Anti-submersion rollover mechanism, seat and vehicle

Abstract

The application provides a submersion-preventing turnover mechanism, a seat and a vehicle. The submersion-preventing turnover mechanism comprises a seat framework provided with an elastic seat pan; a middle shaft connected to the seat framework and arranged at the front side of the elastic seat pan; a turnover support rotatably connected to the middle shaft and comprising support ends located at both sides of the middle shaft and a driving end, the driving end being arranged at the lower side of the elastic seat pan in a suspended manner; a positioning member connected between the turnover support and the middle shaft, the positioning member limiting the rotation of the turnover support relative to the middle shaft, when a passenger submerges to press the driving end of the elastic seat pan, the positioning member breaks, the turnover support rotates forward and synchronously drives the support ends to be lifted; a locking assembly arranged between the turnover support and the middle shaft, the locking assembly limiting the reverse rotation of the turnover support; the lower side of the turnover support is recessed to form a deformation groove, and the deformation groove is arranged between the support ends and the middle shaft. When the vehicle collides, the support ends are kept in the lifted state to limit the submergence of the passenger, and the breaking of the positioning member and the deformation of the turnover support can absorb the impact force and reduce the injury of the passenger.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle safety devices, in particular to a submersion-preventing overturning mechanism, a seat and a vehicle. BACKGROUND

[0002] During a front collision of a vehicle, an occupant submerges in the seat under the action of inertia, which causes the abdominal belt in the safety belt to slide off the hip bone and directly act on the abdomen and internal organs, or the shoulder belt to slide off the shoulder and directly act on the neck. In order to solve the problem of excessive submersion of the occupant, a submersion-preventing device is usually arranged below the seat. When a collision occurs, the submersion-preventing device lifts the front end of the seat to increase the angle of the seating part, so as to restrain the occupant's hips by the seating part, thereby preventing the occupant from submerging and reducing the injury of the occupant as a whole. However, when the submersion-preventing device lifts the front end of the seat to restrain the occupant's hips, the impact force of the collision will be applied to the occupant's hips and pelvis and then transmitted to the thoracic vertebrae and lumbar vertebrae, so that the pelvis, thoracic vertebrae and lumbar vertebrae of the occupant are easily injured due to compression. SUMMARY

[0003] In order to solve the above technical problems or at least partially solve the above technical problems, the present application provides a submersion-preventing overturning mechanism, a seat and a vehicle.

[0004] The first aspect of the present application provides a submersion-preventing overturning mechanism, comprising:

[0005] A seat framework is provided with an elastic seat pan for bearing an occupant;

[0006] A middle shaft is connected to the seat framework and arranged on the front side of the elastic seat pan;

[0007] An overturning support is rotationally connected to the middle shaft at the middle part, and comprises support ends located on both sides of the middle shaft and a driving end. The driving end is suspendedly arranged on the lower side of the elastic seat pan, and the driving end is spaced apart from the elastic seat pan;

[0008] A positioning member is connected between the overturning support and the middle shaft to limit the rotation of the overturning support relative to the middle shaft. When the occupant submerges and the elastic seat pan presses down the driving end, the positioning member is broken to make the overturning support rotate forward and synchronously drive the support ends to lift up;

[0009] A locking assembly is arranged between the overturning support and the middle shaft to limit the reverse rotation of the overturning support;

[0010] The lower side of the overturning support is recessed to form a deformation groove, and the deformation groove is arranged between the support ends and the middle shaft.

[0011] Optionally, the number of the deformation grooves is multiple, and the multiple deformation grooves are arranged at intervals along a direction from the support end to the driving end.

[0012] Optionally, the deformation grooves form two abutting walls arranged oppositely along a direction from the support end to the driving end.

[0013] Along a recess direction of the deformation grooves, the two abutting walls are inclined to each other.

[0014] Optionally, the turnover support comprises a frame body, a front cross beam and a rear cross beam.

[0015] The front cross beam and the rear cross beam both extend along an axial direction of the middle shaft, the front cross beam and the rear cross beam are respectively connected to two ends of the frame body, the frame body is rotationally connected to the middle shaft, the front cross beam is arranged on a front side of the middle shaft as the support end, the rear cross beam is arranged on a rear side of the middle shaft as the driving end, and the rear cross beam is arranged oppositely and spaced apart from the elastic sitting basin.

[0016] The positioning member is connected between the frame body and the middle shaft, the locking assembly is connected between the frame body and the middle shaft, the deformation groove is arranged on the frame body, and the deformation groove is arranged between the front cross beam and the middle shaft.

[0017] Optionally, the rear cross beam comprises a first beam body and a second beam body, and the second beam body and the first beam body are arranged at intervals along a direction from the middle shaft to the elastic sitting basin.

[0018] The elastic sitting basin comprises a front side region and a rear side region, the front side region is arranged on a side of the rear side region close to the middle shaft, and the first beam body and the second beam body are arranged oppositely to the front side region.

[0019] Optionally, the locking assembly comprises a ratchet wheel and a limiting column.

[0020] The ratchet wheel is sleeved on the middle shaft, the ratchet wheel is rotationally connected to the middle shaft, and the ratchet wheel is fixedly connected to the turnover support.

[0021] The limiting column is fixedly connected to the middle shaft, the limiting column abuts against the ratchet wheel, and when the turnover support is reversely rotated, the limiting column limits the ratchet wheel from rotating relative to the middle shaft.

[0022] Optionally, the limiting column comprises an elastic member, a lock tongue and a mounting plate.

[0023] The mounting plate is fixedly mounted on the middle shaft, the mounting plate is arranged in the radial direction of the middle shaft and spaced from the ratchet wheel, the locking tongue is arranged between the mounting plate and the ratchet wheel, the locking tongue is in sliding connection with the mounting plate in the radial direction of the middle shaft, the elastic member is arranged between the locking tongue and the mounting plate, and one end of the locking tongue away from the mounting plate is in abutment with the ratchet wheel.

[0024] Optionally, the positioning member comprises a nylon pin, the middle shaft is provided with a first pin hole, the turnover support is provided with a second pin hole, the first pin hole and the second pin hole are arranged in the radial direction of the middle shaft, the first pin hole and the second pin hole are coaxially arranged, and the nylon pin is in plug-in connection with the first pin hole and the second pin hole, so that when the driving end is pressed, the nylon pin is subjected to a shearing force in the circumferential direction of the middle shaft.

[0025] The second aspect of the present application provides a seat, comprising a seating part, a backrest and the anti-submarine turnover mechanism according to any one of the above.

[0026] The backrest is connected to one end of the seating part, the seat framework is mounted inside the seating part, and the middle shaft is arranged on the side of the elastic seat pan away from the backrest.

[0027] The third aspect of the present application provides a vehicle comprising the seat described above.

[0028] Compared with the prior art, the technical scheme provided by the present application has the following advantages:

[0029] The present application provides an anti-submarine turnover mechanism, a seat and a vehicle. The anti-submarine turnover mechanism is arranged on the lower side of the elastic seat pan, the driving end is arranged in the radial direction of the middle shaft, the driving end is in abutment with the elastic seat pan when the passenger submerges, the action force of the passenger submerging is applied to the turnover support, the structural strength of the positioning member can avoid the passenger from triggering the anti-submarine turnover mechanism by mistake due to the bumping of the vehicle, and when the action force of the passenger submerging causes the positioning member to break, the positioning member can absorb part of the action force of the passenger submerging, reduce the action force of the turnover support on the passenger, and reduce the injury of the passenger. The deformation groove on the turnover support can make the turnover support bend and deform, so that the turnover support can absorb the action force of the passenger submerging, and reduce the injury of the passenger. Finally, through the cooperation of the turnover support, the positioning member and the locking assembly, the supporting end can be kept in the lifted state to support the passenger and limit the passenger from submerging when the vehicle collides, and the breakage of the positioning member and the deformation of the turnover support can absorb the action force of the passenger submerging and reduce the injury of the passenger. BRIEF DESCRIPTION OF DRAWINGS

[0030] The accompanying drawings, which are incorporated herein and constitute a part of the specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced here. Obviously, for those skilled in the field, other drawings can also be obtained based on these drawings without any creative effort.

[0032] Figure 1 A side view structural schematic diagram of the anti-submersion overturning mechanism according to the embodiments of the present application;

[0033] Figure 2 A top view of the anti-submersion overturning mechanism according to the embodiments of the present application;

[0034] Figure 3 A side view structural schematic diagram of the seat according to the embodiments of the present application.

[0035] Wherein, 1, seat framework; 11, elastic seat basin; 2, central shaft; 3, overturning support; 31, frame main body; 32, front cross beam; 33, rear cross beam; 331, first beam body; 332, second beam body; 34, deformation groove; 341, abutting wall; 41, nylon pin; 42, shaft sleeve; 5, locking assembly; 51, ratchet wheel; 52, limiting column; 521, locking tongue; 522, elastic member; 523, mounting plate; 61, sitting part; 62, backrest. DETAILED DESCRIPTION

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced here. Obviously, for those skilled in the field, other drawings can also be obtained based on these drawings without any creative effort.

[0037] In the following description, many specific details are set forth in order to fully understand the present application, but the present application can also be implemented in other ways different from those described here; obviously, the embodiments in the specification are only some of the embodiments of the present application, not all the embodiments.

[0038] REFERENCE Figures 1 to 3As shown, the first aspect of the embodiment of the present application provides a submersion overturning prevention mechanism, which comprises a seat framework 1, a middle shaft 2, an overturning support 3, a positioning member and a locking assembly 5; the seat framework 1 is provided with an elastic seat basin 11 for bearing a passenger; the middle shaft 2 is connected to the seat framework 1 and is arranged at the front side of the elastic seat basin 11; the middle part of the overturning support 3 is rotationally connected to the middle shaft 2, the overturning support 3 comprises support ends and driving ends located at both sides of the middle shaft 2, the driving ends are arranged in suspension at the lower side of the elastic seat basin 11, and the driving ends are arranged in suspension at the lower side of the elastic seat basin 11; the positioning member is connected between the overturning support 3 and the middle shaft 2 to limit the rotation of the overturning support 3 relative to the middle shaft 2, when the passenger submerges to press down the driving ends of the elastic seat basin 11, the positioning member is broken to make the overturning support 3 rotate forward and synchronously drive the support ends to lift up; the locking assembly 5 is arranged between the overturning support 3 and the middle shaft 2 to limit the reverse rotation of the overturning support 3; the lower side of the overturning support 3 is recessed to form a deformation groove 34, and the deformation groove 34 is arranged between the support ends and the middle shaft 2.

[0039] Specifically, the seat framework 1 can be selected as a rectangular frame structure, and of course can also be selected as a frame structure of other shapes; the seat comprises a seat part 61 and a backrest 62, the backrest 62 is connected to one end of the seat part 61, and the seat framework 1 is a support frame inside the seat part 61 of the seat, that is, the seat framework 1 is below the user when the user sits on the seat part 61 of the seat. The elastic seat basin 11 can be selected as a plane formed by weaving elastic metal wires, and of course can also be selected as a plane made of elastic material, and when the passenger sits on the seat, the elastic seat basin 11 bears the hips of the passenger.

[0040] When the elastic seat basin 11 bears the passenger, it is recessed downward to move the elastic seat basin 11 towards the driving ends, and when the passenger normally sits, the deformation degree of the elastic seat basin 11 is small and does not contact the driving ends, so that the user does not feel the existence of the overturning support 3, thereby improving the comfort of the user when sitting; when the vehicle collides and the passenger submerges, the deformation degree of the elastic seat basin 11 is large and contacts the driving ends, and the acting force of the passenger submerging is transmitted to the driving ends through the elastic seat basin 11, the acting force borne by the driving ends is transmitted to the positioning member, and when the acting force borne by the positioning member exceeds the bearing limit of the material of the positioning member, the positioning member is broken, thereby making the passenger press down the driving ends, the driving ends move downward to synchronously drive the support ends to move upward, and the support ends are lifted up.

[0041] The above-mentioned middle shaft 2 can be selected as a shaft body connected inside the seat framework 1, and a through hole can be selected to be arranged on the overturning support 3, and the middle shaft 2 is arranged in the through hole of the overturning support 3, thereby rotationally connecting the overturning support 3 and the middle shaft 2. Of course, a shaft sleeve 42 can also be selected to be arranged on the overturning support 3, the shaft sleeve 42 is a hollow cylindrical structure, the shaft sleeve 42 is arranged at the middle part of the overturning support 3, the shaft sleeve 42 is sleeved on the middle shaft 2, and the shaft sleeve 42 is rotationally connected to the middle shaft 2, thereby rotationally connecting the overturning support 3 and the middle shaft 2.

[0042] The middle axis 2 is located at the front side of the elastic seat cushion 11, which is used to support the buttocks of the passenger, i.e. the position of the elastic seat cushion 11 is close to the position of the seat back 62 of the seat sitting part 61; the direction of the seat sitting part 61 towards the seat back 62 is the rear side direction, the direction of the seat sitting part 61 away from the seat back 62 is the front side direction, and the middle axis 2 is located at the side of the elastic seat cushion 11 away from the seat back 62. Of course, when the seat frame 1 is arranged in the vehicle, the side towards the vehicle head is the front side, the side towards the vehicle tail is the rear side, the seat back 62 is installed at the side of the seat sitting part 61 towards the vehicle tail direction, and the middle axis 2 is located at the side of the elastic seat cushion 11 towards the vehicle head direction.

[0043] The above-mentioned turnover bracket 3 can be selected as a rectangular frame structure, and the turnover bracket 3 has a driving end and a supporting end at the two ends in the radial direction of the middle axis 2. The driving end is arranged at the side of the elastic seat cushion 11 close to the chassis of the vehicle or the ground, so that the driving end is arranged at the lower side of the elastic seat cushion 11. Of course, the turnover bracket 3 can also include a vertical rod and two horizontal rods. The vertical rod is arranged in the radial direction of the middle axis 2 and is rotationally connected with the middle axis 2. The two horizontal rods are arranged at the two ends of the vertical rod, respectively, and extend in the axial direction of the middle axis 2, so that the two ends of the vertical rod are the driving end and the supporting end, respectively.

[0044] The above-mentioned driving end is located at the side of the middle axis 2 close to the elastic seat cushion 11, and the supporting end is located at the side of the middle axis 2 away from the elastic seat cushion 11. The upper side of the driving end is arranged in a spaced manner with the elastic seat cushion 11, and the lower side does not interfere with other parts of the seat, so that the driving end is arranged in a suspended manner, and the downward movement of the driving end is not hindered.

[0045] The above-mentioned positioning member can be selected as a nylon pin 41. A through hole is arranged on the middle axis 2, and a through hole is arranged on the turnover bracket 3. The nylon pin 41 is inserted into the through holes of the turnover bracket 3 and the middle axis 2, so that the nylon pin 41 limits the relative rotation of the turnover bracket 3 and the middle axis 2. When the vehicle collides, the force applied by the elastic seat cushion 11 to the driving end is transmitted to the nylon pin 41 through the turnover bracket 3, the nylon pin 41 breaks, and the turnover bracket 3 can rotate relative to the middle axis 2. Of course, the positioning member can also be selected as a plastic plate body. One end of the plastic plate body is connected with the middle axis 2 through a bolt, and the other end is connected with the turnover bracket 3 through a bolt, so that the force applied by the elastic seat cushion 11 to the driving end is transmitted to the plastic plate body through the turnover bracket 3. The plastic plate body breaks, and the turnover bracket 3 can rotate relative to the middle axis 2.

[0046] The positioning member can keep the relative position of the turnover bracket 3 and the axle 2 stable when the vehicle is running normally, and can make the turnover bracket 3 cooperate with the elastic seat pan 11, so that when the vehicle bounces and the elastic seat pan 11 contacts the driving end, the force acting on the positioning member is small and the positioning member will not be broken, avoiding the false triggering of the anti-submersion mechanism. The breaking of the positioning member can also absorb part of the impact force suffered by the passenger, reduce the force applied to the passenger's hips and legs by the turnover bracket, and reduce the injury suffered by the passenger in a vehicle collision.

[0047] The turnover bracket 3 is on the side close to the chassis or the ground of the vehicle in the vertical direction, and a part of the lower side of the turnover bracket 3 is recessed to form a deformation groove 34 away from the chassis or the ground of the vehicle.

[0048] When the support end is lifted to support the thighs of the passenger, the force acting on the support end deforms the turnover bracket 3 at the deformation groove 34. The deformation groove 34 can be a through groove penetrating the turnover bracket 3 along the axial direction of the axle 2, and the deformation groove 34 has two side walls arranged opposite to each other in the direction from the support end to the driving end. The turnover bracket 3 deforms until the two side walls abut against each other, and then stops deforming, so that the part of the turnover bracket 3 on the front side of the axle 2 can deform within a certain range. Of course, the deformation groove 34 can also be a groove body with four side walls. When the turnover bracket 3 deforms, the two side walls arranged opposite to each other in the direction from the support end to the driving end move closer to each other, and the two side walls along the axial direction of the axle 2 bend and deform. When the two side walls arranged opposite to each other in the direction from the support end to the driving end abut against each other, the turnover bracket 3 stops deforming.

[0049] The provision of the deformation groove 34 on the turnover bracket 3 can reduce the structural strength of the part of the turnover bracket 3. When the support end supports the legs of the passenger, the turnover bracket 3 deforms while providing support to the passenger, thereby absorbing part of the impact force in a collision, reducing the force applied to the hips and legs of the passenger by the anti-submersion turnover mechanism, and reducing the injury suffered by the passenger. Moreover, the deformation groove 34 has a groove structure. When the turnover bracket 3 deforms to a certain extent, the two side walls of the deformation groove 34 abut against each other, so that the overall structure of the turnover bracket 3 remains stable and stops deforming, thereby enabling the turnover bracket 3 to lift the legs of the passenger to prevent the passenger from submerging excessively.

[0050] The forward rotation direction of the turnover bracket 3 is that the driving end moves downward around the axle 2, the driving end moves away from the elastic seat pan 11, and the support end moves upward around the axle 2.

[0051] The locking assembly 5 can be a ratchet wheel connected to the turnover bracket 3 and a limiting column connected to the middle shaft 2. The limiting column abuts against the ratchet wheel. When the driving end moves downward to make the turnover bracket 3 rotate forward, the limiting column has no limiting effect on the rotation of the ratchet wheel. When the supporting end moves downward to make the turnover bracket 3 rotate reversely, the limiting column limits the rotation of the ratchet wheel, so that the locking assembly 5 limits the reverse rotation of the turnover bracket 3 around the middle shaft 2.

[0052] The locking assembly 5 can also include an elastic sheet and a limiting plate. The limiting plate is fixedly connected to the middle shaft 2, and the elastic sheet is connected between the supporting end and the limiting plate. When the supporting end of the turnover bracket 3 is not lifted, the elastic sheet is folded. When the supporting end of the turnover bracket 3 is lifted, the elastic sheet is unfolded to form a straight sheet structure. The straight sheet structure, the limiting plate and the turnover bracket 3 form a triangular structure, so that the straight sheet structure supports the supporting end of the turnover bracket 3, and the locking assembly 5 limits the direction rotation of the turnover bracket 3.

[0053] The locking assembly 5 limits the reverse rotation of the turnover bracket 3, so that the position of the supporting end after being lifted is kept stable, the supporting end can bear the diving force of the occupant, and the turnover bracket 3 is prevented from rotating under the diving force of the occupant's hips and legs. When the supporting end bears the force of the occupant, the force can be fully applied to the turnover bracket 3 between the supporting end and the middle shaft 2, so that the position of the turnover bracket 3 provided with the deformation groove 34 can be bent and deformed.

[0054] In use, the seat framework 1 is installed in the seating part 61 of the seat, the middle shaft 2 is arranged at the side of the elastic seat pan 11 away from the backrest 62, and the positioning member is connected between the turnover bracket 3 and the middle shaft 2.

[0055] When the occupant normally sits on the seating part 61 of the seat, the elastic seat pan 11 has a small deformation degree and is spaced from the driving end.

[0056] When the vehicle is in a collision, the occupant dives, the diving force of the occupant makes the deformation degree of the elastic seat pan 11 increase, so that the elastic seat pan 11 contacts the driving end, and the diving force of the occupant is applied to the positioning member through the driving end and the turnover bracket 3. The positioning member is broken under the diving force of the occupant, the driving end moves downward under the diving force of the occupant, the turnover bracket 3 rotates forward around the middle shaft 2, the supporting end moves upward and is lifted synchronously, the locking assembly 5 limits the reverse rotation of the turnover bracket 3, the supporting end supports the legs of the occupant, and the diving of the occupant is limited.

[0057] When the occupant dives, if the diving force is small, the supporting end keeps the position stable under the action of the locking assembly 5, the supporting end supports the legs of the occupant, the structural strength of the turnover bracket 3 can bear the force transmitted by the occupant, and the turnover bracket 3 is not deformed.

[0058] When the diving force increases, the turnover bracket 3 deforms at the deformation groove 34 to a certain extent, the inner walls of the opposite sides of the deformation groove 34 approach each other but do not abut, at this time the deformation of the turnover bracket 3 absorbs the impact force of the passenger, reducing the injury suffered by the passenger.

[0059] When the diving force further increases, the turnover bracket 3 deforms at the deformation groove 34 to a larger extent, the inner walls of the opposite sides of the deformation groove 34 approach each other and abut each other, avoiding the large deformation of the turnover bracket 3 so that the support end cannot support the legs of the passenger.

[0060] The anti-diving turnover mechanism provided by the present application can make the passenger dive to deform the elastic seat pan 11 to abut the driving end, so that the diving force of the passenger is applied to the turnover bracket 3; the structural strength of the positioning member can avoid the passenger from triggering the anti-diving turnover mechanism by mistake due to the bumping of the vehicle, and when the diving force of the passenger causes the positioning member to break, the positioning member can absorb part of the diving force of the passenger, reducing the force of the turnover bracket 3 on the passenger and reducing the injury suffered by the passenger; after the turnover bracket 3 rotates forward, the support end is lifted, and the locking assembly 5 limits the reverse rotation of the turnover bracket 3, so that the support end can support the legs of the passenger to avoid the passenger from diving further, and the deformation groove 34 on the turnover bracket 3 can make the turnover bracket 3 bend and deform, so that the turnover bracket 3 absorbs the diving force of the passenger to reduce the injury suffered by the passenger. Finally, through the cooperation of the turnover bracket 3, the positioning member and the locking assembly 5, when the vehicle collides, the support end is kept in the lifted state to support the passenger to limit the passenger from diving, and the breakage of the positioning member and the deformation of the turnover bracket 3 can absorb the diving force of the passenger to reduce the injury suffered by the passenger.

[0061] Referring to FIGS. Figure 1 , Figure 2 and Figure 3 , in some embodiments, the number of deformation grooves 34 is multiple, and the multiple deformation grooves 34 are arranged in the direction from the support end to the driving end. In this way, the multiple deformation grooves 34 can make the turnover bracket 3 bend at multiple places, increase the bending degree of the turnover bracket 3, so that the turnover bracket 3 absorbs more impact force to reduce the impact suffered by the passenger and reduce the injury suffered by the passenger when the vehicle collides.

[0062] Specifically, the number of deformation grooves 34 can be two, and the two deformation grooves 34 are arranged on the frame body 31, of course, the number of deformation grooves 34 can also be multiple, and the multiple deformation grooves 34 are arranged on the frame body 31.

[0063] When the turnover bracket 3 is deformed and bent, the two side walls of the deformation groove 34 abut against each other to stop the deformation of the turnover bracket 3, and thus the more the number of the deformation grooves 34, the greater the angle of the turnover bracket 3. The number of the deformation grooves 34 is adjusted according to experimental data and simulation.

[0064] The deformation groove 34 on the turnover bracket 3 weakens the structure of the turnover bracket 3, and when the impact intensity reaches the set limit, the plastic deformation occurs successively, the impact on the passenger's hips is alleviated, and the kinetic energy of the passenger is absorbed. The arrangement of the deformation groove 34 and the design of the limit value of the turnover bracket 3 are simulated, when the backrest angle is 60°, the simulation collision test speed is 50 km / h, and the axial force of the passenger's twelfth thoracic vertebra (thoracic vertebra T12) reaches 2-5 kN, the turnover bracket 3 is continuously bent and deformed, so that the turnover bracket 3 absorbs the impact force, slows down the restraint strength of the support end on the passenger's hips, and avoids the extrusion injury of the passenger's thoracic vertebra and lumbar vertebra.

[0065] Referring to Figure 1 , Figure 2 and Figure 3 , in some embodiments, the deformation groove 34 forms two abutting walls 341 arranged opposite to each other along the direction from the support end to the driving end; along the recess direction of the deformation groove 34, the two abutting walls 341 are inclined to each other. In this way, the two abutting walls 341 are inclined to each other, which can increase the angle of the turnover bracket 3 that can be bent and deformed, so that the turnover bracket 3 can absorb more impact force to reduce the injury of the passenger.

[0066] Specifically, the two inner walls of the deformation groove 34 opposite to each other along the direction from the support end to the driving end are two abutting walls 341, and the deformation groove 34 is recessed from the lower side of the turnover bracket 3 to the upper side of the turnover bracket 3; the distance between the upper ends of the two abutting walls 341 is less than the distance between the lower ends of the two abutting walls 341, and the upper ends of the two abutting walls 341 can be connected to each other, or the upper ends of the two abutting walls 341 can be spaced apart from each other.

[0067] The deformation groove 34 described above penetrates the frame body 31 along the axial direction of the central shaft 2, and the upper ends of the two abutting walls 341 are connected to each other, so that the deformation groove 34 forms a triangular notch on the turnover bracket 3.

[0068] Referring to Figure 1 , Figure 2 and Figure 3As shown, in some embodiments, the turnover support 3 comprises a frame body 31, a front crossbeam 32 and a rear crossbeam 33; the front crossbeam 32 and the rear crossbeam 33 both extend along the axial direction of the central shaft 2, the front crossbeam 32 and the rear crossbeam 33 are respectively connected to the two ends of the frame body 31, the frame body 31 is rotationally connected to the central shaft 2, the front crossbeam 32 is arranged on the front side of the central shaft 2 as a support end, the rear crossbeam 33 is arranged on the rear side of the central shaft 2 as a driving end, the rear crossbeam 33 is spaced apart from and oppositely arranged with the elastic seat pan 11; a positioning member is connected between the frame body 31 and the central shaft 2, a locking assembly 5 is connected between the frame body 31 and the central shaft 2, a deformation groove 34 is arranged on the frame body 31, and the deformation groove 34 is arranged between the front crossbeam 32 and the central shaft 2.

[0069] In this way, the turnover support 3 has a simple structure and low manufacturing cost, the front crossbeam 32 and the rear crossbeam 33 are respectively used for supporting the passenger and contacting the elastic seat pan 11, the front crossbeam 32 and the rear crossbeam 33 extend along the axial direction of the central shaft 2, facilitating the abutment of the rear crossbeam 33 and the elastic seat pan 11, and the front crossbeam 32 supports the leg part of the passenger.

[0070] Specifically, the frame body 31 can alternatively comprise two side plates, the two side plates are spaced apart along the axial direction of the central shaft 2, and the two side plates are both rotationally connected to the central shaft 2, the front crossbeam 32 and the rear crossbeam 33 extend along the axial direction of the central shaft 2, the front crossbeam 32 is connected between the two side plates, the rear crossbeam 33 is connected between the two side plates, the front crossbeam 32 and the rear crossbeam 33 are respectively arranged on the front side and the rear side of the central shaft 2, so that the rear crossbeam 33 is arranged on the lower side of the elastic seat pan 11, and the rear crossbeam 33 is spaced apart from and oppositely arranged with the elastic seat pan 11.

[0071] Alternatively, the frame body 31 can be a rectangular frame, the frame body 31 is arranged along the radial direction of the central shaft 2, the frame body 31 is rotationally connected to the central shaft 2 at the middle part along the radial direction of the central shaft 2, and the front crossbeam 32 and the rear crossbeam 33 are respectively connected to the two ends of the frame body 31 along the radial direction of the central shaft 2.

[0072] The front crossbeam 32 and the rear crossbeam 33 extend along the radial direction of the central shaft 2, increasing the area of the rear crossbeam 33 capable of contacting the elastic seat pan 11, and also increasing the area of the front crossbeam 32 used for supporting the leg part of the passenger, facilitating the support of the leg part of the passenger by the front crossbeam 32 to limit the passenger from continuing to dive.

[0073] The locking assembly 5 is connected between the frame body 31 and the central shaft 2, the locking assembly 5 limits the reverse rotation of the frame body 31 relative to the central shaft 2, and the positioning member is connected between the frame body 31 and the central shaft 2, so that the positioning member can limit the relative rotation between the frame body 31 and the central shaft 2.

[0074] The deformation groove 34 is arranged on the frame body 31, so that when the front cross beam 32 supports the legs of the occupant, the frame body 31 is stressed to bend at the deformation groove 34, and the bending direction of the frame body 31 is the direction of moving the support end downward around the central axis 2.

[0075] With reference to Figure 1 , Figure 2 and Figure 3 In some embodiments, the rear cross beam 33 includes a first beam body 331 and a second beam body 332, and the second beam body 332 is arranged apart from the first beam body 331 in the direction of the central axis 2 toward the elastic seat pan 11; the elastic seat pan 11 includes a front side region and a rear side region, and the front side region is arranged on the side of the rear side region close to the central axis 2, and the first beam body 331 and the second beam body 332 are both arranged opposite to the front side region.

[0076] In this way, when the occupant tilts the backrest and the cushion of the seat relative to the chassis or the bottom surface of the vehicle, and the seat is in the tilted state, the deformation degree of the front side region is larger when the occupant dives, and the first beam body 331 and the second beam body 332 are arranged opposite to the front side region, so that the rear cross beam 33 is convenient to contact the elastic seat pan 11. Moreover, when the seat is tilted, the hips of the occupant will move forward when diving, and the first beam body 331 and the second beam body 332 are arranged apart, thereby increasing the range in which the rear cross beam 33 can contact the elastic seat pan 11, so that the occupant can contact the first beam body 331 and the second beam body 332 during the diving process, and the diving force can be transmitted to the rear cross beam 33 during the whole diving process of the occupant, so as to continuously overturn the turnover bracket 3 with the forward movement of the hips of the occupant.

[0077] Specifically, the direction of the elastic seat pan 11 from the front side to the rear side of the central axis is the length direction of the elastic seat pan 11, and the length dimension of the front side region can be selected as 1 / 5 or 2 / 5 of the length dimension of the elastic seat pan 11, i.e., the front side region accounts for 1 / 5 of the elastic seat pan 11, and the rear side region accounts for 4 / 5 of the elastic seat pan 11, or the front side region accounts for 2 / 5 of the elastic seat pan 11, and the rear side region accounts for 3 / 5 of the elastic seat pan 11. The first beam body 331 and the second beam body 332 are arranged apart, thereby increasing the range in which the elastic seat pan 11 can contact the rear cross beam 33.

[0078] The first beam body 331 described above is arranged on the side of the second beam body 332 away from the central axis 2; when the length dimension of the front side region is selected as 2 / 5 of the length dimension of the elastic seat pan 11, the projection of the first beam body 331 on the elastic seat pan 11 is a first projection, the projection of the second beam body 332 on the elastic seat pan 11 is a second projection, the distance between the first projection and the end of the elastic seat pan 11 close to the central axis 2 is 2 / 5 of the length of the elastic seat pan 11, and the distance between the second projection and the end of the elastic seat pan 11 close to the central axis 2 is 1 / 5 of the length of the elastic seat pan 11.

[0079] The distance between the first beam body 331 and the second beam body 332 and the elastic sitting basin 11 is designed according to experimental data and simulation, so as to ensure that the elastic sitting basin 11 will not extrude the first beam body 331 and the second beam body 332 under normal sitting and static impact of the passenger.

[0080] With reference to Figure 1 , Figure 2 and Figure 3 , in some embodiments, the locking assembly 5 comprises a ratchet wheel 51 and a limiting column 52; the ratchet wheel 51 is sleeved on the middle shaft 2 and is rotationally connected with the middle shaft 2, and the ratchet wheel 51 is fixedly connected with the overturning support 3; the limiting column 52 is fixedly connected on the middle shaft 2 and abuts against the ratchet wheel 51, and when the overturning support 3 is reversely rotated, the limiting column 52 limits the rotation of the ratchet wheel 51 relative to the middle shaft 2.

[0081] In this way, the ratchet wheel 51 and the limiting column 52 have simple structure and low setting cost, and when the overturning support 3 is forwardly rotated, the overturning support 3 is limited after rotating through one tooth of the ratchet wheel 51. The action force of the passenger when diving is small, so the overturning support 3 is rotated at a small angle, and the cooperation of the ratchet wheel 51 and the limiting column 52 can also limit the reverse rotation of the overturning support 3, so that the supporting end can support the leg of the passenger, and the locking assembly 5 can limit the overturning support 3 when the overturning support 3 is forwardly rotated at multiple angles relative to the middle shaft 2.

[0082] Specifically, the middle part of the ratchet wheel 51 is provided with a through hole, the middle shaft 2 passes through the through hole of the ratchet wheel 51, and the ratchet wheel 51 can be selected to be attached to one side of the frame main body 31 along the axial direction of the middle shaft 2, can be selected to be connected with the frame main body 31 by welding, and of course can be selected to be connected with the frame main body 31 by bolts or screws.

[0083] The middle shaft 2 can be selected to be provided with a vertical plate, the vertical plate is arranged along the radial direction of the middle shaft 2, and the limiting column 52 is installed on the vertical plate, so that the limiting column 52 can be arranged opposite to the ratchet wheel 51 in the radial direction of the middle shaft 2, and the limiting column 52 abuts against the toothed structure on the surface of the ratchet wheel 51, one side of the toothed structure is an arc surface, and the other side is a flat surface; the limiting column 52 can be selected to have elasticity, when the frame main body 31 is forwardly rotated, the limiting column 52 abuts against the arc surface of the toothed structure of the ratchet wheel 51, the limiting column 52 is elastically deformed to enable the ratchet wheel 51 to be forwardly rotated; when the frame main body 31 is reversely rotated, the flat surface of the ratchet wheel 51 abuts against the limiting column 52, and the elastic deformation of the limiting column 52 cannot enable the ratchet wheel 51 to be reversely rotated.

[0084] Of course, the limiting column 52 can also be selected to be slidingly connected with the vertical plate, and a spring is connected between the limiting column 52 and the vertical plate, and the elastic force of the spring enables the limiting column 52 to abut against the ratchet wheel 51 tightly.

[0085] With reference to Figure 1 ,Figure 2 and Figure 3 In some embodiments, the limiting column 52 comprises an elastic member 522, a lock tongue 521 and a mounting plate 523; the mounting plate 523 is fixedly mounted on the central shaft 2, the mounting plate 523 is arranged along the radial direction of the central shaft 2 and spaced apart from the ratchet wheel 51, the lock tongue 521 is arranged between the mounting plate 523 and the ratchet wheel 51, the lock tongue 521 is slidingly connected with the mounting plate 523 along the radial direction of the central shaft 2, the elastic member 522 is arranged between the lock tongue 521 and the mounting plate 523, and the end of the lock tongue 521 away from the mounting plate 523 abuts against the ratchet wheel 51.

[0086] In this way, the elastic member 522 drives the lock tongue 521 to abut against the ratchet wheel 51, so that the lock tongue 521 abuts against the ratchet wheel 51 tightly, when the ratchet wheel 51 rotates forward, the elastic member 522 elastically deforms to enable the lock tongue 521 to slide on the arc surface of the sawtooth structure of the ratchet wheel 51, so that the lock tongue 521 does not hinder the forward rotation of the ratchet wheel 51, when the ratchet wheel 51 rotates reversely, the elastic member 522 makes the lock tongue 521 abut against one side of the flat surface of the sawtooth structure, so that the ratchet wheel 51 cannot rotate reversely, and the elastic member 522 improves the stability of the connection between the lock tongue 521 and the ratchet wheel 51.

[0087] Specifically, the mounting plate 523 can be arranged along the radial direction of the central shaft 2, a shaft sleeve can be arranged on the central shaft 2, the shaft sleeve is sleeved on the central shaft 2, the central shaft 2 is provided with a fixing hole, the shaft sleeve is provided with a mounting hole, and a metal pin is arranged in the fixing hole and the mounting hole, so that the shaft sleeve is fixedly connected to the central shaft 2. The mounting plate 523 is connected to the shaft sleeve, and the end of the mounting plate 523 away from the central shaft 2 is provided with a bottom plate, the bottom plate is arranged along the radial direction of the central shaft 2 and spaced apart from the central shaft 2, and the lock tongue 521 is connected to the side of the bottom plate facing the central shaft 2. Of course, the mounting plate 523 can be provided with a column body extending along the radial direction of the central shaft 2, and the lock tongue 521 is slidingly connected to the column body of the mounting plate 523.

[0088] The above-mentioned elastic member 522 can be a spring or an elastic sheet body, the elastic member 522 is arranged between the lock tongue 521 and the mounting plate 523, the elastic force of the elastic member 522 drives the lock tongue 521 to move towards the central shaft 2, so that the lock tongue 521 is connected in abutment with the ratchet wheel 51, and thus the lock tongue 521 is in abutment with the ratchet wheel 51 under the driving of the elastic force of the elastic member 522.

[0089] Referring to Figure 1 , Figure 2 and Figure 3 In some embodiments, the positioning member comprises a nylon pin 41, the central shaft 2 is provided with a first pin hole, the turnover support 3 is provided with a second pin hole, the first pin hole and the second pin hole are arranged along the radial direction of the central shaft 2, the first pin hole and the second pin hole are coaxially arranged, and the nylon pin 41 is insertedly connected with the first pin hole and the second pin hole, so that when the driving end is pressed, the nylon pin 41 is subjected to a shearing force along the circumferential direction of the central shaft 2.

[0090] In this way, the nylon pin 41 is subjected to a shearing force, and the force required to break the nylon pin 41 is related to the diameter of the nylon pin 41. By adjusting the diameter of the nylon pin 41, the force required to break the nylon pin 41 and the force required to trigger the anti-submersion rollover mechanism can be matched. The nylon pin 41 is inserted into the first pin hole and the second pin hole, and the assembly of the positioning member, the rollover bracket 3, and the central shaft 2 is simple.

[0091] Specifically, the nylon pin 41 is a cylindrical structure, the first pin hole is arranged on the side surface of the central shaft 2, and the second pin hole is arranged at the connection between the rollover bracket 3 and the central shaft 2. The first pin hole is arranged along the radial direction of the central shaft 2, and the second pin hole is arranged along the radial direction of the central shaft 2. Therefore, when the first pin hole and the second pin hole are coaxial, the nylon pin 41 can be inserted into the first pin hole and the second pin hole at the same time. Of course, the rollover bracket 3 and the central shaft 2 can also be connected through a shaft sleeve 42, the second pin hole is arranged on the shaft sleeve 42, and the shaft sleeve 42 covers the first pin hole. When the first pin hole and the second pin hole are coaxial, the nylon pin 41 can be inserted into the first pin hole and the second pin hole at the same time.

[0092] The diameter of the nylon pin 41 described above can be modified according to actual needs, so that the nylon pin 41 has different strengths. According to experiments and simulation, the strength of the nylon pin 41 is determined so that the nylon pin 41 breaks when the occupant submerges, and the force exerted by the occupant on the nylon pin 41 does not break the nylon pin 41 when the vehicle bounces.

[0093] The force exerted on the nylon pin 41 by the rotation of the rollover bracket 3 relative to the central shaft 2 is along the circumferential direction of the central shaft 2, so that the nylon pin 41 is subjected to a shearing force. The force required to break the nylon pin 41 is related to the diameter of the nylon pin 41.

[0094] Referring to Figure 1 , Figure 2 and Figure 3 Figure 1 Figure 2 Figure 3 , the second aspect of the present application provides a seat, which comprises a seating portion 61, a seat back 62, and the anti-submersion rollover mechanism as claimed in any one of the above. The seat back 62 is connected to one end of the seating portion 61, the seat frame 1 is installed inside the seating portion 61, and the central shaft 2 is arranged on the side of the elastic seat pan 11 away from the seat back 62.

[0095] The seating portion 61 described above is used for the occupant to sit on, and the occupant's hips are seated on the position of the seating portion 61 close to the seat back 62, so that when the support end is lifted, the support end can be supported at the position of the occupant's legs.

[0096] By setting the anti-submersion mechanism in the seat part 61, when the vehicle collides, the occupant submerges to press the driving end, the positioning member breaks to make the turnover support 3 rotate forward, the locking assembly 5 limits the turnover support 3 from rotating reversely, the supporting end lifts to support the occupant's leg, and the occupant is limited from continuing to submerge; and the turnover support 3 deforms to absorb the impact force, reducing the injury of the occupant.

[0097] The third aspect of the embodiment of the application further provides a vehicle comprising the seat as described above.

[0098] By using the seat as described above, when the vehicle collides, the supporting end is lifted to limit the occupant from continuing to submerge, and the turnover support 3 bends to absorb the impact force, reducing the injury of the occupant.

[0099] The anti-submersion turnover mechanism, the seat and the vehicle provided by the embodiment of the application are used as follows: the seat framework 1 is installed in the seat part 61, the frame body 31 is rotationally connected with the middle shaft 2, the positioning member is insertedly connected with the first pin hole and the second pin hole, the occupant sits on the seat part 61, and the occupant's hips are at the elastic seat basin 11.

[0100] When the vehicle collides, the occupant submerges, the submerging force of the occupant increases the deformation degree of the elastic seat basin 11, so that the elastic seat basin 11 contacts the rear cross beam 33, the submerging force of the occupant is applied to the nylon pin 41 through the rear cross beam and the frame body 31. The nylon pin 41 is sheared and broken, the rear cross beam 33 moves downward, the frame body 31 rotates forward, the front cross beam 32 is lifted, the locking tongue 521 abuts against the ratchet wheel 51 to limit the reverse rotation of the frame body 31, and the rear cross beam 33 supports the occupant's leg.

[0101] When the occupant submerges, if the submerging force is small, the frame body 31 keeps stable in position under the action of the locking assembly 5, the front cross beam 32 supports the occupant's leg, the structural strength of the frame body 31 can bear the force transmitted by the occupant, and the frame body 31 does not deform.

[0102] When the submerging force increases, the frame body 31 deforms at the deformation groove 34, the two abutting walls 341 approach each other but do not abut against each other, at this time, the deformation of the frame body 31 absorbs the impact force of the occupant, reducing the injury of the occupant.

[0103] When the submerging force further increases, the frame body 31 deforms greatly at the deformation groove 34, the two abutting walls 341 approach each other and abut against each other, so that the frame body 31 keeps stable in structure and stops from bending and deforming, avoiding that the deformation of the turnover support 3 is too large and the front cross beam 32 cannot support the occupant's leg.

[0104] It has to be noted that, in the present document, relational terms are intended only to convey a possible relationship between elements or

[0105] The above description is merely that of a specific implementation to enable a person skilled in the art to understand or implement the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An anti-submarine and flipping mechanism, characterized in that: include: A seat frame (1) is provided with an elastic seat basin (11) for carrying an occupant; A central axis (2) connected to the seat frame (1) and arranged on the front side of the elastic seat basin (11); A flip bracket (3) having a middle portion rotatably connected to the central axis (2), comprising a support end and a drive end located on both sides of the central axis (2), wherein the drive end is suspended below the elastic basin (11), and the drive end is spaced apart from the elastic basin (11); A positioning member is connected between the flip bracket (3) and the central axis (2) to limit the rotation of the flip bracket (3) relative to the central axis (2); when the passenger dives down and causes the elastic seat basin (11) to press down the driving end, the positioning member breaks, so that the flip bracket (3) rotates in the forward direction and simultaneously drives the supporting end to rise; A locking assembly (5) is provided between the flip bracket (3) and the central axis (2) to limit the reverse rotation of the flip bracket (3); The lower side of the flip bracket (3) is recessed to form a deformation groove (34), and the deformation groove (34) is arranged between the support end and the central axis (2).

2. The anti-submarine and flipping mechanism according to claim 1, characterized in that: There are a plurality of deformation grooves (34), and the plurality of deformation grooves (34) are arranged at intervals along a direction from the supporting end toward the driving end.

3. The anti-submarine and flipping mechanism according to claim 1, characterized in that: The deformation groove (34) forms two abutment walls (341) arranged opposite to each other along the direction from the supporting end toward the driving end; Along the concave direction of the deformation groove (34), the two abutment walls (341) are inclined close to each other.

4. The anti-submarine and flipping mechanism according to claim 1, characterized in that: The flip bracket (3) comprises a frame body (31), a front crossbeam (32) and a rear crossbeam (33); The front cross beam (32) and the rear cross beam (33) both extend along the axial direction of the central axis (2); the front cross beam (32) and the rear cross beam (33) are respectively connected to the two ends of the frame body (31); the frame body (31) is rotatably connected to the central axis (2); the front cross beam (32) is arranged on the front side of the central axis (2) as the supporting end; the rear cross beam (33) is arranged on the rear side of the central axis (2) as the driving end; the rear cross beam (33) and the elastic seat basin (11) are spaced apart and arranged relative to each other; The positioning member is connected between the frame body (31) and the central axis (2), the locking assembly (5) is connected between the frame body (31) and the central axis (2), the deformation groove (34) is provided on the frame body (31), and the deformation groove (34) is provided between the front cross beam (32) and the central axis (2).

5. The anti-submarine and flipping mechanism according to claim 4, characterized in that: The rear cross beam (33) comprises a first beam body (331) and a second beam body (332), wherein the second beam body (332) and the first beam body (331) are arranged at intervals along the central axis (2) in a direction toward the elastic seat basin (11); The elastic bidet (11) comprises a front area and a rear area, the front area being arranged on a side of the rear area close to the central axis (2), and the first beam (331) and the second beam (332) being arranged opposite to the front area.

6. The anti-submarine and flipping mechanism according to claim 1, characterized in that: The locking assembly (5) comprises a ratchet (51) and a limiting column (52); The ratchet (51) is sleeved on the central shaft (2), the ratchet (51) is rotationally connected to the central shaft (2), and the ratchet (51) is fixedly connected to the flip bracket (3); The limiting column (52) is fixedly connected to the central axis (2), and the limiting column (52) abuts against the ratchet (51). When the flip bracket (3) rotates in the opposite direction, the limiting column (52) limits the ratchet (51) from rotating relative to the central axis (2).

7. The anti-submarine and flipping mechanism according to claim 6, characterized in that: The limiting column (52) includes an elastic member (522), a locking tongue (521) and a mounting plate (523); The mounting plate (523) is fixedly mounted on the central axis (2); the mounting plate (523) and the ratchet (51) are spaced apart along the radial direction of the central axis (2); the locking tongue (521) is arranged between the mounting plate (523) and the ratchet (51); the locking tongue (521) and the mounting plate (523) are slidably connected along the radial direction of the central axis (2); the elastic member (522) is arranged between the locking tongue (521) and the mounting plate (523); and one end of the locking tongue (521) away from the mounting plate (523) abuts against the ratchet (51).

8. The anti-submarine and flipping mechanism according to claim 1, characterized in that: The positioning member includes a nylon pin (41), a first pin hole is provided on the central axis (2), and a second pin hole is provided on the flip bracket (3), the first pin hole and the second pin hole are arranged along the radial direction of the central axis (2), and the first pin hole and the second pin hole are arranged coaxially, and the nylon pin (41) is plug-connected with the first pin hole and the second pin hole so that when the driving end is pressurized, the nylon pin (41) is subjected to a shear force along the circumferential direction of the central axis (2).

9. A seat, characterized in that: It comprises a seating portion (61), a chair back (62) and an anti-diving and flipping mechanism according to any one of claims 1 to 8; The chair back (62) is connected to one end of the seating portion (61), the seat frame (1) is installed inside the seating portion (61), and the central axis (2) is arranged on a side of the elastic seat basin (11) away from the chair back (62).

10. A vehicle, characterized in that: Comprising the seat as claimed in claim 9.

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