Automobile seat safety device for bus

Abstract

The invention discloses an automobile seat safety device for a bus, and relates to the technical field of automobile seat safety. The automobile seat safety device for the bus comprises a seat cushion part and a back cushion part, the seat cushion part is installed on a supporting module at the bottom, the connecting module is composed of a connecting unit, an impact adjusting unit and a recoil unit, the back cushion part is connected with a headrest part arranged above the seat cushion part through the impact adjusting unit, and the recoil unit is arranged at the rear end of the back cushion part. The recoil unit and the connecting unit form a supporting angle structure with supporting and recoil functions, and the expansion range of the supporting angle structure is 30-180 degrees. According to the invention, the magnetic attraction sliding block in the sliding groove is arranged on the magnetic attraction seat, so that the magnetic attraction sliding block is attracted by magnetic force and under the action of friction force in the sliding process of the sliding groove to form a hard damping structure, and therefore, when the back cushion part is impacted and leans backwards, the back-leaning impact force and the inertia of recoiling a person on the seat can be quickly counteracted, and the person is prevented from flying away from the seat.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile seat safety, in particular to an automobile seat safety device for a bus. Background Art

[0002] With the continuous improvement of the quality of life, cars have become people's favorite for the safety and convenience of travel. The car seats in the car are in the closest contact with the human body, so car seats are particularly important to people.

[0003] In the prior art, currently used car seats are not equipped with any other effective safety devices except for the safety belts for protection. For example, a car seat safety device disclosed in Chinese Patent Publication No. CN106945577A is provided with a car rear-end collision impact reduction safety mechanism to reduce the impact on the human body in rear-end collision accidents; a car rear-end collision head protection safety mechanism to effectively protect the head and neck; and a seat belt emergency locking safety mechanism to enable the seat belt to be locked in an emergency in the event of an accident.

[0004] After a car is hit, passengers often lean forward or backward. Leaning forward occurs in a rear-end collision or sudden braking, while leaning backward occurs in a direct collision with the car or the inertia recovery after leaning forward. The forward leaning will be firmly fastened by the existing seat belt, but the backward leaning caused by inertia or direct impact will cause the user to hit the cushion directly. Therefore, while protecting the head, the cushion area needs further protection. Summary of the Invention

[0005] In view of the deficiencies in the prior art, the present invention provides a car seat safety device for a bus, which solves the problems raised in the above background technology.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solutions: a car seat safety device for a bus, comprising a seat cushion portion and a back cushion portion, wherein the seat cushion portion is mounted on a support module at the bottom, and the support module serves as a support for the seat as a whole, the seat cushion portion is connected to the back cushion portion through a connecting module, and the connecting module is composed of a connecting unit, an impact adjustment unit and a recoil unit, the back cushion portion is connected to a headrest portion arranged above the seat cushion portion through the impact adjustment unit, and the impact adjustment unit is arranged in a cavity of the back cushion portion, and the impact adjustment unit serves as a safety device to prevent the user from sinking into the seat after the car is subjected to a violent impact. The cushion part plays the role of support and recoil. The recoil unit is arranged at the rear end of the cushion part. After the car is impacted, there will be two situations: forward tilt and backward tilt. Forward tilt occurs in rear-end collision and sudden braking, and backward tilt occurs in direct collision of the car or inertia reset after forward tilt. The forward tilt will be firmly tightened by the existing seat belt, but the backward tilt caused by inertia or direct impact will cause the user to directly hit the cushion part. Therefore, the recoil unit and the connecting unit are required to form a support angle structure with support and recoil to avoid excessive changes in the seat pitch angle causing people to fall off the seat. The expansion range of the support angle structure is 30°-180°.

[0007] A further improvement of the technical solution of the present invention is that the recoil unit includes two groups of supporting steel frames located at the rear end of the cushion part and arranged in parallel, and a magnetic seat is symmetrically arranged between the two groups of supporting steel frames, each of the magnetic seats is provided with a sliding groove, and each of the sliding grooves is provided with two magnetic sliders for longitudinal sliding. The magnetic sliders are attracted by magnetic force and acted upon by friction during the sliding of the sliding grooves to form a rigid damping structure, so that when the cushion part is impacted and leans back, the backward impact force can be quickly offset, the inertia of the person on the recoil seat can be avoided, and the person can be prevented from flying off the seat. Compared with directly arranging an elastic damping mechanism on the back of the car seat, this structure is safer and can avoid the elastic reset force being too large to damage or pierce the cushion part, and further, it can avoid the impact of direct collision with the bus. The impact force destroys the return spring in the damping to prevent injury after the spring energy is released. A connecting shaft is rotatably set on the top of each magnetic slider, and a recoil link is hinged on each connecting shaft. The adjacent recoil links are connected by a transfer shaft, and the left and right ends of the lower connecting shaft are symmetrically sleeved with extension links. The recoil link and the extension link are made of alloy material to ensure strong rigidity. If a break occurs during a violent collision, it will not be directly harmful to passengers because it is located at the rear end of the cushion part and there is no energy storage. Furthermore, the bottom of the cushion part adopts a rotating design, and the seats on the bus can be guaranteed to lean against each other to avoid hurting the rear passengers. If the bus still uses the same orientation for each row of seats, the recoil unit can be protected by a protective shell or the cushion part.

[0008] A further improvement of the technical solution of the present invention is that: the adjacent extension links are fixedly installed on a rotating shaft, the rotating shaft is rotatably installed in a fixed seat, the fixed seat is fixedly installed on the top of the support frame, and the support frame is composed of aluminum alloy hollow tube frames welded together and the hollow part of the tube frame faces the end away from the cushion part, wherein the hollow part of the aluminum alloy tube frame of the support frame faces the end away from the cushion part, so it can quickly dock with the rear installation position when the car seat is fixed as a whole.

[0009] A further improvement of the technical solution of the present invention is that: in order to ensure that the magnetic slider has guidance when sliding in the sliding groove, a guide rod is slidably installed between adjacent magnetic sliders, and both ends of the guide rod are fixedly installed in the sliding groove inside the magnetic seat. When not subjected to severe impact, the magnetic slider is not prone to sudden displacement, so a reset spring is sleeved in the middle of the guide rod.

[0010] A further improvement of the technical solution of the present invention is that: the connecting unit includes a U-shaped frame plate arranged below the seat cushion part, and connecting parts 1 are symmetrically provided at the left and right ends of the lower part of the U-shaped frame plate. The connecting part 1 is connected to a rotating part through a fastener, and the rotating part is connected to the cushion part through a rotating shaft, so that the cushion part can be adjusted to a pitch angle relative to the seat cushion part, and a limiting partition is welded on one side of the top of the rotating part. In order to further limit the cushion part, the limiting partition abuts against one side of the cushion part.

[0011] A further improvement of the technical solution of the present invention is that the impact adjustment unit includes a left plate and a right plate arranged in the cushion part, and the left plate and the right plate can be fixed in the cushion part by any method such as welding, abutment, mortise and tenon connection, and two groups of supporting concave plates are welded on the front ends of the left plate and the right plate, and a cushioning airbag is adhered between the two groups of supporting concave plates. The cushioning airbag cooperates with the cushion part to provide a comfortable riding experience for the passenger, and provides certain cushioning and protection when the patient impacts the cushion part. A crossbeam is fixedly installed in the middle of the supporting concave plate, and a crossbeam groove is opened in the crossbeam, and a tooth plate is slidably installed in the beam groove. The top of the tooth plate is meshed with a gear, and the gear is installed on the adjusting shaft through a key connection. The adjusting shaft at the lower end is fixedly connected to the rotating shaft. When the tooth plate slides, it is meshed and transmitted, which eventually causes the rotating shaft to rotate, and the adjusting shaft at the lower end is rotatably installed in the upper suspension, and the adjusting shaft at the lower end rotates The headrest is mounted in the lower suspension, and openings are symmetrically provided at the left and right ends of the upper suspension, and a second connecting member fixedly connected to the adjustment shaft is movably installed at the opening, and a support rod is provided on the top of the second connecting member, and the other end of the support rod is fixedly connected to the headrest. Therefore, based on the above, it can be seen that after the rotating shaft is rotated, the headrest can be adjusted in angle to adapt to the needs of different passengers, and at the same time adjust the support angle of the cushion part. In a safety accident, after the passenger hits the cushion part, the recoil adjustment unit relieves the impact force, and when the passenger is pressed by the collapsed car parts, the buffer airbag is compressed under the huge impact force. After the supporting concave plate is deformed, the gear plate pushes and the gear rotates, so that the headrest and the cushion part lean back. At this time, there is a certain movable gap between the passenger and the cushion part, which prevents the passenger from being pinched between foreign objects and the cushion part and being pressed at the same time, thereby reserving survival space for the passenger after a car accident. Furthermore, the concave design of the supporting concave plate allows the pressing position to sink after the passenger is pressed against the cushion portion, and no sharp protruding areas will appear to endanger the passenger's safety.

[0012] A further improvement of the technical solution of the present invention is that in order to avoid accidental movement of the tooth plate without collision, car accident, etc., a sleeve wheel is fixedly installed on one side of the upper suspension and the lower suspension, and a traction spring is fixedly installed on the sleeve wheel. The other ends of the two traction springs are fixed to the middle partition plate, and the two ends of the middle partition plate are respectively welded to the left plate and the right plate. A through plate is provided at one end of the left plate and the right plate away from the supporting concave plate, and the tooth plate is slidably connected to the through plate through the notch of the through plate. In order to enable manual adjustment and control of the seat, an electric control push rod is fixedly installed on the support concave plate, and the telescopic end of the electric control push rod is fixedly connected to the tooth plate through a connecting piece three.

[0013] A further improvement of the technical solution of the present invention is that: in order to ensure the front and rear adjustment and rotation of the seat, the support module includes a base arranged at the bottom of the seat cushion, and a guide rail is fixedly installed at the bottom of the base. The guide rail is slidably installed on the chassis, and multiple groups of limit openings are provided on one side of the guide rail. A fixing plate fixed to the seat cushion is installed on one side of the limit opening. As shown in the accompanying drawings, the fixing plate is rotatably connected to a limit member that can be snapped into the limit opening.

[0014] A further improvement of the technical solution of the present invention is that: a support column is fixedly installed at the bottom of the chassis, a key is connected to the limit plate on the support column, and a limit block is provided on one side of the limit plate. As shown in the accompanying drawings, the limit block is fixedly installed on the rotating assembly, and the rotating assembly consists of a rotatable rod body and a fixed block body to realize the rotation of the limit block, thereby matching the bayonet of the limit plate, and the rotating assembly is connected to the gasket fixed to the chassis through a torsion spring.

[0015] Compared with the prior art, the present invention has the following advantages: a magnetic slider in a sliding groove is provided on the magnetic seat, and a connecting shaft is rotatably provided on the top of each magnetic slider, a recoil link is hinged on the connecting shaft, adjacent recoil links are connected by a transfer shaft, and extension links are symmetrically sleeved on the left and right ends of the lower connecting shaft, so that the magnetic slider is attracted by magnetic force and friction force during the sliding process of the sliding groove, forming a rigid damping structure, so that when the cushion part is impacted and leans back, the backward impact force can be quickly offset, the inertia of the person on the seat is recoiled, and the person is prevented from flying off the seat; Compared to installing an elastic damping mechanism directly on the back of the car seat, this structure is safer and prevents the elastic restoring force from being too strong and damaging or piercing the cushion. Furthermore, it prevents the impact force of a direct bus collision from damaging the return spring inside the damper, preventing injuries from occurring after the spring's stored energy is released. After the shaft rotates, the headrest can be adjusted in angle to suit the needs of different passengers, while adjusting the support angle of the cushion. In the event of a safety accident, when a passenger hits the cushion, the recoil adjustment unit will relieve the impact force. When the passenger is pressed by collapsed car parts, the airbag will be compressed under the huge impact force. After the supporting concave plate is deformed, the tooth plate pushes and the gear rotates, causing the headrest and cushion to lean back. At this time, there is a certain gap between the passenger and the cushion, which prevents the passenger from being squeezed between foreign objects and the cushion and being pressed at the same time, thereby retaining survival space for the passenger after a car accident. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the overall structure of a bus seat safety device; Figure 2 This is a schematic diagram of the structure of a bus seat safety device from a side view; Figure 3This is a left side view of a bus car seat safety device; Figure 4 This is a schematic diagram of the structure of the support module and recoil module in the bus car seat safety device; Figure 5 This is a schematic diagram of the structure of the support module in the bus seat safety device; Figure 6 This is a structural diagram of the support module in the bus seat safety device from another perspective; Figure 7 This is a schematic diagram of the structure of the impact adjustment unit in the cushion part of the bus seat safety device; Figure 8 This is a schematic structural diagram from another perspective of the impact adjustment unit in the cushion part of the bus seat safety device.

[0017] In the figure: 100, seat cushion; 200, back cushion; 300, headrest; 401, support steel frame; 402, magnetic seat; 403, magnetic slider; 404, connecting shaft; 405, recoil link; 406, transfer shaft; 407, extension link; 408, rotating shaft; 409, fixed seat; 410, support frame; 411, guide rod; 412, return spring; 501, U-shaped frame; 502, connecting member 1; 503, rotating member; 504, rotating shaft; 505, limiting partition; 601, left side plate; 602, right side plate; 603, supporting concave plate; 604, cushioning airbag ;605, crossbeam;606, tooth plate;607, gear;608, adjusting shaft;609, upper suspension;610, lower suspension;611, connector two;612, support rod;613, traction spring;614, middle partition;615, through plate;616, electric control push rod;617, connector three;618, sleeve wheel;701, base;702, guide rail;703, chassis;704, limit opening;705, fixing plate;706, limit part;707, support column;708, limit plate;709, limit block;710, rotating assembly;711, torsion spring;712, gasket. DETAILED DESCRIPTION

[0018] Various exemplary embodiments, features, and aspects of the present application will be described in detail below with reference to the accompanying drawings. The same reference numerals in the accompanying drawings represent elements with the same or similar functions. Although various aspects of the embodiments are shown in the accompanying drawings, the drawings are not necessarily drawn to scale unless otherwise indicated.

[0019] The word “exemplary” is used exclusively herein to mean “serving as an example, example, or illustration.” Any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.

[0020] In addition, numerous specific details are provided in the following specific examples to better illustrate the present application. Those skilled in the art will appreciate that the present application can be practiced without certain specific details. In some instances, methods, means, and components well known to those skilled in the art are not described in detail in order to highlight the main purpose of the present application.

[0021] The present invention provides a car seat safety device for a bus, comprising a seat cushion portion 100 and a back cushion portion 200. The seat cushion portion 100 is mounted on a support module at the bottom, and the support module serves as support for the entire seat. The seat cushion portion 100 is connected to the back cushion portion 200 via a connecting module, and the connecting module is composed of a connecting unit, an impact adjustment unit, and a recoil unit. The back cushion portion 200 is connected to a headrest portion 300 arranged above the seat cushion portion 100 via the impact adjustment unit. The impact adjustment unit is arranged in a cavity of the back cushion portion 200. The impact adjustment unit serves to prevent the user from sinking into the back cushion portion after the car is subjected to a violent impact. 200, plays the role of support and recoil, the recoil unit is arranged at the rear end of the cushion part 200, after the car is impacted, there will be two situations of forward tilt and backward leaning. The forward tilt occurs in rear-end collision and sudden braking, and the backward leaning occurs in direct collision of the car or inertia reset after the forward tilt. The forward tilt will be firmly tightened by the existing seat belt, but the backward leaning caused by inertia or direct impact will cause the user to directly hit the cushion part 200. Therefore, the recoil unit and the connecting unit are required to form a support angle structure with support and recoil to prevent the seat pitch angle from changing too much and causing the person to fall off the seat. The expansion range of the support angle structure is 30°-180°.

[0022] The recoil unit includes two sets of supporting steel frames 401 located at the rear end of the cushion part 200 and arranged in parallel, and a magnetic seat 402 is symmetrically arranged between the two sets of supporting steel frames 401, each magnetic seat 402 is provided with a sliding groove, and each sliding groove is provided with two magnetic sliders 403 for longitudinal sliding. The magnetic sliders 403 are attracted by magnetic force and acted upon by friction in the process of sliding in the sliding groove, forming a rigid damping structure, so that when the cushion part 200 is impacted and leans back, it can quickly offset the backward impact force, recoil the inertia of the person on the seat, and prevent the person from flying off the seat. Compared with directly providing an elastic damping mechanism on the back of the car seat, this structure is safer and can prevent the elastic reset force from being too large and damaging or piercing the cushion part 200. Furthermore, it can prevent the impact force of a direct collision of a bus from damaging the reset spring in the damping, preventing To prevent injury from occurring after the spring energy is released, a connecting shaft 404 is rotatably provided on the top of each magnetic slider 403, and a recoil link 405 is hinged on each connecting shaft 404. Adjacent recoil links 405 are connected by a transfer shaft 406, and the left and right ends of the lower connecting shaft 404 are symmetrically sleeved with extension links 407, wherein the recoil link 405 and the extension link 407 are made of alloy material to ensure strong rigidity. If a break occurs during a violent collision, it will not be easy to cause direct harm to passengers because it is located at the rear end of the cushion part 200 and there is no energy storage. Furthermore, the bottom of the cushion part 100 adopts a rotating design, and the seats on the bus can be guaranteed to lean against each other to avoid hurting the rear passengers. If the bus still adopts the same orientation for each row of seats, the recoil unit can be protected by a protective shell or the cushion part 200.

[0023] The adjacent extended connecting rods 407 are fixedly mounted on a rotating shaft 408, and the rotating shaft 408 is rotatably mounted in a fixing seat 409. The fixing seat 409 is fixedly mounted on the top of the support frame 410. The support frame 410 is composed of aluminum alloy hollow pipe frames welded together, and the hollow part of the pipe frame faces the end away from the cushion part 200. The hollow part of the aluminum alloy pipe frame of the support frame 410 faces the end away from the cushion part 200, so it can be quickly docked with the rear installation position when the car seat is fixed as a whole.

[0024] Embodiment 1: In order to ensure that the magnetic slider 403 has guidance when sliding in the sliding groove, a guide rod 411 is slidably installed between adjacent magnetic sliders 403, and both ends of the guide rod 411 are fixedly installed in the sliding groove inside the magnetic seat 402. When not subjected to severe impact, the magnetic slider 403 is not prone to sudden displacement, so a return spring part 412 is sleeved in the middle of the guide rod 411.

[0025] The connecting unit includes a U-shaped frame plate 501 arranged below the cushion portion 100, and connecting members 502 are symmetrically arranged on the left and right ends of the lower part of the U-shaped frame plate 501. The connecting member 502 is connected to a rotating member 503 through a fastener, and the rotating member 503 is connected to the cushion portion 200 through a rotating shaft 504, so that the cushion portion 200 can be adjusted in pitch angle relative to the cushion portion 100, and a limiting partition 505 is welded on one side of the top of the rotating member 503. In order to further limit the cushion portion 200, the limiting partition 505 abuts against one side of the cushion portion 200.

[0026] Embodiment 2: The impact adjustment unit includes a left side plate 601 and a right side plate 602 provided in the cushion portion 200. The left side plate 601 and the right side plate 602 can be fixed in the cushion portion 200 by welding, abutting, mortise and tenon joints, etc. Two sets of supporting concave plates 603 are welded to the front ends of the left side plate 601 and the right side plate 602. A cushioning airbag 604 is adhered between the two sets of supporting concave plates 603. The cushioning airbag 604 cooperates with the cushion portion 200 to provide a comfortable riding experience for the passenger, and when the patient impacts the cushion portion 20 0, providing a certain buffer and protection, a crossbeam 605 is fixedly installed in the middle of the supporting concave plate 603, a crossbeam slot is opened in the crossbeam 605, a toothed plate 606 is slidably installed in the crossbeam slot, the top of the toothed plate 606 is meshed with a gear 607, the gear 607 is installed on the adjusting shaft 608 through a key connection, the lower end adjusting shaft 608 is fixedly connected to the rotating shaft 504, the toothed plate 606 is meshed when sliding, and finally causes the rotating shaft 504 to rotate, and the lower end adjusting shaft 608 is rotatably installed in the upper suspension 609, and the lower end adjusting shaft 608 rotates The upper suspension 609 is movably mounted in the lower suspension 610, and openings are symmetrically provided at the left and right ends of the upper suspension 609, and a second connector 611 fixedly connected to the adjustment shaft 608 is movably installed at the opening, and a support rod 612 is provided on the top of the second connector 611, and the other end of the support rod 612 is fixedly connected to the headrest portion 300. Therefore, it can be seen from the above that after the rotating shaft 504 is rotated, the headrest portion 300 can be adjusted in angle to adapt to the needs of different passengers, and the support angle of the cushion portion 200 can be adjusted at the same time. In the event of a safety accident, this aspect of the present application In this embodiment, after a passenger hits the back cushion 200, the recoil adjustment unit mitigates the impact. If the passenger is pressed by collapsed vehicle parts, the airbag 604 compresses under the enormous impact force. The supporting concave plate 603 deforms, pushing the toothed plate 606 and rotating the gear 607, causing the headrest 300 and back cushion 200 to recline. At this point, there is a certain clearance between the passenger and the back cushion 200, preventing the passenger from being squeezed between foreign objects and the back cushion 200 and being pressed simultaneously. This provides a safe space for the passenger to survive the accident. Furthermore, the concave design of the supporting concave plate 603 allows the pressing position to sink after the passenger is pressed against the cushion portion 200, and no sharp protruding areas will appear to endanger the passenger's safety.

[0027] In order to prevent the tooth plate 606 from moving accidentally without a collision or car accident, a sleeve wheel 618 is fixedly installed on one side of the upper suspension 609 and the lower suspension 610, and a traction spring 613 is fixedly installed on the sleeve wheel 618. The other ends of the two traction springs 613 are fixed on the middle partition plate 614. The two ends of the middle partition plate 614 are respectively welded to the left plate 601 and the right plate 602. A through plate 615 is provided at the end of the left plate 601 and the right plate 602 away from the supporting concave plate 603. The tooth plate 606 is slidably connected to the through plate 615 through the notch of the through plate 615. In order to enable manual adjustment and control of the seat, an electric control push rod 616 is fixedly installed on the supporting concave plate 603. The telescopic end of the electric control push rod 616 is fixedly connected to the tooth plate 606 through the connecting piece 3 617.

[0028] In order to ensure the front and rear adjustment and rotation of the seat, the support module includes a base 701 arranged at the bottom of the cushion part 100, and a guide rail 702 is fixedly installed at the bottom of the base 701. The guide rail 702 is slidably installed on the chassis 703, and multiple groups of limit openings 704 are provided on one side of the guide rail 702. A fixing plate 705 fixed to the cushion part 100 is installed on one side of the limit opening 704. As shown in the accompanying drawings, the fixing plate 705 is rotatably connected to a limit member 706 that can be snapped into the limit opening 704.

[0029] A support column 707 is fixedly installed at the bottom of the chassis 703, and a key is connected to the limit plate 708 on the support column 707. A limit block 709 is set on one side of the limit plate 708. As shown in the accompanying drawings, the limit block 709 is fixedly installed on the rotating assembly 710. The rotating assembly 710 is composed of a rotatable rod body and a fixed block body to realize the rotation of the limit block 709, thereby matching the bayonet of the limit plate 708, and the rotating assembly 710 is connected to the gasket 712 fixed to the chassis 703 through a torsion spring 711.

[0030] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0031] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A car seat safety device for a bus, characterized in that: The invention comprises a seat cushion portion (100) and a back cushion portion (200), wherein the seat cushion portion (100) is mounted on a support module at the bottom, the seat cushion portion (100) is connected to the back cushion portion (200) via a connection module, the connection module is composed of a connection unit, an impact adjustment unit and a recoil unit, the back cushion portion (200) is connected to a headrest portion (300) arranged above the seat cushion portion (100) via the impact adjustment unit, the impact adjustment unit is arranged in a cavity of the back cushion portion (200), the recoil unit is arranged at the rear end of the back cushion portion (200), the recoil unit and the connection unit form a support angle structure with support and recoil, and the expansion range of the support angle structure is 30°-180°.

2. The bus seat safety device according to claim 1, characterized in that: The recoil unit comprises two groups of supporting steel frames (401) located at the rear end of the cushion part (200) and arranged in parallel, a magnetic seat (402) is symmetrically arranged between the two groups of supporting steel frames (401), each of the magnetic seats (402) is provided with a sliding groove, each of the sliding grooves is provided with two magnetic sliders (403) that slide longitudinally, a connecting shaft (404) is rotatably arranged at the top of each of the magnetic sliders (403), a recoil connecting rod (405) is hinged on each of the connecting shafts (404), adjacent recoil connecting rods (405) are connected by a transfer shaft (406), and extension connecting rods (407) are symmetrically sleeved on the left and right ends of the lower connecting shaft (404).

3. The bus seat safety device according to claim 2, characterized in that: The adjacent extension connecting rods (407) are fixedly mounted on a rotating shaft (408), the rotating shaft (408) is rotatably mounted in a fixing seat (409), the fixing seat (409) is fixedly mounted on the top of a support frame (410), and the support frame (410) is composed of aluminum alloy hollow pipe frames welded together, and the hollow part of the pipe frame faces the end away from the cushion portion (200).

4. The bus seat safety device according to claim 3, characterized in that: A guide rod (411) is slidably mounted between adjacent magnetic sliders (403), both ends of the guide rod (411) are fixedly mounted on a sliding groove inside the magnetic seat (402), and a return spring component (412) is sleeved on the middle of the guide rod (411).

5. The bus seat safety device according to claim 1, characterized in that: The connection unit comprises a U-shaped frame plate (501) arranged below the cushion portion (100); a connection member 1 (502) is symmetrically arranged at the left and right ends of the lower portion of the U-shaped frame plate (501); the connection member 1 (502) is connected to a rotating member (503) via a fastener; the rotating member (503) is connected to the back cushion portion (200) via a rotating shaft (504); and a limiting partition plate (505) is welded to one side of the top of the rotating member (503); the limiting partition plate (505) abuts against one side of the back cushion portion (200).

6. The bus seat safety device according to claim 5, characterized in that: The impact adjustment unit comprises a left side plate (601) and a right side plate (602) arranged in the cushion part (200); two groups of supporting concave plates (603) are welded to the front ends of the left side plate (601) and the right side plate (602); a cushioning airbag (604) is adhered between the two groups of supporting concave plates (603); a crossbeam (605) is fixedly installed in the middle of the supporting concave plates (603); a crossbeam groove is provided in the crossbeam (605); a toothed plate (606) is slidably installed in the crossbeam groove; a gear (607) is meshedly connected to the top of the geared plate (606); the gear (607) is connected to the toothed plate (606) by a The key connection is installed on the adjustment shaft (608), the lower end of the adjustment shaft (608) is fixedly connected to the rotating shaft (504), and the lower end of the adjustment shaft (608) is rotatably installed in the upper suspension (609), and the lower end of the adjustment shaft (608) is rotatably installed in the lower suspension (610), the upper suspension (609) is symmetrically provided with openings at both ends, and the opening is movably provided with a second connection member (611) fixedly connected to the adjustment shaft (608), and a support rod (612) is provided on the top of the second connection member (611), and the other end of the support rod (612) is fixedly connected to the headrest part (300).

7. The bus seat safety device according to claim 6, characterized in that: A sleeve wheel (618) is fixedly mounted on one side of the upper suspension (609) and the lower suspension (610), and a traction spring (613) is fixedly mounted on the sleeve wheel (618). The other ends of the two traction springs (613) are fixed on the middle partition (614). The two ends of the middle partition (614) are respectively welded to the left plate (601) and the right plate (602). A through plate (615) is provided at one end of the left plate (601) and the right plate (602) away from the supporting concave plate (603). The tooth plate (606) is slidably connected to the through plate (615) through a notch of the through plate (615), and an electric control push rod (616) is fixedly mounted on the supporting concave plate (603). The telescopic end of the electric control push rod (616) is fixedly connected to the tooth plate (606) through a connecting piece (617).

8. The bus seat safety device according to claim 1, characterized in that: The support module comprises a base (701) arranged at the bottom of the cushion portion (100), a guide rail (702) being fixedly installed at the bottom of the base (701), the guide rail (702) being slidably installed on a chassis (703), and a plurality of groups of limiting openings (704) being arranged on one side of the guide rail (702), a fixing plate (705) fixed to the cushion portion (100) being installed on one side of the limiting opening (704), and a limiting member (706) which can be snapped into the limiting opening (704) being rotatably connected to the fixing plate (705).

9. The bus seat safety device according to claim 8, characterized in that: A support column (707) is fixedly mounted on the bottom of the chassis (703); a limit plate (708) is keyed on the support column (707); a limit block (709) is provided on one side of the limit plate (708); a rotating assembly (710) is fixedly mounted on the limit block (709); and the rotating assembly (710) is connected to a gasket (712) fixed to the chassis (703) via a torsion spring (711).

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