Variable load energy absorber and variable load energy absorbing crashworthy seat

Abstract

The application relates to a variable-load energy absorber and a variable-load energy-absorbing anti-crash seat, which comprises a control assembly, a sliding frame slidably connected to the anti-crash seat, a plurality of winding pieces installed in the sliding frame, each winding piece being in a coiled shape winding outward from one end as a starting point, comprising a pulling end of an axis and a free end used for being fixed on a chair back, the winding pieces being divided into groups, the axis of each group of winding pieces coinciding, a cable transmission assembly being arranged according to the number of the winding piece groups, comprising a cable rope and locking pins connected to the end of the cable rope, each locking pin being used for being inserted into a hole formed by the pulling end of the winding pieces in the same group, being used for being separated from the winding pieces in the same group one by one under the pulling of the control assembly, the number of the locking pins connected to the winding pieces corresponding to the starting load of passengers with different weights, the sliding frame being provided with a limiting piece for vertically limiting the locking pins, and the winding pieces being used for being unfolded when the locking pins slide downward. The winding pieces have the effects of no noise and no heat, small volume and low cost.

Description

Technical Field

[0001] This application relates to the field of crash-resistant seats, and more particularly to a variable load-absorbing crash-resistant seat. Background Technology

[0002] Helicopters typically equip occupants with crash-safe seats, and energy absorbers are a core component of these seats. The function of an energy absorber is to limit the load transmitted from the fuselage to the occupants in the event of a helicopter crash, thereby reducing the occupant casualty rate in a crash-survivable accident. Currently, there are two types of energy absorbers: fixed-load energy absorbers and variable-load energy absorbers. Traditional fixed-load energy absorbers are designed based on a 95% survival rate for the 50th percentile of male occupants. They cannot provide protection for all occupants, meaning that lighter occupants experience greater acceleration than heavier occupants, but heavier occupants experience greater displacement (energy absorption stroke). Therefore, lighter occupants are at risk of spinal cord injury, while heavier occupants, although experiencing less acceleration, are at risk of excessive displacement and potentially "plunging to the bottom," also potentially causing spinal cord injury.

[0003] To provide the same protection for occupants at different percentages, variable load energy absorption technology was developed. Variable load energy absorbers can adjust the activation load of the energy absorption device according to the occupant's weight. Currently, the main type of variable load energy absorber is the cutting type. Its energy absorption principle is to use a sharp object to cut off a portion of another object during a helicopter crash, using the metal-cutting process to absorb the crash energy. However, metal cutting involves high temperatures and can generate sparks, posing a significant safety hazard, especially if there is a fuel leak during a crash. Another type of variable load energy absorber uses a combination of pull-back tubing and rolled tubing, but it has disadvantages such as large weight, complex manufacturing process, and unreliable operation. Summary of the Invention

[0004] In order to provide a variable load energy absorber that is noiseless, heat-free, small in size, and low in cost, this application provides a variable load energy absorber and a crash-resistant seat with variable load energy absorption.

[0005] The variable load energy-absorbing crash-resistant seat provided in this application adopts the following technical solution:

[0006] Firstly, the variable load energy absorber provided in this application adopts the following technical solution.

[0007] A variable load energy absorber, comprising:

[0008] Control components;

[0009] A sliding bracket for sliding connection with the vertical slide bar on the crash-resistant seat;

[0010] Multiple take-up sheets are installed in the sliding frame. Each take-up sheet is a coil that starts from one end and winds outward. It includes a pull end located at the axis and a free end for fixing to the back of the crash-resistant seat. The take-up sheets are divided into several groups. The axes of the take-up sheets in each group coincide and are perpendicular to the sliding direction of the sliding frame.

[0011] The cable drive assembly, configured according to the number of winding sheets, includes a cable connected to the control assembly and a locking pin connected to the end of the cable. Each locking pin is used to insert into a hole formed by the pulling end of the winding sheets in the same group, and is used to disengage from the winding sheets in the same group one by one under the traction of the control assembly. The number of winding sheets connected by the locking pin corresponds to the starting load of passengers of different weights. A limiting member is provided in the sliding frame to vertically limit the locking pin. The winding sheets are used to unfold when sliding downward with the locking pin to absorb energy by tensile deformation.

[0012] By adopting the above technical solution, the energy absorption process of the retractable sheet is as follows: when the acceleration force borne by the occupant triggers the starting load of the energy absorber, the sliding frame slides downward along the sliding rod. Since the movement of the locking pin in the vertical direction (perpendicular to the direction of movement of the locking pin) is restricted on the sliding frame, the retractable sheet slides with the sliding frame through the transmission of the locking pin, and gradually unfolds downward with the locking pin as the axis until it is unfolded into a straight state. Its energy absorption principle is to use the plastic deformation generated by the retractable sheet from curling to straightening to absorb energy and reduce the acceleration force applied to the occupant during the crash. Since the retractable sheet absorbs energy by using tensile deformation, the probability of the energy absorber overheating is greatly reduced. In addition, the retractable sheet is coiled in the initial state, which greatly reduces the volume. At the same time, the cost of the retractable sheet is lower and the manufacturing process is more convenient.

[0013] The variable load energy absorber of this application adjusts the load according to the weight of different occupants as follows: In the initial state, each group of locking pins is connected to all the take-up plates, corresponding to the maximum weight of the occupant, generally between 75kg and 90kg. When the occupant estimates their weight to be less than 75kg but greater than 60kg (i.e., the weight range is 60kg to 75kg), the occupant manually adjusts the control component, which pulls the traction rope. Through the transmission of the traction rope, each group of locking pins is pulled out simultaneously, causing multiple locking pins to disengage from the insertion holes of the outer take-up plates. At this time, the number of take-up plates connected to the locking pins is reduced, which is suitable for the starting load of occupants with a weight range of 60kg to 75kg. When the occupant's weight is less than or equal to 60kg, the control component is further adjusted, causing the locking pins to continue to disengage from the outer take-up plates. At this time, even fewer take-up plates are connected to each group of locking pins, which is suitable for the starting load of occupants with a weight of ≤60kg. This explanation uses a three-level variable load as an example. The more variable load levels there are, the more detailed the division of the occupant's weight range, resulting in better energy absorption for occupants of different weights and a higher survival rate for the occupants.

[0014] Preferably, the take-up sheet comprises several groups that are evenly divided into, and the axes of the several groups of take-up sheets are staggered in the height direction.

[0015] By adopting the above technical solution, dividing the take-up sheets evenly into several groups makes it easier to design starting force values ​​for occupants of different weights. The axes of several groups of take-up sheets are staggered in the height direction, which saves more space and makes the overall volume of the variable load energy absorber smaller. This allows for more groups of take-up sheets to be divided, and more take-up sheets to be set in each group. Therefore, the starting force values ​​for occupants of different weights can be divided more finely, making it easier for occupants of different weights to obtain the optimal starting force value and improving the survival rate of occupants in the event of a helicopter crash.

[0016] Preferably, the plurality of take-up sheets are divided into two groups, the two groups of take-up sheets are symmetrically arranged, and each group of take-up sheets has at least two sheets;

[0017] Each group of take-up sheets includes an inner first take-up sheet and a second take-up sheet disposed outside the first take-up sheet. The widths of the first take-up sheet and the second take-up sheet are configured in proportion. The width of the first take-up sheet corresponds to the starting force value of the lightest weight occupant, and the width of the second take-up sheet corresponds to the increase force value of the occupant's weight increase value.

[0018] By adopting the above technical solution, the first take-up piece is used as the benchmark for the starting force value of the lightest occupant. Heavier occupants use both the first take-up piece and a set number of second take-up pieces. Therefore, as long as the first take-up piece with the most suitable starting force value for the lightest occupant is designed first, the width of the second take-up piece can be calculated based on the width of the first take-up piece, the starting force value of the lightest occupant, and the weight increase value of each range. This makes the design of the variable load energy absorber within a controllable range, and makes it easier to improve based on test results, so that the variable load energy absorber can achieve better energy absorption effect.

[0019] Preferably, the number of turns of each of the winding sheets is adjustable, the wall thickness of each layer of each of the winding sheets is adjustable, and the gap between adjacent layers of each of the winding sheets is adjustable.

[0020] By adopting the above technical solution, the take-up sheet is made using wire cutting technology, which is relatively simple to manufacture. Various parameters of the take-up sheet, such as the number of turns, the wall thickness of each layer, the gap between adjacent layers, and the size of each turn, can be designed, providing a wider range of options. This makes it easier to obtain the optimal starting force value matching the passenger weight class in a limited number of tests. Furthermore, compared with the expansion tube energy absorbers and flip tube energy absorbers on the market, which have relatively simple absorption capacity values, the designed take-up sheet can obtain a fluctuating force value curve, making it easier to design the most suitable force value curve based on the acceleration force value at the time of aircraft crash.

[0021] Preferably, the locking pin includes a pin sleeve with a return spring inside, a pin head slidably connected in the pin sleeve and used for insertion into the insertion hole, and a steel wire rope connected between the pin head and the traction rope, wherein the traction rope is reserved for the stretching length when the locking pin slides down.

[0022] By adopting the above technical solution, the control component pulls the traction rope, which in turn pulls the wire rope to compress the return spring of the pin head and gradually retract it into the pin sleeve. During the process of the pin head retracting into the pin sleeve, it gradually disengages from the outer winding plate. By adjusting the number of winding plates connected to the pin head, the load change of the variable load energy absorber can be quickly realized, and the operation is simple. Since the position of the control component on the crash-resistant seat is fixed, the reserved tension length of the traction rope makes it easy for the locking pin to follow the sliding frame as it descends.

[0023] Preferably, the control component includes a control box with a plurality of limiting holes, an operating handle inserted into the limiting holes, a transmission component disposed in the control box and connected to the operating handle, and a locking component for locking or unlocking the position of the operating handle, wherein the transmission component is connected to the tow rope.

[0024] By adopting the above technical solution, in the initial state, the operating handle is located in the limit hole at the lowest point of the control box; during adjustment, the locking part is unlocked, so that the operating handle can be switched to the upper limit control position. Then, the operating handle is moved to the upper limit hole. The movement of the operating handle drives the transmission part to move, thereby pulling the traction rope and the wire rope, thereby pulling the pin head to slide out of the insertion hole of the winding plate, releasing the connection between the pin head and the outer winding plate, and realizing the variable load adjustment of the variable load energy absorber.

[0025] Secondly, this application provides a variable load-absorbing, crash-resistant seat, employing the following technical solution:

[0026] A variable load energy-absorbing crash-resistant seat includes the aforementioned variable load energy absorber, and also includes a slide rail, a frame slidably connected to the slide rail for front-to-back adjustment, and a seat basin mounted on the frame.

[0027] The frame includes a left guide chair leg, a right guide chair leg, a left base, and a right base. The left guide chair leg and the right guide chair leg are respectively hinged to the front end of the left base and the right base, and are respectively hinged to the rear end of the left base and the right base via a rear support rod. The front end of the left base and the right base does not extend beyond the back side of the chair basin.

[0028] By adopting the above technical solution, the front ends of the left and right guide chair legs do not exceed the back side of the seat basin, that is, they do not extend below the seat basin. Compared with the traditional anti-fall seats where the chair legs are directly fixed below the seat basin or the front ends of the chair legs extend below the seat basin, the structural design of the anti-fall seat allows the space at the bottom of the seat basin to be fully utilized, maximizing the energy absorption stroke of the energy absorber and reducing the probability of the occupant "rushing to the bottom" under acceleration, thereby causing secondary injury to the occupant.

[0029] Preferably, the left base and the right base are slidably connected to the slide rail via a sliding member. The slide rail includes a movable front end and a movable rear end. The movable front end extends into the bottom of the chair basin, and the height of the movable front end is lower than that of the movable rear end.

[0030] By adopting the above technical solution, due to the length requirements of the slide rail, it is necessary for the moving front end of the slide rail to extend under the seat basin. By reducing the height of the moving front end extending under the seat basin, compared with the form where the front and rear ends of the slide rail are at the same height, the energy absorption stroke is further expanded.

[0031] Preferably, the chair back and seat of the chair basin have an L-shaped structure, the two sides of the chair back have a first reinforcing plate that is turned forward, and the two sides of the seat have a second reinforcing plate that is turned upward.

[0032] By adopting the above technical solutions, in order to enhance the structural rigidity of the chair basin, a downward-flipping process is usually used on both sides of the seat and a backward-flipping process is used on both sides of the backrest. This is equivalent to encroaching on the space between the seat and the ground, and will also lead to a shortening of the energy absorption stroke. This application expands the energy absorption stroke by adopting forward-flipping and upward-flipping processes for the backrest and seat respectively, while ensuring that the chair basin has the same rigidity.

[0033] Preferably, the sliding member includes a front sliding member slidably connected to the moving front end and a rear sliding member slidably connected to the moving rear end. The front sliding member includes a front hinge seat, and the rear sliding member includes a rear hinge seat, so as to realize the hinge connection between the slide rail and the left base and the right base respectively. The height of the front hinge seat is higher than that of the rear hinge seat.

[0034] Since the floor may deform during an aircraft crash, and the slide rail is fixed to the floor, by adopting the above-mentioned technical solution, the slide rail and the left and right bases are all connected by ball joints, which allows the crash-resistant seat of this application to rotate with the deformation of the floor, thereby enhancing the crash-resistant seat's ability to adapt to floor deformation.

[0035] In summary, this application includes at least one of the following beneficial technical effects:

[0036] 1. This application uses a number of winding plates to absorb energy through the stretching and deformation of the winding plates. During energy absorption, there is no heat generation, overheating, or harsh noise. It also has the advantages of smaller size and lower cost. By controlling the number of winding plates connected by locking pins to correspond to the starting force value of occupants of different weight classes, the same protection can be provided to occupants of different percentages, which greatly improves the survival rate of occupants. The control component makes it easier to operate.

[0037] 2. By designing the left and right guide legs so that they do not extend below the seat basin, the shape of the slide rail, and the structure of the seat basin, the crash-resistant seat can achieve a greater energy absorption stroke, further improving the occupant survival rate.

[0038] 3. By hinged the slide rails to the frame ball joint, the floor deformation adaptability of the crash-resistant seat is increased. Attached Figure Description

[0039] Figure 1 This is a schematic diagram showing the variable load energy absorber of this application installed on the back of a chair.

[0040] Figure 2 yes Figure 1 A magnified view of a portion of point A in the middle.

[0041] Figure 3 This is a schematic diagram of the winding sheet structure.

[0042] Figure 4 This is a schematic diagram of the control component.

[0043] Figure 5 This is a cross-sectional schematic diagram of the control components used to illustrate the transmission and locking parts.

[0044] Figure 6 This is a partial cross-sectional schematic diagram to illustrate the structure of the locking cable assembly.

[0045] Figure 7 This is a schematic diagram of the two sides of the axis to illustrate the frontal structure of the variable load energy-absorbing anti-fall seat of this application.

[0046] Figure 8 This is a side-by-side schematic diagram to illustrate the variable load energy absorption anti-fall seat rear structure of this application.

[0047] Figure 9 This is a schematic diagram of the skeleton.

[0048] Figure 10 This is a schematic diagram of the slide rail structure.

[0049] Figure 11 This is a schematic diagram of the chair basin.

[0050] Figure 12 This is a structural diagram of the front and rear sliding parts.

[0051] Figure 13 This is to show the AA-direction cross-section when the height adjustment component is being adjusted.

[0052] Figure 14 This is to show the BB-direction cross-section when the front and rear adjustment components are being adjusted.

[0053] Explanation of reference numerals in the attached drawings: 01, Variable load energy absorber; 1, Sliding frame; 11, Slot; 12, Limiting component; 121, Baffle; 122, Positioning hole; 13, Weight reduction hole; 14, Limiting groove; 2, Take-up sheet; 21, Pulling end; 22, Free end; 23, Insertion hole; 24, First take-up sheet; 25, Second take-up sheet; 3, Control assembly; 31, Control box; 311, Limiting hole; 312, Rectangular hole; 313, Sliding hole; 3 2. Operating handle; 33. Transmission component; 331. Rotary wheel; 332. Groove; 34. Locking component; 341. Button; 342. Pressing spring; 343. Hook plate; 35. U-shaped stop; 351. Stop plate; 4. Traction transmission assembly; 41. Traction rope; 42. Locking pin; 421. Pin sleeve; 422. Pin head; 423. Wire rope; 424. Return spring; 5. Slide rail; 51. Moving front end; 52. Moving rear end 521. Front and rear locking holes; 6. Frame; 61. Left guide leg; 62. Right guide leg; 63. Left base; 64. Right base; 65. Rear support rod; 66. Upper connecting rod; 661. Mounting bracket; 67. Connecting plate; 7. Seat tray; 71. Backrest; 72. Seat; 73. First reinforcing plate; 74. Second reinforcing plate; 75. Seat cushion; 76. Bearing seat; 77. Five-point safety belt; 8. Sliding component; 81. Front slide 82. Moving part; 811. Rear sliding part; 821. Front hinge seat; 83. Rear hinge seat; 84. Engineering friction-reducing slide; 9. Height adjustment assembly; 95. Height adjustment handle; 96. Vertical slide rod; 97. Height locking hole; 98. First spring pin; 99. Gas spring; 90. Gas spring support; 10. Connecting rope; 11. Front and rear adjustment assembly; 12. Front and rear adjustment handle; 13. Leg lock; 14. Second spring pin. Detailed Implementation

[0054] The following is in conjunction with the appendix Figure 1-14 This application will be described in further detail.

[0055] This application discloses a variable load energy absorber. (Refer to...) Figure 1 and Figure 2 The variable load energy absorber includes a sliding frame 1 for sliding connection with a vertical slide bar 92 on the crash seat, a plurality of take-up plates 2 installed in the sliding frame 1, a control assembly 3 for varying the load according to the occupant's weight, and a traction drive assembly 4 connected to the control assembly 3 and the take-up plates 2 for adjusting the number of connected take-up plates 2.

[0056] Reference Figure 2 and Figure 3Each take-up sheet 2 is a coil-shaped piece that starts from one end and winds outward, including a pull end 21 located at the axis and a free end 22 for fixing it to the backrest 71 of the crash-resistant seat. The take-up sheets 2 are divided into several groups, and the axes of the take-up sheets 2 in each group coincide. The axis direction of each group of take-up sheets 2 is perpendicular to the sliding direction of the sliding frame 1, and each take-up sheet 2 is rotatably locked in the sliding frame 1 around its axis.

[0057] Reference Figure 4 and Figure 5 The control component 3 includes a control box 31 with several limiting holes 311, an operating handle 32 inserted into the limiting holes 311, a transmission component 33 disposed in the control box 31 and connected to the operating handle 32, and a locking component 34 for locking or unlocking the position of the operating handle 32.

[0058] Reference Figure 4 and Figure 5 Specifically, the control box 31 is formed by two quarter-circular box bodies symmetrically fastened together. Several limiting holes 311 are formed on the arc-shaped sidewall of the control box 31 and are spaced apart along the arc-shaped sidewall. Two adjacent limiting holes 311 are connected by a rectangular hole 312 with a width not exceeding the diameter of the limiting hole 311. The locking member 34 is integrated into the operating handle 32. The operating handle 32 is a cylindrical shell with one end open. The other end is rotatably connected to the control box 31 through a U-shaped stop 35 fixed at one end. The two sides of the U-shaped stop 35 have baffles 351 bent inward. Arc-shaped sliding holes 313 are formed on the sidewalls of both sides of the control box 31 for the baffles 351 to extend into. The curvature of the sliding holes 313 is the same as the curvature of the arc-shaped sidewall. The locking component 34 includes a rod-shaped button 341 slidably connected within the operating handle 32, a pressing spring 342 installed inside the operating handle 32 and abutting between the button 341 and the U-shaped stop 35, and a hook plate 343 connecting the button 341 and the transmission component 33. The transmission component 33 includes a quarter-circular rotating wheel 331 pivotally hinged to the inner wall of the control box 31. Grooves 332 are provided on both sides of the rotating wheel 331. When locked, the hook plate 343 is tightly hooked onto the groove wall inside the groove 332 under the restoring force of the pressing spring 342. When unlocked, the occupant presses the button 341 with the thumb of one hand. The button 341 compresses the pressing spring 342 and pushes the hook plate 343, so that the hook plate 343 is suspended in the groove 332, that is, it does not abut against the groove wall of the groove 332, thus unlocking.

[0059] Reference Figure 2The traction drive assembly 4 is set according to the number of groups of take-up sheets 2. Each traction drive assembly 4 includes a traction rope 41 connected to the pulley 331 and a locking pin 42 connected to the end of the traction rope 41. The locking pin 42 is used to insert into the insertion hole 23 formed by the pull end 21 of the same group of take-up sheets 2, and is used to disengage from the same group of take-up sheets 2 one by one under the pull of the drive member 33. The number of take-up sheets 2 connected by the locking pin 42 corresponds to the starting load of passengers with different weights.

[0060] Reference Figure 6 Specifically, the locking pin 42 includes a pin sleeve 421 containing a return spring 424, a pin head 422 slidably connected within the pin sleeve 421 for insertion into the insertion hole 23, and a steel wire rope 423 connecting the pin head 422 and the pull rope 41. Pulling the pull rope 41 causes it to pull the steel wire rope 423, thereby pulling the pin head 422 to compress the return spring 424 and gradually retract it into the pin sleeve 421. During this retraction, the pin head 422 gradually disengages from the outer winding plate 2. It should be noted that the pull rope 41 should be designed with sufficient stretch length to allow the locking pin 42 to descend with the sliding frame 1.

[0061] Reference Figure 2 and Figure 6 The sliding frame 1 has several slots 11 arranged horizontally in sequence. Several take-up sheets 2 are inserted into the slots 11 of the sliding frame 1 to achieve better positioning of the take-up sheets 2. The sliding frame 1 is provided with a limiting member 12 to vertically limit the locking pin 42, thereby restricting the vertical movement of the locking pin 42. In this application, the limiting member 12 is a baffle 121 installed on one side of each group of take-up sheets 2. The baffle 121 has a positioning hole 122 for inserting the pin sleeve 421. The slot wall of the slot 11 has a clearance hole for the pin head 422 to pass through. When the variable load energy absorber 01 is started, the locking pin 42 will move down with the sliding frame 1. Therefore, the several take-up sheets 2 connected to the locking pin 42 will also unfold downward under the action of the locking pin 42 to absorb energy by tensile deformation. This energy absorption method avoids the overheating phenomenon of the variable load energy absorber 01, and is also quieter than the cutting type energy absorber, without producing intense noise that exacerbates the tension and fear of the occupants. In addition, the winding sheet 2 is coiled in the initial state, which greatly reduces its volume. At the same time, the cost of the winding sheet 2 is lower and it is easier to manufacture and process.

[0062] In the initial state, the operating handle 32 is located in the limiting hole 311 at the lowest point of the control box 31, and each set of locking pins 42 is connected to all the take-up sheets 2. This corresponds to the maximum weight range of the occupant (generally an occupant weighing 75kg to 90kg). When the occupant estimates their weight to be less than 75kg but greater than 60kg (i.e., a weight range of 60kg to 75kg), the occupant can unlock the operating handle 32 by pressing the button 341. Then, the operating handle 32 can be moved to slide upwards along the arc of the curved side wall into the upper limiting hole 311. As the operating handle 32 rotates, it drives the rotating shaft to rotate around its axis, thereby moving the traction rope 41 and the wire rope 423 connected to the rotating shaft. This pulls the pin head 422 out of the insertion hole 23 of the take-up sheet 2, releasing the pin head 422 from the outer take-up sheet 2. At this time, the number of take-up sheets 2 connected to the locking pin 42 decreases, providing a starting force suitable for occupants weighing between 60kg and 75kg. When the occupant's weight is less than or equal to 60 kg, continue adjusting the operating handle 32 until it engages with the upper limit hole 311. At this point, the locking pin 42 continues to disengage from the outer winding blade 2. Each group of locking pins 42 connects to fewer winding blades 2, suitable for starting loads with occupants weighing ≤60 kg. The number of limit holes 311 is set according to the weight classification levels of the occupants, that is, the number of limit holes 311 is consistent with the number of winding blades 2 in each group. Here, we only take a three-level variable load as an example. The more variable load levels there are, the finer the division of the occupant's weight range, resulting in better energy absorption effect for occupants of different weights and a higher occupant survival rate.

[0063] Reference Figure 2 Furthermore, the take-up flaps 2 are evenly divided into several groups, making it easier to design starting force values ​​for occupants of different weights. Simultaneously, to save space in the variable load energy absorber 01, the axes of the several groups of take-up flaps 2 are staggered in the height direction. With a smaller overall size of the variable load energy absorber 01, more groups of take-up flaps 2 can be divided, and more flaps 2 can be set in each group. Therefore, the starting force values ​​for occupants of different weights can be more finely divided, making it easier for occupants of different weights to obtain the optimal starting force value, thus improving the occupant survival rate in the event of a helicopter crash.

[0064] Several winding sheets 2 are divided into two groups, and the two groups of winding sheets 2 are arranged symmetrically. Each group of winding sheets 2 has at least two winding sheets 2, and the number can be arbitrarily set within the tolerable volume range. This application only illustrates the example of three winding sheets 2 in each group, i.e., the three-stage variable load adjustment mentioned above. Each group of winding sheets 2 includes an inner first winding sheet 24 and two second winding sheets 25 arranged outside the first winding sheet 24. It should be noted that the "inner side" mentioned above refers to the side closer to the center of the sliding frame 1.

[0065] The width of the first take-up flap 24 is wider than the width of the second take-up flap 25, and the widths of the first take-up flap 24 and the second take-up flap 25 are configured proportionally. In use, the lightest occupant uses the two innermost first take-up flaps 24, meaning the width of the first take-up flap 24 corresponds to the starting force value for the lightest occupant. Occupants of intermediate weight use the two innermost first take-up flaps 24 plus the two outermost second take-up flaps 25; the heaviest occupant uses two first take-up flaps 24 and four second take-up flaps 25. The width of the second take-up flap 25 corresponds to the increase in force value based on the occupant's weight increase. Therefore, as long as the first take-up plate 24 with the most suitable starting force value for the lightest occupant is designed first, the width of the second take-up plate 25 can be calculated based on the width of the first take-up plate 24, the starting force value of the lightest occupant, and the weight increase value of each interval. This makes the design of the variable load energy absorber 01 within a controllable range, and makes it easier to improve based on the test results, so that the variable load energy absorber 01 can obtain a better energy absorption effect.

[0066] Reference Figure 6 To reduce the overall weight of the variable load energy absorber 01 of this application, several weight-reducing holes 13 are provided in the space between the two sets of winding blades 2 inside the sliding frame 1, and the several weight-reducing holes 13 are arranged at intervals. In addition, a limiting groove 14 for horizontally limiting the pin sleeve 421 is provided on the solid structure between two adjacent weight-reducing holes 13.

[0067] The take-up sheet 2 is made using wire cutting technology, which is relatively simple to manufacture. This allows for the design of various parameters of the take-up sheet 2, such as the number of turns, the wall thickness of each layer, the gap between adjacent layers, and the size of each turn. This provides a wider range of options and makes it easier to determine the optimal starting force value that matches the occupant's weight class in a limited number of tests.

[0068] This application also discloses a variable load-absorbing, crash-resistant seat, referring to... Figure 7 and Figure 8 The variable load energy-absorbing crash-resistant seat includes the aforementioned variable load energy absorber 01, as well as a slide rail 5, a frame 6 slidably connected to the slide rail 5 for front-to-back adjustment, a seat basin 7 mounted on the frame 6, a height adjustment assembly 9, and a front-to-back adjustment assembly 10.

[0069] Reference Figure 7 and Figure 9The frame 6 includes a left guide leg 61, a right guide leg 62, a left base 63, and a right base 64. The left guide leg 61 and the right guide leg 62 are respectively hinged to the front ends of the left base 63 and the right base 64, and are also hinged to the rear ends of the left base 63 and the right base 64 via a rear support rod 65. The top ends of the left guide leg 61 and the right guide leg 62 are connected by an upper connecting rod 66, on which a mounting bracket 661 for mounting the control box 31 is fixed. The left base 63 and the right base 64 are connected by a connecting plate 67. The front ends of the left base 63 and the right base 64 do not extend beyond the back of the seat basin 7, that is, the front ends of the left guide leg 61 and the right guide leg 62 do not extend below the seat basin 7. Through the structural design of the anti-fall seat, the space at the bottom of the seat basin 7 can be fully utilized, maximizing the energy absorption stroke of the energy absorber and reducing the probability of the occupant "rushing to the bottom" under acceleration, thus causing secondary injury to the occupant.

[0070] Reference Figure 8 and Figure 10 The left base 63 and the right base 64 are slidably connected to the slide rail 5 via the slider 8. The slide rail 5 includes a moving front end 51 and a moving rear end 52. The moving front end 51 extends into the bottom of the chair basin 7. In order to further increase the energy absorption stroke, the height of the moving front end 51 is designed to be lower than the height of the moving rear end 52.

[0071] Reference Figure 11 The backrest 71 and seat 72 of the chair basin 7 have an L-shaped structure. The backrest 71 has a first reinforcing plate 73 on both sides that are turned forward, and the seat 72 has a second reinforcing plate 74 on both sides that are turned upward. By adopting the forward and upward turning edge process for the backrest 71 and seat 72 respectively, the energy absorption stroke is expanded while ensuring that the chair basin 7 has the same rigidity.

[0072] Reference Figure 8 In addition, to enhance the strength of the seat basin 7, carbon fiber material is used. Carbon fiber material is high in strength and lightweight. The seat cushion 75 (including back cushion, seat cushion, and headrest) is fixed to the surface of the seat basin 7 with Velcro, providing the driver with riding comfort. A five-point seat belt 77 is installed on the seat cushion 75.

[0073] Reference Figure 7Each sliding member 8 includes a front sliding member 81 slidably connected to the moving front end 51 and a rear sliding member 82 slidably connected to the moving rear end 52. The front sliding member 81 and the rear sliding member 82 each include a front hinge seat 811 and a rear hinge seat 821, respectively, to achieve the hinge connection between the slide rail 5 and the left base 63 and the right base 64. Since the floor may deform during an aircraft crash, the slide rail 5 and the left base 63 and right base 64 are all connected by ball joints, allowing the crash-resistant seat of this application to rotate with the deformation of the floor, thus enhancing the crash-resistant seat's adaptability to floor deformation.

[0074] Reference Figure 12 Both the front hinge seat 811 and the rear hinge seat 821 are slidably connected to the slide rail 5 via an engineering friction-reducing slide 83. Both the front hinge seat 811 and the rear hinge seat 821 are arched plates with circular holes. To accommodate the height difference between the moving front end 51 and the moving rear end 52, the height of the front hinge seat 811 is higher than the height of the rear hinge seat 821, that is, the axis of the circular hole of the front hinge seat 811 is higher than the axis of the circular hole of the rear hinge seat 821.

[0075] Reference Figure 13 and Figure 14 The adjustment methods of the front-to-back adjustment component 10 and the height adjustment component 9 are consistent with the control method of the control component 3 described above. The following is a brief description of the height adjustment component 9 and the front-to-back adjustment component 10:

[0076] Reference Figure 2 and Figure 13The back of the seat 7 is equipped with a bearing seat 76 that can slide up and down along the left guide leg 61 and the right guide leg 62. The height adjustment assembly 9 includes a height adjustment handle 91 located on one side of the seat 72 (usually the right-hand side), a vertical slide bar 92 fixedly installed on the back of the backrest 71, a first spring pin 93 (with the same structure as the locking pin 42 described above) integrated on the back of the sliding frame 1 for engaging with the vertical slide bar 92 to lock the bearing seat 76 relative to the left guide leg 61 and the right guide leg 62, and a gas spring 94 installed on the back of the backrest 71. One end of the gas spring 94 is installed at the lower end of the backrest 71 via a gas spring 94 support, and the other end is fixed to the sliding frame 1. The height adjustment handle 91 is driven by a handwheel, and the rotating wheel 331 is connected to the first spring pin 93 via a connecting rope 96. A plurality of height locking holes 921 are spaced apart along the height direction of the vertical slide bar 92 for the first spring pin 93 to be inserted. When the seat pan 7 needs to be lowered, pull the height adjustment handle 91 upwards. The handwheel rotates, which in turn drives the first spring pin 93 at the end of the connecting rope 96. This causes the first spring pin 93 to be pulled out of the height locking hole 921 of the vertical slide rod 92, thus unlocking it. Under the driver's weight, the seat pan 7 can slide downwards along the guide leg. Once the appropriate height is reached, release the handle. The first spring pin 93, under the restoring force of the internal spring, re-inserts into the height locking hole 921 of the vertical slide rod 92, completing the seat height adjustment. When the seat pan 7 needs to be raised, pull the height adjustment handle 91 upwards to unlock the locking pin 42. Under the pulling force of the gas spring 94, the seat pan 7 can be adjusted to the desired height. Then release the adjustment handle. The first spring pin 93 re-inserts into the height locking hole 921 of the vertical slide rod 92, completing the locking.

[0077] Reference Figure 7 and Figure 14 The structure of the front-to-back adjustment component 10 is the same as that of the height adjustment component 9. The front-to-back adjustment handle 101 is installed on the left side of the seat 72. Several front-to-back locking holes 521 are spaced apart at the moving rear end 52 of the slide rail 5. A leg lock 102 is installed on the rear sliding member 82. The leg lock 102 and the front-to-back locking holes 521 are locked synchronously by a second spring pin 103, which is installed in the through hole of the leg lock 102. When moving back and forth, pull the front-to-back adjustment handle 101 to pull the second spring pin 103 out of the front-to-back locking hole 521, releasing the locking relationship between the left base 63, the right base 64 and the slide rail 5. Then, the seat 7 can be pulled along the slide rail 5. When it moves to the appropriate position, release the front-to-back adjustment handle 101, and the second spring pin 103 is inserted into the corresponding front-to-back locking hole 521 to realize the front-to-back adjustment of the seat 7.

[0078] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A variable load energy absorber, characterized in that: include: Control component (3); A sliding frame (1) is used to slide in connection with a vertical slide bar (92) on the crash-resistant seat; Multiple take-up sheets (2) are installed in the sliding frame (1). Each take-up sheet (2) is a coil that starts from one end and winds outward. It includes a pull end (21) located at the axis and a free end (22) for fixing to the back of the anti-fall seat (71). The take-up sheets (2) are divided into several groups. The axes of each group of take-up sheets (2) coincide and are perpendicular to the sliding direction of the sliding frame (1). The cable drive assembly (4), which is set according to the number of winding plates (2), includes a cable (41) connected to the control assembly (3) and a locking pin (42) connected to the end of the cable (41). Each locking pin (42) is used to insert into the insertion hole (23) formed by the pulling end (21) of the winding plate (2) in the same group, and is used to disengage from the winding plate (2) in the same group one by one under the pull of the control assembly (3). The number of winding plates (2) connected by the locking pin (42) corresponds to different weights. The starting load of the occupant, the sliding frame (1) is provided with a limiting member (12) for vertically limiting the locking pin (42), the winding sheet (2) is used to unfold when the locking pin (42) slides down, so as to absorb energy by tensile deformation, the winding sheet (2) includes several groups that are evenly divided, the axes of the several groups of winding sheets (2) are staggered in the height direction, the several winding sheets (2) are divided into two groups, the two groups of winding sheets (2) are symmetrically arranged, and each group of winding sheets (2) has at least two; Each of the winding sheets (2) includes an inner first winding sheet (24) and a second winding sheet (25) disposed outside the first winding sheet (24). The widths of the first winding sheet (24) and the second winding sheet (25) are configured in proportion. The width of the first winding sheet (24) corresponds to the starting force value of the lightest weight passenger, and the width of the second winding sheet (25) corresponds to the increase force value of the passenger's weight increase value.

2. The variable load energy absorber according to claim 1, characterized in that: The number of turns of each winding sheet (2) is adjustable, the wall thickness of each layer of each winding sheet (2) is adjustable, and the gap between adjacent layers of each winding sheet (2) is adjustable.

3. The variable load energy absorber according to claim 1, characterized in that: The locking pin (42) includes a pin sleeve (421) with a return spring (424) inside, a pin head (422) slidably connected in the pin sleeve (421) and used for insertion into the insertion hole (23), and a steel wire rope (423) connected between the pin head (422) and the traction rope (41). The traction rope (41) is reserved for the stretch length when the locking pin (42) slides down.

4. The variable load energy absorber according to claim 1, characterized in that: The control component (3) includes a control box (31) with a plurality of limiting holes (311), an operating handle (32) inserted into the limiting holes (311), a transmission component (33) disposed in the control box (31) and connected to the operating handle (32), and a locking component (34) for locking or unlocking the position of the operating handle (32). The transmission component (33) is connected to the tow rope (41).

5. A variable load-absorbing, crash-resistant seat, characterized in that: The variable load energy absorber according to any one of claims 1-4 further includes a slide rail (5), a frame (6) slidably connected to the slide rail (5) for front and rear adjustment, and a chair basin (7) mounted on the frame (6). The frame (6) includes a left guide chair leg (61), a right guide chair leg (62), a left base (63), and a right base (64). The left guide chair leg (61) and the right guide chair leg are respectively hinged to the front end of the left base (63) and the right base (64), and are respectively hinged to the rear end of the left base (63) and the right base (64) by a rear support rod (65). The front end of the left base (63) and the right base (64) does not exceed the back side of the chair basin (7).

6. The variable load-absorbing crash-resistant seat according to claim 5, characterized in that: The left base (63) and the right base (64) are slidably connected to the slide rail (5) via a slider (8). The slide rail (5) includes a movable front end (51) and a movable rear end (52). The movable front end (51) extends into the bottom of the chair basin (7), and the height of the movable front end (51) is lower than that of the movable rear end (52).

7. The variable load-absorbing crash-resistant seat according to claim 5, characterized in that: The chair back (71) and seat (72) of the chair basin (7) are L-shaped. The two sides of the chair back (71) are folded forward and have a first reinforcing plate (73). The two sides of the seat (72) are folded upward and have a second reinforcing plate (74).

8. The variable load-absorbing crash-resistant seat according to claim 6, characterized in that: The sliding member (8) includes a front sliding member (81) slidably connected to the moving front end (51) and a rear sliding member (82) slidably connected to the moving rear end (52). The front sliding member (81) includes a front hinge seat (811), and the rear sliding member (82) includes a rear hinge seat (821) to realize the hinge connection between the slide rail (5) and the left base (63) and the right base (64) respectively. The height of the front hinge seat (811) is higher than that of the rear hinge seat (821).

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