner cushion layer 21 will rely on the open structure of the outer shell 22 to allow the head of the child passenger 4 to squeeze the inner cushion layer 21 and slide toward the opening of the headrest, thereby decomposing and releasing the impact kinetic energy.

[0087] In some embodiments, the shape and structure of the outer surface of the inner pad layer 21 is similar to the shape and structure of the inner surface of the outer shell 22 , so that the inner pad layer 21 is closely attached to the inner side of the outer shell 22 .

[0088] In some embodiments, the outer shell 22 includes molded high-impact PP plastic, and the inner cushion layer 21 includes high-impact EPP foam, high-impact EPS plastic and / or PU foam.

[0089] In some embodiments, the seat body 1 includes a seat inner shell 11 and a seat outer shell 12 , the seat outer shell 12 surrounds at least a portion of the seat inner shell 11 , and a gap is provided between the seat outer shell 12 and the seat inner shell 11 .

[0090] The gap between the seat shell 12 and the seat inner shell 11 can compress and absorb energy when an external impact force first hits the seat body 1, so that the body shell produces a deformation energy absorption effect.

[0091] In some embodiments, the seat shell 12 is a one-piece structure, and the seat shell 12 is a thin shell configuration with an arched curved surface.

[0092] The seat shell 12 is an integrated structure, and the integrated structure is a thin shell configuration with an arched curved surface. The thin shell structure can be used to evenly distribute the local pressure to various parts of the seat shell 12, thereby reducing the pressure on the local area.

[0093] In order to form a stable energy-absorbing gap between the seat shell 12 and the seat inner shell 11 , in some embodiments, raised ribs 13 are provided on two opposite surfaces of the seat inner shell 11 and the seat shell 12 to support the gap between the seat shell 12 and the seat inner shell 11 .

[0094] In some embodiments, the seat inner shell 11 includes a seat plate area 111 and a backrest area 112, and two opening areas 113 are respectively provided on the left and right sides between the seat plate area 111 and the backrest area 112, and the two opening areas 113 are exposed in the wrapping range of the seat shell 12, and the seat body 1 also includes:

[0095] The two insert shells 14 are respectively wrapped around the outside of the two opening areas 113 and are embedded and matched with the seat shell 12 .

[0096] In some embodiments, the connection device 23 is configured to make the height of the headrest assembly 2 relative to the seat body 1 adjustable, and when the headrest assembly 2 is adjusted to the point where its upper portion is at the same height as the top area of ​​the seat inner shell 11 and is at least partially wrapped by the seat inner shell 11, the two insert shells 14 are further wrapped around the outside of the top area of ​​the seat inner shell 11. The two insert shells 14 include a honeycomb energy absorbing structure 141 integrally molded with the two insert shells 14, and the honeycomb energy absorbing structure 141 at least partially overlaps with the horizontal projection of the top area of ​​the seat inner shell 11 on the two insert shells 14 when the two insert shells 14 are set.

[0097] A honeycomb energy absorbing structure 141 is provided on the inner side of the seat shell 12 near the upper part of the headrest assembly 2 to better absorb the load caused by the side impact. In order to better assemble and position the honeycomb energy absorbing structure 141 and the seat inner shell 11, an insert shell 14 integrally molded by the honeycomb energy absorbing structure 141 is further designed. Based on this, the opening of the seat inner shell 11 will be surrounded by the insert shell 14 with the honeycomb energy absorbing structure 141, and the back and both sides of the seat inner shell 11 are wrapped and surrounded by the integral shell with energy absorbing gaps.

[0098] In some embodiments, the honeycomb energy absorbing structure 141 includes a plurality of honeycomb cavities, and height directions of the plurality of honeycomb cavities are parallel to each other and perpendicular to the inner surface of the seat shell 12 .

[0099] By setting the wall thickness of the honeycomb energy absorbing structure 141 and the size of each honeycomb cavity, the stress value at which the honeycomb energy absorbing structure 141 undergoes plastic deformation can be adjusted, and the stress value can be adapted to the critical safety stress that causes injury to the child occupant 4 during a side collision. In this way, when the side collision is not sufficient to cause injury to the child occupant 4, the honeycomb energy absorbing structure 141 will not deform or will undergo elastic deformation, thereby ensuring structural integrity. When the side collision is sufficient to cause injury to the child occupant 4, the honeycomb energy absorbing structure 141 will undergo plastic deformation and absorb greater energy.

[0100] In the above embodiments, the occupant restraint system can be used for child safety seats or for built-in seats in vehicles, such as internal seats in motor vehicles, airplanes or ships, etc. Accordingly, the seat body in the occupant restraint system can include a child safety seat body or a vehicle seat body.

[0101] In one aspect of the present disclosure, a child safety seat is provided, comprising an occupant restraint system according to any one of the above embodiments.

[0102] When a side collision acts on a child safety seat or vehicle seat with an occupant restraint system, the force process is analyzed as follows (taking a child safety seat as an example):

[0103] 1. The external impact force first acts on the seat shell 12, and through the compression energy absorption gap between the seat shell 12 and the seat inner shell 11, the seat shell 12 produces a deformation energy absorption effect;

[0104] 2. The external impact force continuously impacts the honeycomb energy absorbing structure 141 of the insert housing 14, and generates collapse energy absorption by compressing the honeycomb energy absorbing structure 141;

[0105] 3. The external impact force continuously impacts the seat inner shell 11, and through the gap between the seat inner shell 11 and the headrest assembly 2, the seat inner shell 11 produces a deformation and energy absorption effect;

[0106] 4. The external impact force continuously impacts the outer shell 22 of the headrest assembly 2, and the impact force on the outer shell 22 is directly transmitted to the child passenger 4 inside the headrest assembly 2. At this time, the U-shaped headrest with a wide top and narrow bottom can reduce the impact on the head of the child passenger 4.

[0107] 5. The external impact force continuously impacts the inner cushion layer 21 of the headrest assembly 2 . The high-impact EPP foam, high-impact EPS plastic and / or PU foam provided in the inner cushion layer 21 can further absorb the impact force on the head of the child passenger 4 .

[0108] It can be seen that when the child passenger 4 is subjected to an external side impact, the multiple energy-absorbing structural forms disclosed in the present invention can reduce the direct impact on the head of the child passenger 4 by protecting, delaying, dispersing, and decomposing, thereby improving the side impact resistance of the child safety seat.

[0109] like Fig.13 As shown, this chart is a data chart provided by a third-party laboratory showing the dynamic changes of the acceleration of the head in various directions and the combined acceleration with the side collision time of the Q0 dummy when the head is subjected to a side collision when the embodiment of the present application is applied. The combined acceleration value is A3ms=69.01g, while the head injury value A3ms=75g specified in the European standard ECER129. Therefore, the head injury value of the Q0 dummy measured by the headrest with a horizontally set U-shaped funnel structure is much smaller than the injury standard value, and the side collision protection performance is good.

[0110] like Figures 14 to 21 The schematic diagram of the structure of the occupant restraint system at the first to fourth moments of the side impact test from the main view angle and the top view angle is as follows:

[0111] 1. Under the influence of air resistance, the headrest had deformed while running at 26 km / h before the impact, and the flares on both wings were narrowed; 2. At the same time, the dummy's head had already deviated to the internal energy absorption area on the other side of the headrest that was not impacted, and the dummy's head began to slide forward under the push of the forward flare structure; 3. When the external impact force continued to be applied to the seat body 1 and the headrest, the space on the two wings inside the headrest was further reduced, and the flare was further narrowed; 4. Under the impact of the smaller bottom of the headrest, the dummy's mandibular angle caused the temporal bone and upper area of ​​the dummy's head to deviate from the inner side of the headrest on the side that was not impacted, and approach the inner energy absorption area of ​​the headrest on the side of the external impact direction; 5. As the external impact force continued to advance, one wing of the headrest on the side that was not impacted naturally rebounded and opened, and the flare opening widened; 6. The overall fit of the dummy's head to the wing of the headrest on the side that was impacted was obvious. The trumpet-shaped structure of the headrest drives the whole head of the dummy to slide in the direction of the trumpet opening; 7. The external impact force continues to push forward, and the wing of the headrest on the side not subjected to the impact force rebounds naturally, and the trumpet opening shrinks again; 8. The trumpet-shaped structure of the headrest on the side subjected to the external impact force further slides in the direction of the trumpet opening of the headrest; 9. After the external continuous impact force releases the external impact kinetic energy after the whole head of the dummy slides in the direction of the trumpet of the headrest, the external impact force stops invading. The two wings of the U-shaped funnel headrest begin to gradually restore their normal shape; 10. At this time, due to the impulse formed by the weight of the whole head of the dummy under the external impact, when the external impact stops, the dummy head still deviates in the direction perpendicular to the impact force surface of the sliding position; 11. In the absence of external impact force, the dummy head and headrest shape are in a natural state of pendulum vibration; 12. The dummy head begins to gradually return to its position; 13. The dummy head returns to the normal position of the headrest.

[0112] Therefore, according to the embodiment of the present disclosure, by setting the shape of the headrest area of ​​the occupant restraint system, the time when the occupant 4's head is subjected to external impact force as a whole is delayed, and the movement acceleration of the occupant 4's head during the collision is reduced, thereby reducing the impact of the side collision on the occupant 4's head; a five-stage combined energy absorption structure is set, from energy absorption in the gap between the seat shell and the seat inner shell, to energy absorption in the collapse of the insert shell with a honeycomb energy absorption structure, to energy absorption in the gap between the seat inner shell and the headrest outer shell, to energy absorption in the high-impact EPS or EPP cushion layer on both wings of the headrest inner cushion layer, and finally to energy absorption in the high-density PU foam on both wings of the headrest inner cushion layer, to enhance the energy absorption effect of side collision prevention, reduce the dependence on a single energy absorption structure, and improve the side collision prevention performance and reliability of the occupant restraint system.

[0113] So far, various embodiments of the present disclosure have been described in detail. In order to avoid obscuring the concept of the present disclosure, some details known in the art are not described. Based on the above description, those skilled in the art can fully understand how to implement the technical solution disclosed here.

[0114] Although some specific embodiments of the present disclosure have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present disclosure. It should be understood by those skilled in the art that the above embodiments may be modified or some technical features may be replaced by equivalents without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. An occupant restraint system, characterized in that: include: A seat body (1), the seat body (1) comprising a seat inner shell (11) and a seat outer shell (12), the seat outer shell (12) surrounding at least a portion of the outside of the seat inner shell (11), and a gap being provided between the seat outer shell (12) and the seat inner shell (11), the seat body comprising a child safety seat body or a built-in seat body of a vehicle; as well as A headrest assembly (2), comprising an inner cushion layer (21), an outer shell (22) and a connecting device (23), wherein the inner cushion layer (21) is fixedly arranged inside the outer shell (22), and the outer shell (22) is arranged on the seat body (1) via the connecting device (23); The inner cushion layer (21) comprises two wing portions (211) and a smooth transition portion (212) connected between the rear ends of the two wing portions (211); the two wing portions (211) and the smooth transition portion (212) are in a U-shaped structure, and the distance between the two wing portions (211) gradually decreases in the vertical direction from an end away from the seat body (1) to an end close to the seat body (1); The seat inner shell (11) comprises a seat plate area (111) and a backrest area (112), and two opening areas (113) are respectively arranged on the left and right sides between the seat plate area (111) and the backrest area (112), and the two opening areas (113) are exposed in the wrapping range of the seat shell (12). The seat body (1) further comprises two insert shells (14), and the two insert shells (14) are respectively wrapped around the outside of the two opening areas (113) and are embedded and matched with the seat shell (12); The connecting device (23) is configured to make the height of the headrest assembly (2) relative to the seat body (1) adjustable, and when the headrest assembly (2) is adjusted to the point where its upper portion is at the same height as the top area of ​​the seat inner shell (11) and is at least partially wrapped by the seat inner shell (11), the two insert shells (14) are further wrapped around the outer side of the top area of ​​the seat inner shell (11); The two insert shells (14) include a honeycomb energy absorption structure (141) integrally molded with the two insert shells (14); the honeycomb energy absorption structure (141) is disposed at a position on the two insert shells (14) that at least partially overlaps with a horizontal projection of a top area of ​​the seat inner shell (11) on the two insert shells (14).

2. The occupant restraint system according to claim 1, characterized in that: The angle between a plumb line (31) passing through the midpoint of the lower contour of the inner surface of the wing portion (211) and a projection line (32) of the plumb line (31) on the inner surface of the wing portion (211) is 4-8 degrees.

3. The occupant restraint system according to claim 1, characterized in that: The thickness of the two wing portions (211) is greater than the thickness of the smooth transition portion (212).

4. The occupant restraint system according to claim 1, characterized in that: The connecting device (23) is configured to make the height of the outer shell (22) and the inner cushion layer (21) adjustable relative to the seat body (1), the seat body (1) comprising a seat inner shell (11), the seat inner shell (11) comprising a seat plate area (111) and a backrest area (112), the minimum adjustable distance H in the vertical direction between the lower end surfaces of the two wings and the boundary line between the seat plate area (111) and the backrest area (112) is 268 to 280 mm, so that the two wings can cover the projections of the left and right mandibular angles of the occupant on the inner cushion layer along the left and right directions of the seat body (1).

5. The occupant restraint system according to claim 1, characterized in that: The headrest assembly (2) further comprises: a seat belt guide (24) connected to the outer shell (22) and configured to guide the seat belt; wherein the front lower ends of the two wings form an extension portion (213), the seat belt guide (24) is located at the rear side of the extension portion, and the lower end of the seat belt guide (24) smoothly transitions to the lower end of the extension portion (213).

6. The occupant restraint system according to claim 1, characterized in that: The outer shell (22) comprises two outer shell wings (221) and an outer shell connecting portion (222) connected between the rear ends of the two outer shell wings (221); the two outer shell wings (221) and the outer shell connecting portion (222) form a U-shaped structure, and the distance between the two outer shell wings (221) gradually decreases from an end away from the seat body (1) to an end close to the seat body (1) in the vertical direction, and gradually increases from an end close to the outer shell connecting portion (222) to an end away from the outer shell connecting portion (222) in the horizontal direction.

7. The occupant restraint system according to claim 6, characterized in that: The shape and structure of the outer surface of the inner cushion layer (21) is similar to the shape and structure of the inner surface of the outer shell (22), so that the inner cushion layer (21) is closely attached to the inner side of the outer shell (22).

8. The occupant restraint system according to claim 1, characterized in that: The outer shell (22) comprises molded high-impact PP plastic, and the inner cushion layer (21) comprises high-impact EPP foam, high-impact EPS plastic and / or PU foam.

9. The occupant restraint system according to claim 1, characterized in that: The seat shell (12) is an integrated structure, and the seat shell (12) is in a thin shell configuration with an arched curved surface.

10. The occupant restraint system according to claim 1, characterized in that: Two opposing surfaces of the seat inner shell (11) and the seat outer shell (12) are provided with raised ribs (13) to support the gap between the seat outer shell (12) and the seat inner shell (11).

11. The occupant restraint system according to claim 1, characterized in that: The honeycomb energy absorption structure (141) comprises a plurality of honeycomb cavities, wherein the height directions of the plurality of honeycomb cavities are parallel to each other and perpendicular to the inner surface of the seat shell (12).

12. The occupant restraint system according to claim 1, characterized in that: The projection height H1 of the inner cushion layer (21) in the vertical direction is 168-188 mm.

13. The occupant restraint system according to claim 1, characterized in that: The two wings (211) of the inner cushion layer (21) are exposed relative to the outer shell (22) in a forward and / or downward direction.

14. A child safety seat, characterized in that: It comprises an occupant restraint system as described in any one of claims 1 to 13.

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