Passenger collision safety protection device based on seat cushion sliding and vehicle

Abstract

The application relates to a passenger collision safety protection device based on seat cushion sliding and a vehicle. The passenger collision safety protection device comprises a seat frame, a seat cushion and a posture constraint mechanism. The seat frame comprises a seat base and a seat back, and the seat back is arranged on the seat base. The seat cushion is slidably arranged on the seat base, and the seat cushion can be fixed to the seat base in a non-collision state and can slide relative to the seat base in a collision state to move away from the seat back. The posture constraint mechanism is used for constraining the movement posture of the passenger when the seat cushion slides. The passenger collision safety protection device can provide safety protection in a collision, the seat cushion slides relative to the seat base to drive the passenger to slide away from the seat back, meanwhile, the posture constraint mechanism constrains the movement posture of the passenger, avoids the passenger from diving, reduces the injury of the passenger in the collision process, and ensures the safety of the passenger.

Description

Technical Field

[0001] This application relates to the field of vehicle seat safety protection technology, and in particular to an occupant collision safety protection device and vehicle based on seat cushion sliding. Background Technology

[0002] In recent years, the increase in car ownership has brought convenience to people, but it has also posed a threat to their lives, with tens of thousands of people injured or killed in traffic accidents every year. In order to reduce the injuries suffered by occupants in traffic accidents, relevant companies consider the safety of various car components. As the part of the car that comes into direct contact with occupants, the safety of seats naturally receives widespread attention from car developers and users.

[0003] Car seats not only provide comfort for drivers and passengers, but also, to a certain extent, ensure their safety during impacts. In the event of a collision, a well-designed car seat can reduce the risk to occupants and minimize injuries from the impact.

[0004] There are many protective measures available in terms of car seat technology. For example, sliding car seats use a sliding groove under the seat that runs along the direction of the car's movement. This allows the occupants to slide in the same direction as the seat during a collision, reducing the injury caused by the inertial force of the impact and the squeezing of other parts of the car.

[0005] Rear-tilt car seats can, to some extent, restrain the occupants from falling backward with the seat after a frontal collision, thus reducing the impact force on the occupants. Rotating car seats, offering active rotation protection—a pre-collision safety feature unique to future autonomous vehicles—can adaptively rotate the seat after a collision, providing excellent protection for occupants during the event.

[0006] Integrated car safety seats can combine the features of the above-mentioned car safety seats, enabling automatic ejection and backrest rotation in the event of a car collision, thus avoiding crush injuries to the human body from the front of the vehicle.

[0007] However, the above-mentioned seat safety design still has some drawbacks: the sliding car safety seat involves too many parts, so the sliding distance is still uncontrollable. In addition, because an additional set of sliding rails needs to be added to the bottom of the existing car seat, the design space of other parts in the car is compressed.

[0008] While rear-leaning car seats can mitigate the threat of collision forces to occupants to some extent, issues such as how to scientifically and reasonably secure occupants to the seat, how to more comfortably and effectively achieve the backward leaning effect during a cycling collision, and how to lock the seat are all problems that urgently need to be solved.

[0009] Active rotating child safety seats may cause damage to the occupant's neck, chest, and arteries during rotation, posing a certain safety hazard.

[0010] Currently, seat protection technology suffers from problems such as complex structure and large space occupation. When a vehicle is involved in a frontal collision, current seat protection technology cannot effectively protect the occupants and may even cause the occupants to fall, resulting in certain injuries and posing safety hazards. Summary of the Invention

[0011] Therefore, it is necessary to provide an occupant collision safety protection device and vehicle based on seat cushion sliding to address the problem of occupant injury during frontal collisions. This device uses the seat cushion to slide relative to the seat base to move the occupant, preventing them from falling down, reducing the injury they suffer during a collision, and ensuring their safety.

[0012] An occupant collision safety protection device based on seat cushion sliding includes:

[0013] A seat frame, including a seat base and a seat back, wherein the seat back is disposed on the seat base;

[0014] A seat cushion is slidably disposed on the seat base, and the seat cushion is fixed to the seat base in a non-collision state, and is slidable relative to the seat base away from the seat back in a collision state; and

[0015] An attitude constraint mechanism is used to constrain the occupant's movement posture when the seat cushion slides.

[0016] In one embodiment of this application, the occupant collision safety protection device includes a limiting mechanism, which connects the seat cushion and the seat base;

[0017] In the absence of collision, the limiting force of the limiting mechanism can limit and fix the seat cushion to the seat base;

[0018] In the event of a collision, the limiting mechanism releases the restriction on the seat cushion, allowing the seat cushion to slide relative to the seat base in a direction away from the seat back.

[0019] In one embodiment of this application, the limiting mechanism is a passive structure. When the impact force generated by the collision on the seat cushion is greater than the preset collision force, the seat cushion can overcome the limiting force of the limiting mechanism and slide relative to the seat base.

[0020] In one embodiment of this application, the limiting mechanism includes a blocking member, a limiting member, and a sliding engagement portion. The sliding engagement portion is disposed on the seat base along the sliding direction of the seat cushion. The blocking member is disposed on the surface of the seat cushion facing the seat base and is slidably disposed on the sliding engagement portion.

[0021] The limiting member is disposed on the sliding mating part. The limiting member can restrict the blocking member from sliding along the sliding mating part, or the blocking member can overcome the limiting force of the limiting member, allowing the blocking member to slide along the sliding mating part.

[0022] In one embodiment of this application, the blocking member includes a first protrusion, and the limiting member includes a limiting block; the limiting block is disposed in the sliding mating part, and the limiting block can abut against the first protrusion to limit the first protrusion, or the first protrusion impacts and destroys the limiting block, so that the first protrusion can slide along the sliding mating part;

[0023] And / or, the blocking member includes a second protrusion, and the limiting member includes an elastic member; one end of the elastic member is fixed to the sliding fit portion, and the other end is connected to the second protrusion, and the elastic force of the second protrusion can limit the second protrusion; or, the second protrusion can overcome the elastic force of the elastic member, so that the second protrusion can slide along the sliding fit portion.

[0024] In one embodiment of this application, the blocking member includes a first fixing part and a second fixing part, the first fixing part and the second fixing part being spaced apart along the sliding direction of the cushion on the surface of the cushion facing the seat base;

[0025] The limiting member includes a sliding member and a stretchable first connecting band and a second connecting band. The sliding member is slidably disposed in the sliding mating part. The first connecting band and the second connecting band are symmetrically disposed on both sides of the sliding member and respectively connect to the first fixing part and the second fixing part.

[0026] The tension of the first connecting strap and the second connecting strap causes the seat cushion to be confined to the seat base, or the first fixing part overcomes the tension of the first connecting strap and the second fixing part overcomes the tension of the second connecting strap, causing the seat cushion to slide relative to the seat base.

[0027] In one embodiment of this application, the limiting mechanism is an active structure, and the limiting mechanism is electrically connected to the vehicle's controller;

[0028] The controller detects the impact force generated by the collision and controls the limiting mechanism to release the limiting of the seat cushion, so that the seat cushion can slide relative to the seat base.

[0029] In one embodiment of this application, the limiting mechanism includes a limiting drive component and a detection component. The limiting drive component is disposed on the seat base, and the detection component is used to detect the impact force of the vehicle and feed it back to the vehicle controller, and control the limiting drive component to work.

[0030] The output end of the limiting drive can directly abut against or detach from the seat cushion, or the limiting drive can be connected to the limiting member, and the limiting drive can drive the limiting member to detach from or move into the sliding engagement part.

[0031] In one embodiment of this application, the posture restraint mechanism includes a seat belt assembly, the seat belt assembly connecting the vehicle body and the seat frame, the seat belt assembly being electrically connected to a vehicle controller, the controller being capable of adjusting the restraint force of the seat belt assembly on the occupant;

[0032] And / or, the posture restraint mechanism further includes an airbag, the airbag being disposed in the vehicle body or the vehicle body frame, and the vehicle controller being able to adjust the deployment time of the airbag according to the sliding of the seat cushion.

[0033] In one embodiment of this application, the seat frame is rotatably mounted on the vehicle body;

[0034] The seat frame is rotatable relative to the vehicle body so that the orientation of the seat frame is aligned with the direction of the collision that occurs with the vehicle.

[0035] A vehicle includes a body and an occupant collision safety protection device based on seat cushion sliding as described in any of the above technical features;

[0036] The occupant collision safety protection device is installed on the vehicle body.

[0037] By adopting the above technical solution, this application has at least the following technical effects:

[0038] This application discloses an occupant collision safety protection device and vehicle based on seat cushion sliding. In this occupant collision safety protection device, the seat back is disposed on a seat base within a seat frame. The seat cushion is slidably disposed on the seat base. In a non-collision state, the seat cushion is fixed to the seat base. In a collision state, the seat cushion can slide relative to the seat base in a direction away from the seat back. Furthermore, during the seat cushion sliding process, a posture restraint mechanism can restrain the movement posture of the vehicle occupant.

[0039] This occupant collision safety protection device, based on seat cushion sliding, provides safety protection in a collision. By sliding the seat cushion relative to the seat base, it moves the occupant away from the seat back. Simultaneously, a posture restraint mechanism constrains the occupant's movement, preventing them from lurching forward and reducing injuries during a collision, thus ensuring occupant safety. Furthermore, the sliding mechanism of the seat cushion relative to the seat base is simple, requiring no complex mating structures, reducing space requirements, facilitating the protective effect, and making it easy to promote and apply. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the seat cushion being fixed to the seat base in the occupant collision safety protection device based on seat cushion sliding according to this application.

[0041] Figure 2 This is a schematic diagram of the occupant collision safety protection device based on seat cushion sliding in the first embodiment of this application, after the seat cushion has slid relative to the seat base.

[0042] Figure 3 This is a force analysis diagram of the occupant collision safety protection device based on seat cushion sliding relative to the seat base in this application.

[0043] Figure 4 for Figure 2 The diagram shown is an exploded view of the seat cushion and seat base in an occupant collision safety protection device based on seat cushion sliding.

[0044] Figure 5 This is a perspective view of the occupant collision safety protection device based on seat cushion sliding according to the second embodiment of this application, after the seat cushion has slid relative to the seat base.

[0045] Figure 6 for Figure 5 The diagram shown is an exploded view of the seat cushion and seat base in an occupant collision safety protection device based on seat cushion sliding.

[0046] Figure 7 for Figure 6 The diagram shows a comparison of the elastic element before and after deformation.

[0047] Figure 8This is a perspective view of the occupant collision safety protection device based on seat cushion sliding according to the third embodiment of this application, after the seat cushion has slid relative to the seat base.

[0048] Figure 9 for Figure 8 The diagram shows a cross-sectional view of the seat cushion and seat base in an occupant collision safety protection device based on seat cushion sliding.

[0049] Figure 10 for Figure 9 The diagram shown is an exploded view of the seat cushion and seat base in an occupant collision safety protection device based on seat cushion sliding.

[0050] Figure 11 for Figure 9 The diagram shows a sliding component in an occupant collision safety protection device based on seat cushion sliding.

[0051] Figure 12 This is a schematic diagram of the occupant collision safety protection device based on seat cushion sliding in the fourth embodiment of this application, after the seat cushion has slid relative to the seat base.

[0052] Figure 13 for Figure 12 The diagram shows a partial view of the occupant collision safety protection device at point A.

[0053] Figure 14 for Figure 12 The diagram shows the occupant collision safety protection device releasing its restraint on the seat cushion.

[0054] Figure 15 for Figure 14 The enlarged view of the occupant collision safety protection device at point B is shown.

[0055] Wherein: 100, Occupant collision safety protection device based on seat cushion sliding; 110, Seat frame; 111, Seat base; 112, Seat back; 120, Seat cushion; 130, Limiting mechanism; 131, Blocking member; 1311, First protrusion; 1312, Second protrusion; 1313, Guide part; 1314, First fixing part; 1315, Second fixing part; 1316, First tensioning part; 1317, Second tensioning part; 132, Limiting member; 1321, Limiting block; 1322, Elastic member; 13221, Straight segment; 13222, Curved segment; 1323, Sliding member; 13231, Sliding body; 13232, First connecting part; 13233, Second connecting part; 1324, First connecting belt; 1325, Second connecting belt; 133, Sliding mating part. Detailed Implementation

[0056] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0057] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0058] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0059] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0060] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact, or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0061] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0062] Understandably, car seats not only provide comfort for drivers and passengers, but also, to a certain extent, ensure their safety during impacts. In the event of a collision, a well-designed car seat can reduce the risk to occupants and minimize injuries from the impact.

[0063] Currently, seat protection technology suffers from problems such as complex structure and large space occupation. When a vehicle is involved in a frontal collision, current seat protection technology cannot effectively protect the occupants and may even cause the occupants to fall, resulting in certain injuries and posing safety hazards.

[0064] For this reason, see Figure 1 and Figure 2 This application provides a novel occupant collision safety protection device 100 based on seat cushion sliding. Figure 1 This is a schematic diagram of the seat cushion 120 being fixed to the seat base 111 in the occupant collision safety protection device 100 based on seat cushion sliding according to this application. Figure 2 This is a schematic diagram of the seat cushion 120 sliding relative to the seat base 111 in the occupant collision safety protection device 100 based on seat cushion sliding according to the first embodiment of this application.

[0065] The occupant collision safety protection device 100 (hereinafter referred to as the occupant collision safety protection device 100) based on seat cushion sliding is applied in a vehicle (not shown) and installed in the vehicle body. The occupant collision safety protection device 100 of this application is located in the front row of the vehicle, that is, the occupant collision safety protection device 100 is the front seat of the vehicle.

[0066] Of course, in other embodiments of this application, the occupant collision safety protection device 100 may also be installed in the rear seat of the vehicle or in both the front and rear seats. It is worth noting that regardless of whether the occupant collision safety protection device 100 is installed in the front or rear seats, the structure and principle of the occupant collision safety protection device 100 are the same, and will not be described again below.

[0067] The occupant collision safety protection device 100 can protect occupants and ensure their safety in the event of a vehicle collision. When a vehicle collides, it experiences tremendous impact force, thus posing a high risk of injury to the occupants.

[0068] Furthermore, occupant sag refers to a dangerous situation where, during a vehicle collision, an occupant's body slides under the seatbelt assembly (particularly the lap belt, not shown). When a vehicle collides, if the lap belt fails to properly restrain the occupant's pelvis, the occupant's body slides downwards, thus dislodging them from the seatbelt.

[0069] The occupant collision safety protection device 100 based on seat cushion sliding of this application slides the seat cushion 120 relative to the seat base 111 to drive the occupant to slide away from the seat back 112. At the same time, the posture restraint mechanism restrains the occupant's movement posture to prevent the occupant from falling down, reduce the damage to the occupant during the collision, and ensure the safety of the occupant.

[0070] Understandably, the front-back, left-right, up-down directions in this application are based on the vehicle's direction, such as... Figure 1 As shown, the front and rear directions of the vehicle are the same as the front-rear direction, with the front of the vehicle in front (forward) and the rear of the vehicle in the rear (rear side). When the occupant is seated in the occupant collision safety protection device 100, the occupant's left side is the left side and the right side is the right side. The vehicle's height direction is the vertical direction and the top-to-bottom direction. The direction will not be elaborated further below.

[0071] The following describes the specific structure of an occupant collision safety protection device 100 based on seat cushion sliding in one embodiment.

[0072] See Figure 1 and Figure 2In one embodiment, the occupant collision safety protection device 100 based on seat cushion sliding includes a seat frame 110, a seat cushion 120, and a posture restraint mechanism (not shown). The seat frame 110 includes a seat base 111 and a seat back 112, with the seat back 112 disposed on the seat base 111. The seat cushion 120 is slidably disposed on the seat base 111, and the seat cushion 120 can be fixed to the seat base 111 in a non-collision state, and can slide relative to the seat base 111 in a direction away from the seat back 112 in a collision state. The posture restraint mechanism is used to restrain the occupant's motion posture when the seat cushion 120 slides.

[0073] The seat frame 110 is the skeleton structure of the vehicle seat and is installed in the vehicle body. The seat frame 110 includes a seat base 111 and a seat back 112, the bottom of which is rotatably connected to the seat frame 110. The angle of the seat back 112 relative to the seat base 111 is adjustable, allowing the seat back 112 to tilt forward or backward to meet the comfort needs of different occupants.

[0074] The seat cushion 120 is positioned above the seat base 111. Occupants typically sit on the seat cushion 120 to enhance their comfort. To improve vehicle safety during a collision, the occupant collision safety protection device 100 of this application slidably positions the seat cushion 120 on the seat base 111. The seat cushion 120 is movable relative to the seat base 111 in a direction away from the seat back 112, meaning the seat cushion 120 is able to move away from the seat back 112 relative to the seat base 111.

[0075] When the vehicle is not in a collision (under normal driving conditions), the seat cushion 120 is fixed to the seat base 111. In other words, the seat cushion 120 remains stationary during normal vehicle operation and cannot slide relative to the seat base 111. This prevents the seat cushion 120 from shifting during passenger movement, ensuring passenger safety and improving passenger comfort.

[0076] When a vehicle collision occurs, the vehicle exerts an impact force on the occupants, causing them to move away from the seat back 112. Since the seat cushion 120 is slidably mounted on the seat base 111, the movement of the occupants causes the seat cushion 120 to slide relative to the seat base 111 away from the seat back 112, thereby minimizing the inertial force generated during the collision that causes the occupants to tilt and thus minimizing the injury caused by the collision.

[0077] Furthermore, when the seat cushion 120 slides away from the seat back 112 relative to the seat base 111, the posture restraint mechanism can constrain the occupant's movement posture, preventing the occupant and seat cushion 120 from sliding excessively away from the seat back 112, thus reducing the possibility of injury to various parts of the occupant's body. At the same time, after restraining the patient's movement posture, the posture restraint mechanism can also limit the occupant's position relative to the seat cushion 120, preventing the occupant from sinking.

[0078] The occupant collision safety protection device 100 of the above embodiment can provide safety protection in a collision. By sliding the seat cushion 120 relative to the seat base 111, the occupant is slid away from the seat back 112. At the same time, the posture restraint mechanism restrains the occupant's movement posture to prevent the occupant from falling down, reduce the injury suffered by the occupant during the collision, and ensure the safety of the occupant. Furthermore, the way the seat cushion 120 slides relative to the seat base 111 is simple, does not require a complex mating structure, reduces the space occupied, facilitates the achievement of the protection purpose, and is easy to promote and apply.

[0079] In one embodiment, the seat frame 110 is rotatably mounted to the vehicle body. The seat frame 110 is capable of rotating relative to the vehicle body so that the orientation of the seat frame 110 aligns with the direction of collision in which the vehicle is involved. It is understood that the direction of collision here refers to a frontal collision, a rear-end collision, a left-side collision, a right-side collision, etc.

[0080] The seat frame 110 is rotatable relative to the vehicle body to adjust its orientation. The orientation of the seat frame 110 refers to the position of the seat base 111 relative to the seat back 112. The seat base 111 is located in front of the seat back 112, the seat frame 110 faces forward, and when an occupant sits on the seat frame 110, the occupant faces forward.

[0081] Similarly, the seat base 111 is located behind the seat back 112, and the seat frame 110 faces rearward. When an occupant sits on the seat frame 110, the occupant faces rearward. Correspondingly, the seat base 111 is located on the left side of the seat back 112, and the seat frame 110 faces leftward; the seat base 111 is located on the right side of the seat back 112, and the seat frame 110 faces rightward.

[0082] When a frontal collision occurs, the seat frame 110 faces forward. At this time, the vehicle exerts an impact force on the occupants, causing them to move forward. Since the seat cushion 120 is slidably mounted on the seat base 111, the forward movement of the occupants causes the seat cushion 120 to slide forward relative to the seat base 111, thereby minimizing the inertial force generated during the frontal collision and causing the occupants to tilt forward, thus minimizing the injury caused by the frontal collision.

[0083] The occupant collision safety protection device 100 protects occupants in the event of a frontal collision. A frontal collision refers to a traffic accident in which the front ends of two vehicles collide, or the front end of one vehicle collides with an obstacle (such as a wall, guardrail, etc.). Frontal collisions are one of the most common and serious types of vehicle collisions because the front end of the vehicle bears a huge impact force, thus posing a high risk of injury to occupants.

[0084] Of course, in the event of a rear-end collision, left-side collision, or right-side collision, the corresponding parts of the vehicle will bear enormous impact forces (collision forces), and the occupants will therefore face a higher risk of injury. The occupant collision safety protection device 100 can protect the occupants in rear-end collisions, left-side collisions, and right-side collisions, ensuring the safety of the occupants.

[0085] When a rear-end collision occurs (not discussed further below), the seat frame 110 rotates 180° relative to the vehicle body so that it faces rearward. At this time, the vehicle will exert an impact force on the occupants, which will cause them to move backward. Since the seat cushion 120 is slidably mounted on the seat base 111, the occupants' backward movement will cause the seat cushion 120 to slide backward relative to the seat base 111, thereby minimizing the inertial force generated during the rear-end collision that causes the occupants to tilt, and thus minimizing the injury caused by the rear-end collision.

[0086] When a left-side collision occurs, the seat frame 110 rotates 90° relative to the vehicle body, so that the seat frame 110 faces to the left. At this time, the vehicle will generate an impact force on the occupant, which can cause the occupant to move to the left. Since the seat cushion 120 is slidably mounted on the seat base 111, when the occupant moves to the left, it can cause the seat cushion 120 to slide to the left relative to the seat base 111, thereby minimizing the inertial force generated during the left-side collision that causes the occupant to tilt, and thus minimizing the injury caused to the occupant by the left-side collision.

[0087] When a right-side collision occurs, the seat frame 110 rotates 90° relative to the vehicle body, so that the seat frame 110 faces to the right. At this time, the vehicle will generate an impact force on the occupant, which can cause the occupant to move to the right. Since the seat cushion 120 is slidably mounted on the seat base 111, when the occupant moves to the right, it can cause the seat cushion 120 to slide to the right relative to the seat base 111, thereby minimizing the inertial force generated during the right-side collision that causes the occupant to tilt, and thus minimizing the injury caused to the occupant by the right-side collision.

[0088] In other words, the occupant collision safety protection device 100 of this application can control the seat frame 110 to rotate when a vehicle collision occurs, thereby causing the impact force in the direction of the collision to move the seat cushion 120 away from the seat back 112, so as to reduce the injury to the occupant during the collision and ensure the safety of the occupant.

[0089] It is worth noting that regardless of the direction of the collision, the seat frame 110 rotates relative to the vehicle body to the corresponding orientation. The impact force generated by the collision in that direction can cause the seat cushion 120 to move relative to the seat base 111 in a direction away from the seat back 112.

[0090] The following text will only describe the structure and safety protection principle of the occupant collision safety protection device 100 when the vehicle is involved in a frontal collision. The structure and safety protection principle of the occupant collision safety protection device 100 when the vehicle is involved in a rear collision, left collision, or right collision are essentially the same as the structure and safety protection principle of the occupant collision safety protection device 100 when the vehicle is involved in a frontal collision, and will not be described again in the following text.

[0091] Feasibility analysis of the sliding of the seat cushion 120 relative to the seat base 111 is as follows: Figure 3 As shown, Figure 3 This is a force analysis diagram showing the sliding of the seat cushion 120 relative to the seat base 111 in the occupant collision safety protection device 100 based on seat cushion sliding according to this application. Figure 3 The seat cushion 120 and the occupant are treated as two separate units, with the occupant positioned above the seat cushion 120. By analyzing the directionality of the frictional force between the seat cushion 120 and the occupant, the conditions for the occupant and the seat cushion 120 to slide together relative to the seat are obtained, namely, the conditions that the coefficient of friction between the occupant and the seat cushion 120, and between the seat cushion 120 and the seat base 111 should satisfy.

[0092] μ is the coefficient of friction, θ is the tilt angle of the seat base 111, mg is gravity, f is the impact force, and N is the supporting force. Modeling and analysis of the sliding process of the seat cushion 120 relative to the seat base 111 show that the collision deceleration and coefficient of friction required for the sliding of the seat cushion 120 under this condition are within the designable range, demonstrating the feasibility of the protection approach based on the sliding of the seat cushion 120 relative to the seat base 111 under frontal collision conditions.

[0093] Similarly, when the seat frame 110 rotates relative to the vehicle body, the seat cushion 120 can still move in the corresponding collision direction, demonstrating the feasibility of the protection approach based on the sliding of the seat cushion 120 relative to the seat base 111 under other collision conditions.

[0094] See Figure 1 , Figure 2 , Figure 5 , Figure 8 and Figure 12 In one embodiment, the occupant collision safety protection device 100 includes a limiting mechanism 130, which connects the seat cushion 120 and the seat base 111. In a non-collision state, the limiting force of the limiting mechanism 130 can limit and fix the seat cushion 120 to the seat base 111. In a collision state, the limiting mechanism 130 releases the restriction on the seat cushion 120, allowing the seat cushion 120 to slide relative to the seat base 111 in a direction away from the seat back 112.

[0095] Figure 5 This is a perspective view of the occupant collision safety protection device 100 based on seat cushion sliding according to the second embodiment of this application, after the seat cushion 120 has slid relative to the seat base 111. Figure 8 This is a perspective view of the occupant collision safety protection device 100 based on seat cushion sliding according to the third embodiment of this application, after the seat cushion 120 has slid relative to the seat base 111. Figure 12 This is a schematic diagram of the seat cushion 120 sliding relative to the seat base 111 in the occupant collision safety protection device 100 based on seat cushion sliding according to the fourth embodiment of this application.

[0096] The limiting mechanism 130 connects the seat cushion 120 and the seat base 111. This connection can be a fixed connection, an abutment connection, or other structural forms capable of limiting the position. After connecting the seat cushion 120 and the seat base 111, the limiting mechanism 130 provides a limiting force, fixing the seat cushion 120 to the seat base 111. When the limiting mechanism 130 releases its restriction on the seat cushion 120, the seat cushion 120 can move forward relative to the seat base 111.

[0097] When the vehicle is in normal driving or not in driving (no collision), the seat cushion 120 and the occupant will not be subjected to a forward force, and therefore the seat cushion 120 will not exert a force on the limiting mechanism 130. The limiting force of the limiting mechanism 130 on the seat cushion 120 can keep the seat cushion 120 fixed to the seat base 111, and the seat cushion 120 will not slide relative to the seat base 111.

[0098] When a vehicle is involved in a head-on collision, the vehicle will exert an impact force on the occupants, which can cause the occupants to move forward. Under the action of this impact force, the limiting mechanism 130 can absorb part of the impact force and release the limiting force on the seat cushion 120. The seat cushion 120 can slide forward under the action of the impact force, and thus the seat cushion 120 can drive the occupants to slide forward.

[0099] When the seat cushion 120 slides forward with the occupant, it can reduce the damage caused to the occupant by inertial forces. At the same time, when used in conjunction with the attitude restraint mechanism, the attitude restraint mechanism can restrict the occupant's movement posture, prevent the occupant from falling, and minimize the damage to the occupant.

[0100] See Figure 2 , Figure 5 and Figure 8 In one embodiment, the limiting mechanism 130 is a passive structure. When the impact force generated by the collision on the cushion 120 is greater than the limiting force of the limiting mechanism 130, the cushion 120 can overcome the limiting force of the limiting mechanism 130 and slide relative to the seat base 111.

[0101] In other words, when a vehicle is involved in a frontal collision, the limiting mechanism 130 will not actively disengage or release its restraint on the seat cushion 120. At this time, the seat cushion 120 can exert a force on the limiting mechanism 130 under the impact force, so that the limiting mechanism 130 can no longer restrain the seat cushion 120 under the impact force, and the seat cushion 120 can slide relative to the seat base 111.

[0102] When a vehicle experiences a frontal collision, it exerts an impact force on the occupants, causing them to move forward. This impact force on the occupants and seat cushion 120 is greater than the limiting force exerted by the limiting mechanism 130 on the seat cushion 120. At this point, the limiting mechanism 130 absorbs a portion of the impact force, and the seat cushion 120 overcomes the limiting force of the limiting mechanism 130 under the impact force, preventing the limiting mechanism 130 from limiting the seat cushion 120 and allowing the seat cushion 120 to slide relative to the seat base 111.

[0103] When the seat cushion 120 slides forward with the occupant, it can reduce the damage caused to the occupant by inertial forces. At the same time, when used in conjunction with the attitude restraint mechanism, the attitude restraint mechanism can restrict the occupant's movement posture, prevent the occupant from falling, and minimize the damage to the occupant.

[0104] See Figure 12 In one embodiment, the limiting mechanism 130 is an active structure and is electrically connected to the vehicle's controller (not shown). The controller detects the impact force generated by the collision and controls the limiting mechanism 130 to release the restriction on the seat cushion 120, allowing the seat cushion 120 to slide relative to the seat base 111.

[0105] In other words, when a frontal collision occurs, the impact force can be fed back to the vehicle's controller, which can then control the limiting mechanism 130 to release its restriction on the seat cushion 120 based on the impact force. At this time, the limiting mechanism 130 disengages from the seat cushion 120 and no longer restricts it, allowing the seat cushion 120 to slide relative to the seat base 111.

[0106] When a vehicle is involved in a frontal collision, it will exert an impact force on the occupants, causing them to move forward. After this impact force is fed back to the controller, the controller will control the limiting mechanism 130 to disengage from the seat cushion 120. At this time, the limiting mechanism 130 no longer exerts a limiting force on the seat cushion 120, that is, the limiting mechanism 130 does not limit the seat cushion 120, and the seat cushion 120 can slide relative to the seat base 111.

[0107] When the seat cushion 120 slides forward with the occupant, it can reduce the damage caused to the occupant by inertial forces. At the same time, when used in conjunction with the attitude restraint mechanism, the attitude restraint mechanism can restrict the occupant's movement posture, prevent the occupant from falling, and minimize the damage to the occupant.

[0108] It is worth noting that regardless of whether the limiting mechanism 130 is an active or passive limiting mechanism, it can limit the seat cushion 120 and release the limiting mechanism on the seat cushion 120 in the event of a frontal collision. Furthermore, the active limiting mechanism 130 and the passive limiting mechanism 130 can be used individually or in combination, as will not be elaborated further below.

[0109] To better illustrate the limiting mechanism 130's role in limiting and releasing the seat cushion 120, several possible implementation methods of the limiting mechanism 130 are introduced here. The limiting mechanism 130 is not limited to the following structural forms and can also be in other possible forms.

[0110] See Figure 2 , Figure 5 and Figure 8 In one embodiment, the limiting mechanism 130 includes a blocking member 131, a limiting member 132, and a sliding engagement portion 133. The sliding engagement portion 133 is disposed on the seat base 111 along the sliding direction of the seat cushion 120. The blocking member 131 is disposed on the surface of the seat cushion 120 facing the seat base 111 and is slidably disposed on the sliding engagement portion 133. The limiting member 132 is disposed on the sliding engagement portion 133. The limiting member 132 can restrict the blocking member 131 from sliding along the sliding engagement portion 133, or the blocking member 131 can overcome the limiting force of the limiting member 132, allowing the blocking member 131 to slide along the sliding engagement portion 133.

[0111] A blocking member 131 is disposed on the lower surface of the seat cushion 120, and a sliding engagement portion 133 is disposed on the seat base 111 and extends in the front-to-back direction. After the seat cushion 120 is disposed on the seat base 111, the blocking member 131 is disposed on the sliding engagement portion 133. The sliding engagement portion 133 may be disposed on the top surface of the seat base 111, on the inner side of the seat base 111, or on the side bracket of the seat base 111.

[0112] Furthermore, when the seat cushion 120 slides forward relative to the seat base 111, the cooperation between the blocking member 131 and the sliding engagement part 133 can guide the sliding of the seat cushion 120, so that the seat cushion 120 can slide forward accurately, preventing the seat cushion 120 from moving to the left or right and ensuring the safety of the occupants.

[0113] In order to limit the position of the seat cushion 120, this application provides a limiting member 132 in the sliding mating part 133. After the seat cushion 120 is disposed on the seat base 111, the limiting member 132 is located at the front end of the blocking member 131. The limiting member 132 can abut against the blocking member 131 and limit the blocking member 131.

[0114] When the vehicle is in normal operation, the limiting member 132 limits the blocking member 131 and generates a limiting force, which can restrict the blocking member 131 from moving forward. In this way, by limiting the blocking member 131 by the limiting member 132, the seat cushion 120 can be restricted from moving forward, so that the seat cushion 120 is fixed to the seat base 111.

[0115] When a vehicle is involved in a frontal collision, the vehicle will exert an impact force on the occupants. The force exerted by this impact force on the occupants and the seat cushion 120 is greater than the limiting force exerted by the limiting member 132 on the blocking member 131. At this time, the limiting member 132 can absorb part of the impact force, and the seat cushion 120, under the action of the impact force, can drive the blocking member 131 to overcome the limiting force generated by the blocking member 131 and slide forward along the sliding mating part 133.

[0116] See Figure 2 and Figure 4 In the first embodiment of this application, the blocking member 131 includes a first protrusion 1311, and the limiting member 132 includes a limiting block 1321; the limiting block 1321 is disposed in the sliding mating part 133, and the limiting block 1321 can abut against the first protrusion 1311 to limit the first protrusion 1311, or the first protrusion 1311 impacts and destroys the limiting block 1321, so that the first protrusion 1311 can slide along the sliding mating part 133. Figure 4 for Figure 2 The diagram shows an exploded view of the seat cushion 120 and seat base 111 in the occupant collision safety protection device 100 based on seat cushion sliding.

[0117] The first protrusion 1311 protrudes from the lower surface of the seat cushion 120 and is slidably disposed in the sliding engagement portion 133. The limiting block 1321 is disposed in the sliding engagement portion 133, and the limiting block 1321 can abut against the first protrusion 1311 and limit the first protrusion 1311 on the movement path of the first protrusion 1311.

[0118] When the vehicle is in normal operation, the limiting block 1321 limits the first protrusion 1311 and generates a limiting force, which restricts the first protrusion 1311 from moving forward. Thus, by limiting the first protrusion 1311 with the limiting block 1321, the seat cushion 120 can be restricted from moving forward, and the seat cushion 120 can be fixed to the seat base 111.

[0119] When a frontal collision occurs, the vehicle will exert an impact force on the occupants. This impact force on the occupants and the seat cushion 120 is greater than the limiting force exerted by the limiting block 1321 on the first protrusion 1311. At this time, under the action of the impact force, the seat cushion 120 drives the first protrusion 1311 to impact the limiting block 1321. The limiting block 1321 can absorb part of the impact force, and the limiting block 1321 is destroyed by the impact, no longer limiting the first protrusion 1311. The seat cushion 120 can then slide forward along the sliding mating part 133 through the first protrusion 1311.

[0120] In one embodiment, at least two limiting blocks 1321 are provided on the sliding mating part 133, and the at least two limiting blocks 1321 are spaced apart along the moving direction of the seat cushion 120. When the impact force of a frontal collision of the vehicle is large, the first protrusion 1311 can be buffered in sequence by the multiple limiting blocks 1321, thereby gradually reducing the impact force on the seat cushion 120 and the occupant.

[0121] In this embodiment, there are two limiting blocks 1321. Of course, in other embodiments of this application, there may be one limiting block 1321 or more.

[0122] In one embodiment, at least two sliding engagement portions 133 are provided at intervals along the left-right direction on the seat base 111, and each sliding engagement portion 133 corresponds to at least one first protrusion 1311. In this way, when the seat cushion 120 slides relative to the seat base 111, the engagement of at least two sliding engagement portions 133 with the corresponding first protrusions 1311 ensures that the forward movement trajectory of the seat cushion 120 is accurate and prevents the seat cushion 120 from shifting left and right.

[0123] In this embodiment, there are two sliding engagement portions 133, and each sliding engagement portion 133 corresponds to one first protrusion 1311. Of course, in other embodiments of this application, there may be more sliding engagement portions 133, and each sliding engagement portion 133 may correspond to two or more first protrusions 1311.

[0124] Optionally, the first protrusion 1311 is a strip-shaped column, and the sliding fit part 133 is a groove. The first protrusion 1311 is slidably disposed in the sliding fit part 133 and is adapted to the sliding fit part 133. In this way, the sliding fit part 133 can accurately guide the first protrusion 1311.

[0125] In other embodiments of this application, the first protrusion 1311 is a slider, and correspondingly, the sliding engagement portion 133 can also be a slide rail. In this way, the sliding engagement portion 133 can accurately guide the slider 1323 of the first protrusion 1311. Of course, the first protrusion 1311 and the sliding engagement portion 133 can also be other structures capable of achieving a sliding engagement and impact limiting block 1321.

[0126] In one embodiment, the limiting block 1321 is a limiting plate. That is, while limiting the seat cushion 120, the limiting block 1321 is designed to be thinner, which facilitates the impact of the seat cushion 120 through the first protrusion 1311 on the limiting block 1321. Of course, in other embodiments of this application, the limiting block 1321 may also be a limiting post, a limiting frame, or other structural forms that can limit the seat cushion 120 and facilitate impact.

[0127] See Figures 5 to 7 In the second embodiment of this application, the blocking member 131 includes a second protrusion 1312, and the limiting member 132 includes an elastic member 1322; one end of the elastic member 1322 is fixed to the sliding fit portion 133, and the other end is connected to the second protrusion 1312, and the elastic force of the second protrusion 1312 can limit the second protrusion 1312; or, the second protrusion 1312 can overcome the elastic force of the elastic member 1322, so that the second protrusion 1312 can slide along the sliding fit portion 133. Figure 6 for Figure 5 The diagram shown is an exploded view of the seat cushion 120 and seat base 111 in the occupant collision safety protection device 100 based on seat cushion sliding. Figure 7 for Figure 6 The diagram shows a comparison of the elastic element 1322 before and after deformation.

[0128] The second protrusion 1312 protrudes from the lower surface of the seat cushion 120 and is slidably disposed in the sliding mating part 133. An elastic member 1322 is disposed in the sliding mating part 133, with its rear end fixed to the sliding mating part 133 and its front end connected to the second protrusion 1312. The elastic force of the elastic member 1322 can limit the second protrusion 1312 on its movement path.

[0129] When the vehicle is in normal operation, the elastic element 1322 supports the second protrusion 1312. When the second protrusion 1312 tends to move, the elastic element 1322 generates an elastic force on the second protrusion 1312 and limits the second protrusion 1312, thus restricting its forward movement. In this way, by limiting the second protrusion 1312 with the elastic element 1322, the forward movement of the seat cushion 120 can be restricted, and the seat cushion 120 is fixed to the seat base 111.

[0130] When a vehicle experiences a frontal collision, it generates an impact force on the occupants. This impact force on the occupants and seat cushion 120 is greater than the elastic force generated by the elastic member 1322 on the second protrusion 1312. Under the impact force, the seat cushion 120 causes the second protrusion 1312 to impact the elastic member 1322. The elastic member 1322 absorbs a portion of the impact force and can stretch along the track. During this process, the seat cushion 120 can slide forward along the sliding mating part 133 via the second protrusion 1312.

[0131] See Figures 5 to 7 In one embodiment, the elastic member 1322 includes a straight segment 13221 and a curved segment 13222. The curved segment 13222 is disposed at the end of the straight segment 13221 away from the seat back 112. The end of the straight segment 13221 near the seat back 112 is fixed to the sliding fit portion 133. The end of the curved segment 13222 away from the straight segment 13221 is connected to the second protrusion 1312.

[0132] When a frontal collision occurs, the seat cushion 120, through the second protrusion 1312, impacts the curved section 13222 under the impact force. This causes the elastic element 1322 to bend along the sliding mating part 133 and absorb energy. During the sliding process, the seat cushion 120 can slide relative to the seat base 111. After the seat cushion 120 slides forward, the straight section 13221 of the elastic element 1322 is stretched, such as... Figure 7 As shown.

[0133] When the vehicle is driving normally, the elastic element 1322 is in its initial state, such as... Figure 7 The view above. When a frontal collision occurs, the straight segment 13221 of the elastic element 1322 is stretched, as shown... Figure 7 The view below shows that the length of elastic element 1322 in its initial state is less than its length after being stretched.

[0134] See Figure 6In one embodiment, the second protrusion 1312 is cylindrical, and its side or bottom is connected to the elastic member 1322. Of course, in other embodiments of this application, the second protrusion 1312 may also be a connecting rod or a connecting frame, as long as it does not affect the movement of the seat cushion 120.

[0135] See Figure 6 In one embodiment, the blocking member 131 further includes a guide portion 1313, which protrudes from the bottom of the seat cushion 120 and is spaced apart from the second protrusion 1312 in the same direction. The guide portion 1313 is slidably disposed in the sliding engagement portion 133. When the seat cushion 120 slides forward, the seat cushion 120 can drive the guide portion 1313 to move along the sliding engagement portion 133 to guide the movement of the seat cushion 120 and ensure that the trajectory of the seat cushion 120 moving forward is accurate.

[0136] In one embodiment, at least two sliding engagement portions 133 are provided at intervals along the left-right direction on the seat base 111, and each sliding engagement portion 133 corresponds to a guide portion 1313. In this way, when the seat cushion 120 slides relative to the seat base 111, the cooperation of at least two sliding engagement portions 133 with the corresponding guide portions 1313 can ensure that the forward movement trajectory of the seat cushion 120 is accurate and prevent the seat cushion 120 from shifting left and right.

[0137] In this embodiment, there are two sliding mating parts 133, and correspondingly, each sliding mating part 133 corresponds to one guide part 1313. Of course, in other embodiments of this application, there may be more sliding mating parts 133, and each sliding mating part 133 may correspond to two or more guide parts 1313.

[0138] Optionally, the guide portion 1313 is a strip-shaped column, and the sliding fit portion 133 is a groove. The guide portion 1313 is slidably disposed in the sliding fit portion 133 and is adapted to the sliding fit portion 133. In this way, the sliding fit portion 133 can accurately guide the guide portion 1313.

[0139] In other embodiments of this application, the guide portion 1313 is a slider, and correspondingly, the sliding engagement portion 133 can also be a slide rail. In this way, the sliding engagement portion 133 can accurately guide the slider 1323 of the guide portion 1313. Of course, the guide portion 1313 and the sliding engagement portion 133 can also be other structures that can achieve sliding engagement and impact elastic member 1322.

[0140] See Figures 8 to 11In the third embodiment of this application, the blocking member 131 includes a first fixing part 1314 and a second fixing part 1315. The first fixing part 1314 and the second fixing part 1315 are spaced apart along the sliding direction of the seat cushion 120 on the surface of the seat cushion 120 facing the seat base 111. The limiting member 132 includes a sliding member 1323 and a stretchable first connecting band 1324 and a second connecting band 1325. The sliding member 1323 is slidably disposed in the sliding mating part 133. The first connecting band 1324 and the second connecting band 1325 are symmetrically disposed on both sides of the sliding member 1323 and respectively connect the first fixing part 1314 and the second fixing part 1315.

[0141] The tension of the first connecting strap 1324 and the second connecting strap 1325 causes the seat cushion 120 to be confined to the seat base 111, or the first fixing part 1314 overcomes the tension of the first connecting strap 1324 and the second fixing part 1315 overcomes the tension of the second connecting strap 1325, causing the seat cushion 120 to slide relative to the seat base 111. Figure 9 for Figure 8 The diagram shows a cross-sectional view of the seat cushion 120 and seat base 111 in the occupant collision safety protection device 100 based on seat cushion sliding. Figure 10 for Figure 9 The diagram shown is an exploded view of the seat cushion 120 and seat base 111 in the occupant collision safety protection device 100 based on seat cushion sliding. Figure 11 for Figure 9 The diagram shows a sliding element 1323 in the occupant collision safety protection device 100 based on seat cushion sliding.

[0142] The first fixing part 1314 and the second fixing part 1315 are spaced apart on the base of the seat cushion 120 along the moving direction of the seat cushion 120, with the first fixing part 1314 located at the front and the second fixing part 1315 located at the rear. The sliding member 1323 is slidably disposed on the sliding mating part 133. One end of the first connecting band 1324 is fixed to the first fixing part 1314, and the other end is fixed to the sliding member 1323.

[0143] When the vehicle is in normal operation, the first connecting belt 1324 and the second connecting belt 1325 connect the seat cushion 120 on both sides of the sliding member 1323, which can balance the force on the seat cushion 120 and restrict the seat cushion 120 from moving forward. At this time, the position of the seat cushion 120 relative to the seat base 111 is fixed and will not move.

[0144] Thus, the first connecting strap 1324 and the second connecting strap 1325 ensure that the seat cushion 120 is subjected to balanced force, restrict the seat cushion 120 from moving forward, and fix the seat cushion 120 to the seat base 111. Moreover, by adjusting the position of the sliding member 1323 in the sliding mating part 133, the tightness of the first connecting strap 1324 and the second connecting strap 1325 can be adjusted.

[0145] When a frontal collision occurs, the vehicle will exert an impact force on the occupants. This impact force on the occupants and seat cushion 120 is greater than the tension of the first connecting strap 1324 and the second connecting strap 1325. At this time, under the action of the impact force, the seat cushion 120 causes the first fixing part 1314 to stretch the first connecting strap 1324, and causes the second fixing part 1315 to stretch the second connecting strap 1325. During this process, the first connecting strap 1324 and the second connecting strap 1325 can absorb part of the impact force, and the seat cushion 120 can slide forward along the sliding mating part 133 through the first protrusion 1311.

[0146] See Figure 9 In one embodiment, the blocking member 131 further includes a first tensioning portion 1316 and a second tensioning portion 1317. A first fixing portion 1314 and a second fixing portion 1315 are disposed at the bottom of the cushion 120. The first tensioning portion 1316 is located on the side of the first fixing portion 1314 away from the second fixing portion 1315, and the second tensioning portion 1317 is located on the side of the second fixing portion 1315 away from the first fixing portion 1314. A first connecting strap 1324 is wrapped around the first tensioning portion 1316, and a second connecting strap 1325 is wrapped around the second tensioning portion 1317.

[0147] One end of the first connecting belt 1324 passes over the first tensioning part 1316, and the second connecting belt 1325 passes over the second tensioning part 1317. The first tensioning part 1316 can tension the first connecting belt 1324, and the second tensioning part 1317 can tension the second connecting belt 1325, facilitating the stretching of the first connecting belt 1324 and the second connecting belt 1325. The first tensioning part 1316 and the second tensioning part 1317 tension the first connecting belt 1324 and the second connecting belt 1325.

[0148] In one embodiment, the slider 1323 includes a sliding body 13231, a first connecting portion 13232, and a second connecting portion 13233. The sliding body 13231 is slidably disposed on the sliding mating portion 133. The first connecting portion 13232 and the second connecting portion 13233 are disposed on the sliding body 13231. The first connecting strip 1324 is fixed to the slider 1323 through the first connecting portion 13232 and fixed to the slider 1323 through the second connecting portion 13233.

[0149] In this embodiment, the sliding body 13231 is a slider, and the sliding mating part 133 is a slide rail. The sliding body 13231 is slidably disposed on the sliding mating part 133. Of course, in other embodiments of this application, the sliding body 13231 is a slider, the sliding mating part 133 is a slide groove, and the sliding body 13231 is slidably disposed on the sliding mating part 133.

[0150] In this embodiment, there are two sliding engagement parts 133, which are symmetrically arranged on the seat base 111, and the sliding body 13231 is slidably connected to both sliding engagement parts 133. Of course, in other embodiments of this application, there may be one or more sliding engagement parts 133.

[0151] It is worth noting that the structures of the first, second, and third embodiments are several possible forms of the passive limiting mechanism 130. The specific structure of the passive limiting mechanism 130 is not limited to the structural forms of the first, second, and third embodiments, and can also be other structural forms that can achieve the limiting of the seat cushion 120 and impact sliding.

[0152] Understandably, in a frontal collision, due to inertia and the effect of the limiting mechanism 130, the occupant will experience significant forward displacement relative to the seat base 111. However, due to the restraint of the seatbelt assembly, the occupant often lurches downwards during this process, causing the abdominal belt to intrude into the abdomen, resulting in lumbar and pelvic injuries. Especially when the abdominal belt anchor point is not located at the seat cushion 120, if the abdominal belt anchor point cannot be released in time, the occupant's abdomen may suffer serious injury during the collision.

[0153] Therefore, during the passive sliding of the seat cushion 120, coordinated control of the restraint forces of the shoulder straps and belly straps of the seat belt is required. Specifically, the posture restraint mechanism includes a seat belt assembly (not shown), which connects the vehicle body and the seat frame 110. The seat belt assembly is electrically connected to the vehicle's controller, which can adjust the restraint force of the seat belt assembly on the occupant, thereby restraining the occupant's movement posture.

[0154] The seat belt assembly includes structures such as an abdominal belt (not shown), shoulder straps (not shown), and a retractor (not shown). The connection points between the abdominal belt / shoulder strap and the seat frame 110 or the vehicle body are anchor points. Generally, reasonable restraint forces of the abdominal belt and shoulder straps can allow the occupant to have greater forward displacement while resulting in lower injury outcomes.

[0155] In this application, adjusting components are installed at the retractor and anchor points, and these adjusting components are electrically connected to the vehicle's controller. When the vehicle is in normal driving, the controller does not control the adjusting components to adjust the restraint forces of the belly straps and shoulder straps. When the vehicle is involved in a frontal collision, the controller controls the adjusting components to reduce the restraint forces of the belly straps and shoulder straps, allowing the occupant to have greater forward displacement while resulting in lower injury outcomes.

[0156] Optionally, the adjusting element is an electric retractor. Of course, in other embodiments of this application, the adjusting element may also be other structures capable of adjusting the restraint force between the abdominal belt and the shoulder straps. It is worth noting that the specific structure of the seatbelt assembly will not be described in detail here.

[0157] In one embodiment, the posture restraint mechanism further includes an airbag (not shown), which is disposed in the vehicle body or seat frame 110. The vehicle controller can adjust the airbag deployment time according to the sliding of the seat cushion 120. When the occupant slides forward with the seat cushion 120, the airbag can deploy to protect the occupant. It is worth noting that the deployment of the airbag is prior art and will not be described in detail here.

[0158] While fully utilizing the occupant and seat cushion to slide forward 120, the airbag can restrain the occupant's movement posture, control the occupant's body posture during forward sliding, and reduce the risk of injury to various parts of the body, especially the lumbar spine and pelvis.

[0159] Thus, the occupant collision safety protection device 100 based on seat cushion sliding of this application can adaptively adjust the limiting mechanism 130 and the posture restraint mechanism (such as seat belt assembly and airbag) according to the occupant's body shape, movement posture, collision intensity and other conditions, so as to reduce the injury of the occupant in frontal collision conditions.

[0160] See Figures 12 to 15 In the fourth embodiment of this application, the limiting mechanism 130 includes a limiting drive (not shown) and a detection element (not shown). The limiting drive is disposed on the seat base 111, and the detection element is used to detect the impact force of the vehicle and feed it back to the vehicle controller, and control the operation of the limiting drive. The output end of the limiting drive can directly abut or detach from the seat cushion 120, or the limiting drive is connected to the limiting element 132, and the limiting drive can drive the limiting element 132 to disengage from or move into the sliding engagement part 133. Figure 13 for Figure 12 The diagram shows a partial view of the occupant collision safety protection device 100 at point A. Figure 14 for Figure 12 The diagram shown illustrates the release of the occupant collision safety protection device 100 from its restriction on the seat cushion 120. Figure 15 for Figure 14 A magnified view of the occupant collision safety protection device 100 at point B.

[0161] The limit drive is the power source for the active limit mechanism 130, and is an active motor or cylinder with a locking function. The first detection element is a sensor capable of detecting collision signals, and is electrically connected to the vehicle's controller. The limit drive is also electrically connected to the controller, which can control the extension or retraction of the limit drive.

[0162] When the vehicle is in normal operation, the limit drive can limit the seat cushion 120, preventing it from moving forward. When a frontal collision occurs, the first detection element detects the corresponding collision waveform and transmits it to the controller. If the collision waveform exceeds a certain threshold, the controller controls the limit drive to disengage from the seat cushion 120, allowing the seat cushion 120 to slide forward relative to the seat base 111. If the collision waveform does not exceed the certain threshold, the controller does not control the limit drive to operate, and the limit drive limits the seat cushion 120.

[0163] In this embodiment, the output end of the limit drive is connected to the limit block 1321 in the first embodiment. The limit drive can drive the limit block 1321 to be in the initial position or to descend. When the limit drive drives the limit block 1321 to the initial position, such as... Figure 12 and Figure 13 As shown, the limiting block 1321 can block and limit the seat cushion 120.

[0164] The limit drive component drives the limit block 1321 to descend, such as... Figure 14 and Figure 1 As shown, at this time, the limiting block 1321 is removed from the sliding mating part 133, the limiting block 1321 no longer abuts against the seat cushion 120, and thus no longer obstructs the seat cushion 120, and the seat cushion 120 can move forward relative to the seat base 111.

[0165] Of course, in other embodiments of this application, the output end of the limiting drive member directly abuts against or detaches from the seat cushion 120. That is, the output end of the limiting drive member is retractable, and the output end of the limiting drive member can directly abut against or detach from the seat cushion 120.

[0166] In this embodiment, the controller can adjust the occupant's posture. During the sliding of the seat cushion 120, the controller can adjust the restraint force of the seat belt assembly on the occupant to control the occupant's posture, prevent the occupant's body from contacting other structures inside the vehicle, and reduce the potential injury to the occupant caused by the seat belt assembly during this process.

[0167] It should be noted that the structure of the fourth embodiment is a possible form of the active limiting mechanism 130. The specific structure of the active limiting mechanism 130 is not limited to the structure of the fourth embodiment, and can also be other structures that can abut or detach from the seat cushion 120.

[0168] The occupant collision safety protection device 100 based on seat cushion sliding in this application, while making full use of the occupant's forward sliding, also considers the constraint of the occupant's motion posture by the posture restraint mechanism, which can control the occupant's body posture during forward sliding and reduce the risk of injury to various parts of the body, especially the lumbar spine and pelvis.

[0169] The occupant collision safety protection device 100 based on seat cushion sliding of this application provides occupant safety protection through the cooperation of a limiting mechanism 130 and an attitude restraint mechanism. When a vehicle collision occurs, the limiting mechanism 130 can release the restriction on the seat cushion 120, allowing the seat cushion 120 to move forward. At the same time, the attitude restraint mechanism can restrain the occupant's posture to make full use of the sliding stroke of the seat cushion 120 to absorb the occupant's kinetic energy and reduce the risk of injury to the occupant in a frontal collision.

[0170] Furthermore, by utilizing the damage threshold of the limiting block 1321, the energy absorption curve of the elastic element 1322, the geometric and material properties of the first connecting strip 1324 and the second connecting strip 1325, and the adjustment threshold of the energy-absorbing drive element, the sliding of the seat cushion 120 can be limited to a certain extent. Thus, during simulation experiments, the aforementioned occupant collision safety protection device 100 can sense the collision intensity, occupant body shape and posture, and intelligently match the seat cushion sliding threshold to achieve adaptive protection under different collision conditions.

[0171] This application also provides a vehicle, including a vehicle body and an occupant collision safety protection device 100 based on seat cushion sliding as described in any of the above embodiments. The occupant collision safety protection device 100 is disposed on the vehicle body.

[0172] When the vehicle of this application adopts the occupant collision safety protection device 100 based on seat cushion sliding of the above embodiment, the seat cushion 120 can move away from the seat back 112 and restrain the posture of the occupant, so as to make full use of the sliding stroke of the seat cushion 120 to absorb the occupant's kinetic energy and reduce the risk of injury to the occupant in a collision.

[0173] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0174] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An occupant collision safety protection device based on seat cushion sliding, characterized in that, include: A seat frame includes a seat base and a seat back, the seat back being disposed on the seat base, the seat frame being rotatably disposed on the vehicle body, and the seat frame being able to rotate relative to the vehicle body so that the orientation of the seat frame is consistent with the collision direction of the vehicle. A seat cushion is slidably disposed on the seat base, and the seat cushion is fixed to the seat base in a non-collision state, and is slidable relative to the seat base in a direction away from the seat back in a collision state; as well as An attitude restraint mechanism is provided to restrain the occupant's posture during seat cushion sliding. The attitude restraint mechanism includes a seatbelt assembly connected to the vehicle body and the seat frame, electrically connected to a vehicle controller capable of adjusting the restraint force exerted by the seatbelt assembly on the occupant. The attitude restraint mechanism also includes an airbag disposed in the vehicle body or the seat frame, the vehicle controller capable of adjusting the airbag deployment time based on the seat cushion's sliding motion.

2. The occupant collision safety protection device according to claim 1, characterized in that, The occupant collision safety protection device includes a limiting mechanism, which connects the seat cushion and the seat base; In the absence of collision, the limiting force of the limiting mechanism can limit and fix the seat cushion to the seat base; In the event of a collision, the limiting mechanism releases the restriction on the seat cushion, allowing the seat cushion to slide relative to the seat base in a direction away from the seat back.

3. The occupant collision safety protection device according to claim 2, characterized in that, The limiting mechanism is a passive structure. When the impact force generated by the collision on the seat cushion is greater than the preset collision force, the seat cushion can overcome the limiting force of the limiting mechanism and slide relative to the seat base.

4. The occupant collision safety protection device according to claim 3, characterized in that, The limiting mechanism includes a blocking member, a limiting member, and a sliding engagement part. The sliding engagement part is disposed on the seat base along the sliding direction of the seat cushion. The blocking member is disposed on the surface of the seat cushion facing the seat base and is slidably disposed on the sliding engagement part. The limiting member is disposed on the sliding mating part. The limiting member can restrict the blocking member from sliding along the sliding mating part, or the blocking member can overcome the limiting force of the limiting member, allowing the blocking member to slide along the sliding mating part.

5. The occupant collision safety protection device according to claim 4, characterized in that, The blocking member includes a first protrusion, and the limiting member includes a limiting block; the limiting block is disposed in the sliding mating part, and the limiting block can abut against the first protrusion to limit the first protrusion, or the first protrusion impacts and destroys the limiting block, so that the first protrusion can slide along the sliding mating part. And / or, the blocking member includes a second protrusion, and the limiting member includes an elastic member; one end of the elastic member is fixed to the sliding fit portion, and the other end is connected to the second protrusion, and the elastic force of the second protrusion can limit the second protrusion; or, the second protrusion can overcome the elastic force of the elastic member, so that the second protrusion can slide along the sliding fit portion.

6. The occupant collision safety protection device according to claim 4, characterized in that, The blocking member includes a first fixing part and a second fixing part, the first fixing part and the second fixing part being spaced apart along the sliding direction of the cushion on the surface of the cushion facing the seat base; The limiting member includes a sliding member and a stretchable first connecting band and a second connecting band. The sliding member is slidably disposed in the sliding mating part. The first connecting band and the second connecting band are symmetrically disposed on both sides of the sliding member and respectively connect to the first fixing part and the second fixing part. The tension of the first connecting strap and the second connecting strap causes the seat cushion to be confined to the seat base, or the first fixing part overcomes the tension of the first connecting strap and the second fixing part overcomes the tension of the second connecting strap, causing the seat cushion to slide relative to the seat base.

7. The occupant collision safety protection device according to any one of claims 2 to 6, characterized in that, The limiting mechanism is an active structure, and the limiting mechanism is electrically connected to the vehicle's controller; The controller detects the impact force generated by the collision and controls the limiting mechanism to release the limiting of the seat cushion, so that the seat cushion can slide relative to the seat base.

8. The occupant collision safety protection device according to claim 7, characterized in that, The limiting mechanism includes a limiting drive component and a detection component. The limiting drive component is disposed on the seat base, and the detection component is used to detect the impact force of the vehicle and feed it back to the vehicle controller, and control the limiting drive component to work. The output end of the limiting drive can directly abut against or detach from the seat cushion, or the limiting drive can be connected to the limiting member, and the limiting drive can drive the limiting member to detach from or move into the sliding engagement part.

9. A vehicle, characterized in that, Includes the vehicle body and the occupant collision safety protection device based on seat cushion sliding as described in any one of claims 1 to 8; The occupant collision safety protection device is installed on the vehicle body.

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