Backrest resetting mechanism and seat

Abstract

The invention relates to a backrest reset mechanism which comprises a seat basin side plate and a backrest side plate. Wherein the chair further comprises a lower connecting plate, and the backrest side plate is pivoted on the lower connecting plate; the lower connecting plate is pivoted on the seat basin side plate through a pivoting piece; the limiting piece is fixed on the seat basin side plate; the pairing limiting piece is fixedly arranged relative to the backrest side plate, and a limiting cavity is formed in the pairing limiting piece; the limiting piece penetrates through the matched limiting piece and is located in the limiting cavity through the limiting section. The limiting cavities of the limiting piece and the matched limiting piece are designed to enable the backrest side plate to be capable of resetting to a collision design position when collision occurs and the backrest side plate is located at the maximum comfort adjusting angle or the first comfort adjusting angle relative to the seat basin side plate. Or when the backrest side plate is at the design angle, the first comfort adjusting angle or the minimum comfort adjusting angle relative to the seat basin side plate, the backrest side plate is kept at the three angles.

Description

Technical Field

[0001] The present invention relates to the technical field of seats, and in particular to a backrest resetting mechanism and a seat. Background Art

[0002] With the development of vehicle intelligence, automatic driving or unmanned driving technology, the driver's attention in the car will be partially or completely liberated from the driving process, so that the driver in the car, especially the passenger on the front passenger side, will have more possible sitting postures.

[0003] These more possible sitting postures can be summarized into three types: 1) normal driving posture; 2) working posture; 3) leisure posture. Specifically, the normal driving posture means that the driver and passengers pay attention to the driving conditions of the vehicle, and the backrest is at the collision design angle; the working posture means that the driver and passengers can entertain or work in the vehicle, and the seat back will be adjusted to an angle greater than the collision design angle (the first comfort adjustment angle) or less than the collision design angle (the second comfort adjustment angle); and the leisure sitting posture means that the seat back can be adjusted to a zero-gravity angle greater than the collision design angle, which is convenient for the driver and passengers to rest.

[0004] The vehicle seats in the prior art, especially the backrests of the front seats, have their backrests locked by the seat recliner after the angle is adjusted, so that the backrests cannot rotate relative to the seat cushions in the event of a collision. Statistical analysis of injuries to drivers and passengers in traffic accidents shows that after an unavoidable frontal or side collision, the prior art or traditional vehicle safety restraint systems, including seat belts fixed to the seats, are difficult to effectively protect drivers and passengers in working or leisure sitting positions, and may even make the injuries more serious. This is because the existing collision safety technical solutions only protect drivers and passengers from collision safety injuries when they are in the driving position or according to the collision design angle of the seat.

[0005] FUS (Follow Up Seat) is a follow-up seat that, when the seat receives the collision signal of the whole vehicle after the danger of collision occurs, it will ignite at the same time as the airbag and other systems or rely on an electric drive to realize the triggering function, unlock the backrest, and make the seat back follow the human body to adjust from a large-angle resting state to a smaller torso inclination posture in a short time, and absorb the collision energy during the recovery process, thereby reducing the damage to the human body caused by the collision.

[0006] The follow-up reset function of the FUS follow-up seat system can ensure that in zero-gravity posture, under the action of inertia after a collision, the seat back can immediately return to an upright state or a near-upright state following the occupant. The FUS follow-up seat system will not be activated when the seat is in an upright sitting position.

[0007] For example, the zero-gravity seat with a quick return mechanism and its quick return method disclosed in China Invention Patent Application Publication No. CN117429327A and the collision buffer angle adjustment mechanism and buffer plate disclosed in China Utility Model Authorization Announcement No. CN218986416U trigger the unlocking mechanism at a non-zero gravity angle, and the backrest will also rotate the same angle in the direction close to the seat frame, which will cause the position after rotation to exceed the backrest collision design angle, which will increase the harm to the human body. In addition, the embodiments disclosed in the above patents all have the problem of a large number of parts and a complex structure. Summary of the invention

[0008] The technical problem to be solved by the present disclosure is to provide a backrest reset mechanism and a seat including the backrest reset mechanism. The backrest reset mechanism can make the seat back return to the collision design angle when it is at a position greater than the collision design angle and stop flipping, or keep the seat back at the position when it is at a position less than or equal to the collision design angle when a collision risk occurs. In addition, the backrest reset mechanism can achieve a robust working mode.

[0009] To this end, a first aspect of the present disclosure relates to a backrest resetting mechanism, comprising:

[0010] A seat basin side panel, which is arranged on the side of the seat cushion frame;

[0011] A backrest side panel, which is arranged on the side of the backrest frame;

[0012] The backrest side panel can be flipped relative to the seat basin side panel between a maximum comfort adjustment angle and a minimum comfort adjustment angle;

[0013] It is characterized by further comprising:

[0014] A lower connecting plate, the backrest side plate is pivotally mounted on the lower connecting plate; the lower connecting plate is pivotally mounted on the seat basin side plate through a pivot member;

[0015] A limiting member, the limiting member being fixed to the side plate of the seat basin;

[0016] A matching limiting member, wherein the matching limiting member is fixedly arranged relative to the backrest side plate, and a limiting cavity is provided in the matching limiting member;

[0017] Wherein, the limiting member passes through the matching limiting member and is located in the limiting cavity with a limiting section;

[0018] A collision design angle for a collision situation is provided between the maximum comfort adjustment angle and the minimum comfort adjustment angle, a first comfort adjustment angle is provided between the maximum comfort adjustment angle and the collision design angle, and a second comfort adjustment angle is provided between the collision design angle and the minimum comfort adjustment angle.

[0019] The limiting cavity of the limiting member and the matching limiting member is designed so that when a collision occurs, when the backrest side panel is at the maximum comfort adjustment angle or the first comfort adjustment angle relative to the seat basin side panel, the backrest side panel can be reset to the collision design position, wherein the backrest side panel can drive the lower connecting plate and the matching limiting member to flip with the pivot member as the axis until the inner wall of the limiting cavity contacts the limiting member, so that the backrest side panel moves to the collision design angle and stops flipping, or when the backrest side panel is at the design angle, the first comfort adjustment angle or the minimum comfort adjustment angle relative to the seat basin side panel, the backrest side panel (especially basically) remains at the design angle, the first comfort adjustment angle or the minimum comfort adjustment angle.

[0020] In the present disclosure, a matching limiter with a limiting cavity fixedly arranged relative to the backrest side panel is separately provided, and the limiter fixed on the seat basin side panel can move relative to the matching limiter in the limiting cavity of the matching limiter. In the present disclosure, the following scheme is creatively proposed: when a car collides, when the backrest side panel is at the maximum comfort adjustment angle or the first comfort adjustment angle relative to the seat basin side panel, the backrest side panel can be reset to the collision design position, wherein the backrest side panel can drive the lower connecting plate and the matching limiter to flip with the pivot member as the axis until the inner wall of the limiting cavity contacts the limiter, so that the backrest side panel moves to the collision design angle and stops flipping, or when the backrest side panel is at the design angle, the first comfort adjustment angle or the minimum comfort adjustment angle relative to the seat basin side panel, the backrest side panel remains at the design angle, the first comfort adjustment angle or the minimum comfort adjustment angle. Therefore, the matching limiter of the present application enables the backrest side plate and the seat back to be reset to the collision design angle, such as the optimal seat collision angle, or to be maintained at the collision design angle, the first comfort adjustment angle, or the minimum comfort adjustment angle after the car collides, thereby reducing the damage to the human body. That is, in the present disclosure, by adopting the above technical solution, the forward flipping of the seat back can be restricted after the car collides, thereby reducing the damage to the human body. In addition, in the present disclosure, it is creatively proposed to fix the matching limiter relative to the backrest side plate, thereby coupling the movement of the matching limiter with the movement of the backrest side plate, so that the influence of the flipping movement of the backrest side plate (especially when no collision occurs) on the limiting function can be considered or the flipping movement of the backrest side plate (especially when no collision occurs) can be incorporated into the design of the limiting function as an influencing factor. In addition, the present disclosure also has the advantages of a small number of parts and a simple structure. In addition, the matching structure of the limiting member and the matching limiter, which has a simple structure, also realizes a robust working mode, and is not prone to failure during use, thereby ensuring high safety. It should be noted here that the "crash design angle" refers to the following flipping angle of the backrest side panel relative to the seat pan side panel or the backrest frame relative to the cushion frame. At this flipping angle, the damage to the occupant caused by the collision is reduced or even minimized.

[0021] In the prior art, both the limit function and the guide-energy absorption function are integrated into the arc groove matching structure in the lower connecting plate, which results in a fixed limit stroke, so that when the unlocking mechanism is triggered at a non-zero gravity angle, the backrest will also flip the same angle in the direction close to the seat frame, resulting in the position after flipping even being less than the minimum comfort adjustment angle (for example, when the backrest is at the minimum comfort adjustment angle in the absence of a collision, the final angle of the backrest will become the minimum comfort adjustment angle minus the flip angle generated by the arc groove stroke when the prior art solution is adopted), which may cause increased harm to the human body. If we only consider the safety issues of the seat in the zero gravity position and ignore the safety issues of the seat in the non-zero gravity angle, we cannot guarantee the safety of passengers when the seat is in this non-zero gravity angle position in an actual collision situation. The actual situation is that the protection capability is limited. In the present disclosure, the position limiting function is creatively separated from the guiding-energy absorbing function, and the position limiting function is coupled with the tilting angle of the backrest, thereby the position limiting stroke can be changed from a fixed stroke to a variable stroke associated with the tilting angle of the backrest (especially when no collision occurs), thereby taking into account the safety issues when the seat is at a non-zero gravity angle. Therefore, the present disclosure realizes the reset or maintenance of the backrest at a safe angle at multiple different backrest angles, and realizes a full-angle safety protection solution for passengers, which is a major breakthrough in product functions.

[0022] In some embodiments, the backrest side plates are pivotally mounted on the lower connecting plate via a recliner, the lower connecting plate is fixedly connected to a fixed plate of the recliner, and the backrest side plates are fixedly connected to a movable plate of the recliner.

[0023] In some embodiments, the matching limiter is fixed on the backrest side plate or fixed on the movable plate of the recliner. Thus, the matching limiter can be fixed on the backrest side plate or fixed on the movable plate of the recliner as needed, thereby realizing flexible arrangement and fixation of the matching limiter.

[0024] In some embodiments, the backrest resetting mechanism includes a guide groove provided in the lower connecting plate and a guide member fixedly connected to the seat basin side plate, wherein the guide member passes through the guide groove and can move in the guide groove with a guide section.

[0025] In some embodiments, the guide groove includes a starting end, a guide section and a terminal end which are arranged in sequence; when no collision occurs, the guide member is located at the starting end; when a collision occurs, during the pivoting of the lower connecting plate around the pivot member, the guide member slides relatively in the guide groove to the guide section or the terminal end, and a guide groove energy absorption structure for absorbing collision energy is provided at the guide section and / or the terminal end.

[0026] In some embodiments, the guide groove energy absorption structure includes at least one fracture-type or tear-type energy absorption structure that can separate the guide groove and absorb energy by fracture or tearing when colliding with the guide section of the guide member. Thus, a good fracture-type or tear-type energy absorption effect can be achieved through the partition structure inside the guide groove.

[0027] In some embodiments, the guide groove energy absorbing structure includes an extrusion type energy absorbing structure, and the size of the guide section and the size of the extrusion type energy absorbing structure are designed so that when a collision occurs, extrusion can occur between the guide section and the extrusion type energy absorbing structure to absorb the collision energy, and the extrusion type energy absorbing structure is arranged at the guide section, wherein,

[0028] - The groove width of the extruded energy absorbing structure is smaller than the groove width or groove diameter of the starting end; and / or

[0029] - The groove width of the extrusion type energy absorbing structure decreases from the starting end side to the ending end side, especially gradually decreases. By making the groove width of the extrusion type energy absorbing structure smaller than the groove width or groove diameter of the starting end; and / or the groove width of the extrusion type energy absorbing structure decreases from the starting end side to the ending end side, especially gradually decreases, a good extrusion energy absorption effect can be achieved.

[0030] In some embodiments, the guide section is configured as a thickened section; or the guide member is provided with a thickened sleeve for thickening at the position of the guide section to form the guide section, wherein the size of the thickened section or the thickened sleeve at the guide section and the size of the extrusion type energy absorbing structure are designed so that when a collision occurs, extrusion can occur between the guide section and the extrusion type energy absorbing structure to absorb the collision energy. By making the guide section thicker, more material can be deformed, thereby achieving a better energy absorption effect. In addition, a better matching of the size of the stopper and the size of the guide groove can also be achieved.

[0031] In some embodiments, the limiting section is configured as another thickened section; or the limiting member is provided with another thickened sleeve for thickening at the position of the limiting section to form the limiting section. Thus, the limiting section of the limiting member, for example, a threaded limiting member, can be specifically matched with the limiting cavity of the mating limiting member.

[0032] In some embodiments, the backrest reset mechanism includes a locking energy absorbing sheet as a first locking-triggering mechanism for locking the lower connecting plate when no collision occurs and releasing the lower connecting plate when a collision occurs, the locking energy absorbing sheet includes a positioning portion fixedly connected to the periphery of the guide groove and an annular portion sleeved on the periphery of the guide section of the guide member, the positioning portion and the annular portion are connected by providing at least one breaking-connecting portion, wherein the at least one breaking-connecting portion is configured to break when a collision occurs to release the lower connecting plate and absorb collision energy. Thus, by providing the locking energy absorbing sheet configured as the first locking-triggering mechanism, energy can be additionally absorbed while releasing the lower connecting plate. In the present disclosure, by setting up the first locking-trigger mechanism which is constructed as an energy absorbing connection mechanism, the lower connecting plate can be fixedly connected to the seat pan side plate when the vehicle is in normal use, and the impact energy applied to the backrest assembly during the collision can be absorbed when the vehicle collides. Combined with the matching limit members and the limit members, and the guide members and guide groove matching structures to limit the swing distance of the backrest and the flipping time of the backrest, on the one hand, the best seat collision angle can be achieved, and on the other hand, various collision energy absorbing structures can be combined to absorb the collision energy or relatively delay the flipping time of the backrest, thereby further reducing the damage to the human body.

[0033] In some embodiments, the backrest reset mechanism includes a second locking-triggering mechanism for locking the lower connecting plate when no collision occurs and releasing the lower connecting plate when a collision occurs, the second locking-triggering mechanism includes a body; a trigger rod is arranged on the body, which is kept extending through the lower connecting plate when no collision occurs and can be retracted from the lower connecting plate after a collision occurs; the body is fixedly connected to the seat basin side plate, and the trigger rod is extended through the lower connecting plate when no collision occurs, so that the lower connecting plate and the seat basin side plate remain fixedly connected. This second locking-triggering mechanism can be constructed as a gunpowder triggering mechanism or an electric triggering mechanism, for example. The second locking-triggering mechanism is respectively fixedly connected to the lower connecting plate and the seat basin side plate. When the occupant flips the backrest to different angles through comfort adjustment, the connection strength of the lower connecting plate and the seat basin side plate when they are relatively fixed can be increased. Combined with the first locking-triggering mechanism that may be arranged, it can play a role in enhancing the connection strength of the seat.

[0034] In some embodiments, the limiting cavity is formed by a first contour line, a second contour line, a third contour line and a fourth contour line connected in sequence, wherein the fourth contour line is located between the third contour line and the first contour line, and the first contour line and the second contour line are related to the movement restriction of the limiting member by the limiting cavity during a collision; the third contour line is related to the flipping movement of the backrest side panel relative to the seat basin side panel when there is no collision; and the fourth contour line is related to the relative movement of the limiting member relative to the limiting cavity during a collision when the backrest side panel is at a maximum comfort adjustment angle relative to the seat basin side panel.

[0035] In some embodiments, the third contour line is horizontally distributed on the top of the limiting cavity, and the fourth contour line is vertically distributed on the side of the limiting cavity, thereby obtaining a favorable contour line direction.

[0036] In some embodiments, the first contour line and the second contour line are connected to form a continuous contour line, and the connection portion of the first contour line and the second contour line protrudes from the rest of the first contour line and the rest of the second contour line, thereby obtaining a favorable contour line trend.

[0037] In some embodiments, there is a smooth transition connection at the transition point between the contour lines, thereby achieving an advantageous transition between the contour lines.

[0038] In some embodiments, the shapes of the first contour line, the second contour line, the third contour line, and the fourth contour line are respectively obtained through the following motion analysis simulation, wherein the backrest side panel can move relative to the seat basin side panel in a non-collision motion state and in a collision motion state in the motion analysis simulation, in which the backrest side panel is only flipped relative to the seat basin side panel in the non-collision motion state, and in the collision motion state, the backrest side panel is flipped together with the lower connecting plate around the pivot member:

[0039] - When the backrest side panel is at the maximum comfort adjustment angle relative to the seat basin side panel, the backrest side panel together with the lower connecting plate is flipped around the pivot member to the collision design angle in the collision motion state, and the trajectory of the center of the limiting section of the limiting member in the matching limiting member forms a first contour center line;

[0040] - In a non-collision motion state, the backrest side panel is flipped relative to the seat basin side panel from the maximum comfort adjustment angle to a different first comfort adjustment angle, and the trajectory of the limiting section center of the limiting member in the matching limiting member forms the first comfort adjustment angle of the third contour center line - the contour center line section; when the backrest side panel is at a different first comfort adjustment angle relative to the seat basin side panel, the backrest side panel together with the lower connecting plate is flipped around the pivot member to the collision design angle in a collision motion state, and the limiting section center of the limiting member for different first comfort adjustment angles in the collision motion state forms the first contour center line for the collision motion state together with the corresponding multiple position points in the matching limiting member when flipping to the collision design angle;

[0041] - In a non-collision motion state, the backrest side panel is flipped relative to the seat pan side panel from the collision design position to a different second comfort adjustment angle or a minimum comfort adjustment angle, and the trajectory of the center of the limiting section of the limiting member in the matching limiting member forms a second comfort adjustment angle-contour center line section of the third contour center line; in a collision motion state, the backrest side panel is maintained at the design angle, the first comfort adjustment angle or the minimum comfort adjustment angle, so the second comfort adjustment angle-contour center line section of the third contour center line simultaneously constitutes a second contour center line for the collision motion state;

[0042] Wherein, the first comfort adjustment angle-contour midline section and the second comfort adjustment angle-contour midline section of the third contour midline jointly form the third contour midline;

[0043] The center of the limiting section of the limiting member moves along the first contour centerline, the second contour centerline, the third contour centerline and the fourth contour centerline, and the outermost closed contour line of the shape structure generated by the outer contour of the limiting section during the movement forms the corresponding first contour line, the second contour line, the third contour line and the fourth contour line. Thus, a favorable contour line shape and structure of the limiting cavity can be obtained. In addition, through the cooperation of the limiting cavity and the limiting member, it is also possible to achieve a favorable restriction on the flipping movement of the backrest side plate when the backrest side plate is located at the maximum comfort adjustment angle, the first comfort adjustment angle, the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle and a collision occurs. Here, the technical solution also takes into account the situation when the seat back is adjusted to a position less than the collision design angle (the second comfort adjustment angle and the minimum comfort adjustment angle). The matching limiting member disclosed in the present invention, especially the structure and shape of the limiting cavity of the matching limiting member, enables the backrest frame to limit the forward flipping of the seat back after a collision of the car, thereby reducing damage to the human body.

[0044] In some embodiments, the actual second contour line and the third contour line are offset outwards relative to the second contour line and the third contour line obtained by motion analysis simulation, so as to reserve a first movable gap for avoiding interference between the stopper and the matching stopper when the backrest side plate is flipped relative to the seat basin side plate in the absence of a collision; the actual fourth contour line is offset outwards relative to the fourth contour line obtained by motion analysis simulation, so as to reserve a second movable gap for avoiding interference between the stopper and the matching stopper when the backrest side plate is flipped around the pivot member together with the lower connecting plate in the event of a collision. In this way, it can be ensured that the stopper and the matching stopper do not interfere with each other in an unexpected manner.

[0045] In some embodiments, the shape of each contour line of the limiting cavity is determined according to the difference between the maximum comfort adjustment angle and the minimum comfort adjustment angle of the backrest frame and the difference between the maximum comfort adjustment angle and the collision design angle. Thus, the optimized shapes and directions of the first contour line, the second contour line, the third contour line and the fourth contour line can be obtained in an advantageous and appropriate manner based on the maximum comfort adjustment angle, the minimum comfort adjustment angle and the collision design angle.

[0046] In some embodiments, the first contour line, the second contour line, the third contour line, and the fourth contour line are configured such that

[0047] When the backrest side panel is at the maximum comfort adjustment angle relative to the seat basin side panel and collides, the matching limiting member moves in such a way that the limiting member moves relative to the limiting cavity from the third contour line along the fourth contour line toward the first contour line until the first contour line conflicts with the limiting section of the limiting member, so that the backrest side panel moves to the collision design angle and stops flipping;

[0048] When the backrest side panel is located at the first comfort adjustment angle relative to the seat basin side panel and collides, the matching limiting member moves in such a way that the limiting member moves relative to the limiting cavity from the third contour line toward the first contour line until the first contour line conflicts with the limiting section of the limiting member, so that the backrest side panel moves to the collision design angle and stops flipping;

[0049] When the backrest side panel is located at the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle relative to the seat basin side panel and collides, the second contour line directly conflicts with the limiting section of the limiting member to keep the backrest side panel at the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle;

[0050] When the backrest side panel is flipped between the maximum comfort adjustment angle and the minimum comfort adjustment angle relative to the seat pan side panel without collision, the matching stopper moves so that the stopper moves relative to the stopper cavity along the third contour line. Thus, the optimized structure of the first contour line, the second contour line, the third contour line and the fourth contour line can be obtained in an advantageous and appropriate manner.

[0051] In some embodiments, the stopper and the guide are constructed in one piece and form a stopper-guide assembly, which includes the stopper section and the guide section. Thus, the stopper and the guide can be integrated or combined into a stopper-guide assembly, which can achieve a simpler and more cost-effective stopper-guide structure and fully consider the space arrangement restrictions caused by the smaller structural space of the lower connecting member and its surroundings.

[0052] In some embodiments, the surface of the limiting section is configured to be smooth, so that the limiting section and the limiting cavity can be accurately and advantageously matched by the smooth surface of the limiting section.

[0053] A second aspect of the present invention relates to a seat, characterized in that the seat comprises a backrest resetting mechanism according to any one of the embodiments of the present disclosure.

[0054] In some embodiments, the matching limiter of the backrest resetting mechanism is arranged on a side of the seat basin side plate facing the middle of the seat, and the lower connecting plate of the backrest resetting mechanism is arranged between the matching limiter and the seat basin side plate.

[0055] In some embodiments, the matching limiter is fixedly disposed relative to the backrest side plate at the bottom of the backrest side plate of the backrest resetting mechanism.

[0056] In some embodiments, the limiting member and the guiding member are separately constructed, and the separately constructed limiting member and the guiding member extend through the guiding groove of the lower connecting plate respectively; or

[0057] The stopper and the guide are constructed in one piece and form a stopper-guide assembly which is guided through a guide groove of the lower connecting plate.

[0058] In some embodiments, the body of the second locking-trigger mechanism of the backrest reset mechanism is arranged on the side of the seat basin side panel facing the middle of the seat, and the lower connecting plate of the backrest reset mechanism is arranged between the body and the seat basin side panel; the matching limit member of the backrest reset mechanism is arranged on the side of the seat basin side panel facing the outside of the seat.

[0059] In some embodiments, the matching limit member is provided with a handle, the free end of the handle is fixedly connected to the backrest side panel or the movable plate of the recliner at the handle connection point, and an escape space for avoiding the lower connecting plate is provided between the main part of the handle and the backrest side panel.

[0060] In some embodiments, the limiting member and the guiding member are constructed separately, and the limiting member and the guiding member of the separate structures are respectively extended outward from the side of the seat basin side plate; or

[0061] The limiting member and the guiding member are constructed in one piece and form a limiting-guiding assembly, which is arranged so that the limiting section and the guiding section are respectively located on both sides of the seat basin side plate and are used to respectively engage with the limiting cavity and the guiding groove of the mating limiting member.

[0062] In some embodiments, the backrest restoring mechanisms are symmetrically arranged on both sides of the seat. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] Figure 1 It is a structural schematic diagram of the backrest resetting mechanism of Example 1 of the present disclosure.

[0064] Figure 2 It is a schematic diagram of the structure explosion of the backrest resetting mechanism in Embodiment 1 of the present disclosure.

[0065] Figure 3-1 It is a structural schematic diagram of an embodiment of a limit-guide assembly implemented as a limit screw in Embodiment 1 of the present disclosure.

[0066] Figure 3-2 It is a structural schematic diagram of another embodiment of the limit-guide assembly implemented as a limit screw in Embodiment 1 of the present disclosure.

[0067] Figure 4 Schematic diagram of the structure of the backrest resetting mechanism in Embodiment 1 of the present disclosure from a second perspective (the seat basin side panel is not shown).

[0068] Figure 5 It is a front view of the lower connecting plate in Embodiment 1 of the present disclosure.

[0069] Figure 6 It is a structural schematic diagram of the backrest resetting mechanism in the embodiment 1 of the present disclosure from a second viewing angle.

[0070] Figure 7 It is a schematic diagram of the connection relationship of the movable plate of the angle adjuster in Example 1 of the present disclosure.

[0071] Figure 8 It is a schematic diagram of the exploded connection relationship of the angle adjuster fixed plate in Example 1 of the present disclosure.

[0072] Fig. 9 for Figure 1 An enlarged schematic diagram of a local part.

[0073] Figure 10-1 It is a schematic three-dimensional diagram of the structure of the matching limiter in Example 1 of the present disclosure.

[0074] Figure 10-2 It is a schematic front view of the structure of the matching limiter in Example 1 of the present disclosure.

[0075] Figure 10-3 Schematic diagram of the position structure of the backrest reset mechanism and the limit-guide assembly during the flipping process of the matching limit member after a collision in Example 1 of the present disclosure at a zero gravity angle, wherein the direction of the arrow in the figure is the flipping direction.

[0076] Figure 10-4 It is a schematic diagram of the position structure of the backrest reset mechanism and the limit-guide assembly during the flipping process of the matching limit member after a collision in Example 1 of the present disclosure when the backrest reset mechanism is at the first comfort adjustment angle, and the direction of the arrow in the figure is the flipping direction.

[0077] Figure 10-5 The present invention is a schematic diagram of the position structure of the matching limit member and the limit-guide assembly after a collision occurs when the backrest reset mechanism in Example 1 of the present disclosure is at the collision design angle or the second comfort adjustment angle, wherein the matching limit member remains basically stationary relative to the limit-guide assembly, and the guide section of the limit-guide assembly also remains basically stationary in the guide groove.

[0078] Figure 10-6 The present invention is a schematic diagram of the position structure of the matching limit member and the limit-guide assembly after a collision when the backrest reset mechanism in Example 1 of the present disclosure is flipped to the minimum comfort adjustment angle, wherein the matching limit member remains basically stationary relative to the limit-guide assembly, and the guide section of the limit-guide assembly also remains basically stationary in the guide groove.

[0079] Figures 11a to 11e It is a schematic diagram of the contour shaping process of the limiting cavity of the matching limiting member of the backrest resetting mechanism in Example 1 of the present disclosure.

[0080] Fig.12 It is a schematic diagram of the structure explosion of the backrest resetting mechanism in Embodiment 2 of the present disclosure.

[0081] Figure 13-1 Schematic diagram of the locked energy absorbing sheet in the backrest reset mechanism before a collision in Embodiment 2 of the present disclosure (the matching limiter is not shown)

[0082] Figure 13-2 Schematic diagram of the state in which the locking energy absorbing sheet in the backrest reset mechanism is broken after a collision in Embodiment 2 of the present disclosure (the matching limiter is not shown).

[0083] Fig.14 Schematic diagram of the structure of the backrest resetting mechanism in Embodiment 2 of the present disclosure, which is comfortably adjusted from the zero gravity angle to the collision design angle (the dotted line is the zero gravity angle, and the solid line is the collision design angle).

[0084] Fig.15 for Fig.14 A partial enlarged view of the matching limiter in the middle.

[0085] Fig.16 for Fig.15 A partial enlarged view of the matching limiter in the middle.

[0086] Fig.17 Schematic diagram of the partial structure of the backrest resetting mechanism after a collision occurs when the backrest is at a zero gravity angle in Example 2 of the present disclosure (the dotted line is the zero gravity angle, and the solid line is the collision design angle).

[0087] Fig.18 for Fig.17Schematic diagram of the partial structure of the backrest reset mechanism returning to the collision design angle after a collision occurs.

[0088] Fig.19 yes Fig.17 A partial enlarged view of the matching limiter in the middle.

[0089] Fig. 20 It is a structural schematic diagram of the backrest resetting mechanism in Example 2 of the present disclosure, which is comfortably adjusted from a zero gravity angle to a first comfort adjustment angle (the dotted line is the zero gravity angle, and the solid line is the first comfort adjustment angle).

[0090] Fig.21 yes Fig. 20 Schematic diagram of the structure of the middle backrest resetting mechanism at the first comfort adjustment angle.

[0091] Fig. 22 It is a structural schematic diagram of the backrest resetting mechanism when the backrest is at the first comfort adjustment angle and returns to the collision design angle when the vehicle collides (the dotted line is the first comfort adjustment angle, and the solid line is the collision design angle).

[0092] Fig.23 yes Fig. 22 A partial enlarged view of the middle backrest reset mechanism returning to the collision design angle.

[0093] Fig.24 It is a schematic diagram of the partial structure of the backrest resetting mechanism when the backrest comfort is adjusted to the second comfort adjustment angle in Example 2 of the present disclosure.

[0094] Fig.25 It is a partial structural schematic diagram of the backrest resetting mechanism after the backrest comfort is adjusted to the second comfort adjustment angle and the vehicle collides in Example 2 of the present disclosure.

[0095] Fig.26 Schematic diagram of the partial structure of the backrest resetting mechanism in Embodiment 3 of the present disclosure (the matching limiter is not shown).

[0096] Fig. 27 It is a schematic diagram of the exploded view of the backrest resetting mechanism in the fourth embodiment of the present disclosure.

[0097] Fig.28 It is a schematic diagram of the partial structure of the backrest resetting mechanism in the fourth embodiment of the present disclosure from the first viewing angle.

[0098] Fig.29 It is a partial structural schematic diagram of the backrest resetting mechanism in the fourth embodiment of the present disclosure from the second viewing angle.

[0099] Fig.30 Schematic diagram of the structure of the matching limiter in Example 4 of the present disclosure.

[0100] Fig.31It is a partial structural schematic diagram of the backrest resetting mechanism in the fifth embodiment of the present disclosure from the first viewing angle.

[0101] Fig.32 Schematic diagram of the partial structure of the backrest reset mechanism in Embodiment 5 of the present disclosure from a second viewing angle (the trigger mechanism is not shown).

[0102] Fig.33 Schematic diagram of the partial structure of the backrest resetting mechanism in Embodiment 5 of the present disclosure from a third viewing angle (the trigger mechanism and the seat basin side panel are not shown). DETAILED DESCRIPTION

[0103] The present disclosure is further described below in conjunction with the accompanying drawings and specific embodiments.

[0104] Example 1

[0105] refer to Figures 1 to 11e A backrest resetting mechanism shown in the figure includes: a backrest side plate 10 arranged on the side of the backrest frame 10a, a seat basin side plate 20 arranged on the side of the cushion frame (not shown in the figure), and a lower connecting plate 30.

[0106] See especially Figure 1 and Figure 2 A guide groove 31, especially an arc-shaped guide groove, is provided on the rear lower side of the lower connecting plate 30 (i.e., the second side of the lower connecting plate 30 mentioned above), and the front lower side of the lower connecting plate 30 (i.e., the first side of the lower connecting plate 30 mentioned above) is hinged on the seat basin side plate 20 through a pivot member, such as a fastening screw 41, and the rear lower side of the lower connecting plate 30 is installed on the seat basin side plate 20 through a limiting-guiding assembly 42, such as a limiting screw, which passes through the guide groove 31. Here, the limiting member configured as the limiting-guiding assembly 42 passes the guide groove 31 with the guide section.

[0107] See especially Figure 3-1 , Figure 3-2 , Figure 4 and Figure 5, the guide groove 31 includes a starting end 31a, a guide section 31b and a terminal end 31c. A guide groove energy absorbing structure for absorbing collision energy is provided at the guide groove 31. The guide groove energy absorbing structure includes an extrusion type energy absorbing structure, and the size of the guide section and the size of the extrusion type energy absorbing structure are designed so that when a collision occurs, extrusion can occur between the guide section and the extrusion type energy absorbing structure to absorb the collision energy. To this end, the extrusion type energy absorbing structure is provided at the guide section 31b. In the present embodiment, the groove width of the extrusion type energy absorbing structure of the guide groove 31 decreases from the starting end side to the terminal end side, especially gradually decreases. The tail end of the limit-guide assembly 42 has a threaded section 42c and a thickened section 42b at a position adjacent to the screw head 42a, and the thickened section 42b passes through the starting end 31a of the guide groove 31. The thickened section 42b constitutes a thickened section for the guide section. In another embodiment, the thickened section 42b may also be replaced by a thickened sleeve sleeved on the thread of the limit-guide assembly 42. Of course, it is also conceivable that the thickened section 42b is not provided. Figure 3-1 The thickened section 42b shown in the figure is not provided with a thickened section, especially at the guide section cooperating with the guide groove 31, that is, the guide groove 31 can be matched only by the threaded section (such as Figure 3-2 When a thickened section or a thickened sleeve is provided at the guide section, more material deformation can occur in the guide groove 31, while when a thickened section or a thickened sleeve is not provided at the guide section, a certain degree of friction resistance or tearing deformation can be introduced through the threaded section. Both design schemes are conducive to absorbing collision energy, so they can be selected according to actual needs.

[0108] In normal use, the lower connecting plate 30 and the seat pan side plate 20 are in a fixed connection state through the limit-guide assembly 42. After a collision occurs, under the action of inertia, the backrest side plate 10 drives the lower connecting plate 30 to pivot around the fastening screw 41 toward the front of the seat. Since the width of the guide section 31b gradually decreases, in particular, the width of the guide section 31b is smaller than the diameter of the guide section of the limit-guide assembly 42, which is configured as the thickened section 42b, so that the guide section squeezes the extrusion-type energy-absorbing structure on both sides of the guide section 31b to increase the resistance of the backrest to the forward movement. The purpose of this design is to prevent the backrest from flipping over too quickly under the action of inertia and causing occupant injury. Of course, the guide groove 31 can adopt other structures, such as Fig.26 As shown, the structure can be designed as a plurality of continuous grooves or a plurality of continuous holes arranged longitudinally along the guide groove as a fracture type or tear type energy absorption structure. Such extrusion type energy absorption structure or fracture type or tear type energy absorption structure can be used in the present structure to increase the resistance of the backrest to forward movement.

[0109] See especially Figure 6The threaded section 42c of the limit-guide assembly 42 is fixed to the seat basin side panel 20 by a nut 43 provided on the seat basin side panel 20. Therefore, the limit-guide assembly 42 is fixed relative to the seat basin side panel 20. Instead, after the backrest is adjusted or collides, when the guide groove 31 of the lower connecting plate 30 and the matching limit member 60 described below move relative to the limit-guide assembly 42, the limit-guide assembly 42 squeezes and limits the guide groove 31 of the lower connecting plate 30 and the matching limit member 60 described below.

[0110] See especially Figure 7 and Figure 8 The recliner 70 includes a moving plate 70a and a fixed plate 70b. In this embodiment, the moving plate 70a is adjusted to rotate relative to the fixed plate 70b by a backrest motor (not shown in the figure) to adjust the backrest for comfort. Specifically, the lower part of the backrest side plate 10 is welded to the moving plate 70a of the recliner 70, and the lower connecting plate 30 is welded to the fixed plate 70b of the recliner 70. When no collision occurs, the passenger can adjust the backrest motor to make the moving plate 70a of the recliner 70 rotate relative to the fixed plate 70b (the fixed plate 70b always remains stationary), thereby keeping the lower connecting plate 30 stationary and adjusting the angle of the backrest side plate 10 relative to the lower connecting plate 30. That is, the backrest frame 10a can be adjusted within a certain range.

[0111] Generally, when using a car seat, the comfort adjustment angle (i.e., the front and rear adjustment angle of the seat back) is mainly involved. This comfort adjustment angle has a front position and a rear position, wherein the comfort adjustment angle at the front position is the minimum comfort adjustment angle, and the comfort adjustment angle at the rear position is the maximum comfort adjustment angle. Usually, the maximum comfort angle is the backrest angle in zero gravity posture, i.e., the zero gravity angle (the angle when the seat is set to zero gravity mode, which is set according to the shape of the seat, usually 120°-150° (the angle between the seat back and the seat cushion)). In addition, it also involves a collision design angle, which can be understood as the optimal collision angle, at which the passenger is least injured after a car collision. In particular, at this collision design angle, all collision tests must be passed, that is, the collision design angle has been tested and verified during the development of the entire seat. Therefore, if a collision occurs at this collision design angle, the damage to the dummy is controllable and the damage is small. According to the seat shape setting, the collision design angle is smaller than the maximum comfort adjustment angle or the zero gravity angle, and can generally be set to 110°-120°, such as 115° (the angle between the seat back and the seat cushion), which can also be understood as the seat back being adjusted backwards from the vertical state by 20°-30°, such as 25°. In addition, passengers will also often adjust between the maximum comfort adjustment angle or the zero gravity angle and the collision design angle. The present disclosure defines the adjusted angle as the first comfort adjustment angle (the first comfort adjustment angle is any angle that is greater than the collision design angle and less than the maximum comfort adjustment angle or the zero gravity angle); in addition, the present disclosure defines any angle that is less than the collision design angle and greater than or equal to the minimum comfort adjustment angle of the seat as the second comfort adjustment angle.

[0112] Please refer to Fig. 9 The feature of the present disclosure is that it also includes a matching limit member 60, wherein the matching limit member 60 can be fixed to the bottom of the backrest side panel 10 by welding, riveting, fasteners, bonding, or other methods well known to those skilled in the art, or can also be fixed to the movable plate of the recliner 70, and built into the side of the lower connecting plate 30 away from the backrest side panel 10, and can pivot with the backrest side panel 10 and be limited by the limiting section of the limiting-guide assembly 42. Here, the matching limit member 60 is constructed as a limiting plate. In addition, the limiting section is also thickened, that is, the thickened section 42b not only forms a thickened section for the guide section, but also simultaneously forms another thickened section for the limiting section (such as Figure 3-1As shown in FIG. 1 ). For the limiting section, when a limiting screw is used as the limiting-guiding assembly 42, it is advantageous to design the limiting section as the additional thickened section, because the additional thickened section can be designed to be without threads, especially to be designed to have a smooth surface, which is advantageous for the cooperation between the limiting-guiding assembly 42 and the matching limiting member 60. Of course, as mentioned above, the guiding section may not have a thickened section, so the limiting-guiding assembly 42 may also be as Figure 3-2 As shown, only the thickened section is provided at the section for cooperating with the matching limiting member. A limiting cavity 61 is provided in the matching limiting member 60, and the limiting section of the limiting-guiding assembly 42, which is configured as the thickened section 42b, extends into the limiting cavity 61, so that when the passenger can adjust the backrest through the recliner 70, the matching limiting member 60 passes through the space of the limiting cavity 61, so that the backrest adjustment is not restricted, and the limiting section of the limiting-guiding assembly 42, i.e., the limiting screw, basically does not interfere with any inner wall of the limiting cavity 61.

[0113] Here, the limiting-guiding assembly 42 exists in the form of an assembly, that is, it can satisfy both the guiding and limiting functions, which can save costs and is more advantageous in terms of space utilization. Of course, in other embodiments, it is also conceivable that the guiding function and the limiting function are respectively realized by a separate component, wherein a separate limiting member and a separate guiding member can be provided. The separate limiting member is, for example, also fixed to the seat side panel and is also located in the limiting cavity 61 with a limiting section to cooperate with the limiting cavity 61, while the separate guiding member can, for example, also be fixed to the seat side panel and can also move in the guiding groove 31 with a guiding section. In the implementation scheme in which the limiting member and the guiding member are separately arranged, a more flexible arrangement structure of the limiting member and the guiding member can be achieved.

[0114] When the backrest side plate 10 is at the maximum comfort adjustment angle or the first comfort adjustment angle, in the event of a collision, the backrest side plate 10 and the lower connecting plate 30 are flipped around the fastening screw 41 under the action of inertia force, and the backrest side plate 10 drives the lower connecting plate 30 and the matching limiter 60 to flip forward at the same time. The guide section of the limiter-guide assembly 42 and the guide section 31b of the guide groove 31 are in interference fit to form extrusion, which limits the angle of the seat back flipping forward and prolongs the movement time. Based on the different positions and angles of the backrest side plate 10 before the collision, the limiter section of the limiter-guide assembly 42 can conflict with different positions of the inner wall of the limiter cavity 61 (see Figures 10-3 to 10-4 ,in Figure 10-3 It relates to the situation when the backrest side panel 10 is at the maximum comfort adjustment angle, and Figure 10-3 This relates to a situation when the backrest side panel 10 is at a first comfort adjustment angle), so that the backrest side panel 10 eventually moves to a collision design angle and stops, thereby reducing damage to the human body.

[0115] Please refer to Figure 10-1 and Figure 10-2 , the limiting cavity 61 is formed by the first contour line ab, the second contour line bc, the third contour line cd and the fourth contour line da. The third contour line cd is horizontally distributed at the top of the limiting cavity 61, and the fourth contour line da is vertically distributed at the side of the limiting cavity 61. The first contour line ab is connected with the second contour line bc to form a continuous contour line abc, and the connection b between the first contour line ab and the second contour line bc is connected by a smooth transition, and the connection b between the first contour line ab and the second contour line bc protrudes from the rest of the first contour line ab and the rest of the second contour line bc. The first contour line ab is connected with the fourth contour line da in a smooth transition at point a, the second contour line bc is connected with the third contour line cd in a smooth transition at point c, and the fourth contour line da is connected with the third contour line cd in a smooth transition at point d. In short, the limiting cavity 61 is surrounded by the first contour line ab, the second contour line bc, the third contour line cd and the fourth contour line da. Among these contour lines, the first contour line ab and the second contour line bc are related to the movement restriction of the limit cavity on the limit piece during a collision, wherein the first contour line ab basically involves the maximum comfort adjustment angle and the first comfort adjustment angle, and the second contour line bc basically involves the collision design angle, the second comfort adjustment angle and the minimum comfort adjustment angle; the third contour line cd is related to the flipping movement of the backrest side panel relative to the seat basin side panel when there is no collision; and the fourth contour line da is related to the relative movement of the limit piece relative to the limit cavity during a collision when the backrest side panel is at the maximum comfort adjustment angle relative to the seat basin side panel.

[0116] When no collision occurs, when the occupant adjusts to a different sitting posture (for example, between the maximum comfort adjustment angle and the minimum comfort adjustment angle), the limiting section of the limiting-guiding assembly 42 configured as the thickened section 42b moves substantially along the third contour line cd, during which a certain movable gap 61a may exist between the limiting section and the third contour line cd of the limiting cavity 61 (see Fig.16), and when the occupant adjusts to the maximum comfort adjustment angle, the uppermost area of ​​the fourth contour line da will be involved. Therefore, there may be a certain movable gap between the limiting section of the limiting-guiding assembly 42 and the fourth contour line da. The above movable gap is used to avoid the limiting section of the limiting-guiding assembly 42, which is configured as the thickened section 42b, from contacting, interfering or getting stuck with the contour of the limiting cavity 61. In addition, when there is no collision, especially when the backrest frame 10a is at the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle relative to the cushion frame, since it needs to be maintained at the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle during the collision, the backrest frame 10a basically does not flip over at the above angles during the collision. This also means that when adjusting the seat back at ordinary times, it is also necessary to ensure that the limiting section of the limiting-guiding assembly 42 basically does not interfere with the second contour line bc. Therefore, there may also be a certain movable gap between the limiting section of the limiting-guiding assembly 42 and the second contour line bc.

[0117] First, when the backrest frame 10a is adjusted between the maximum comfort adjustment angle (zero gravity angle) and the collision design angle, or between the collision design angle and the second comfort adjustment angle, the matching limit member 60 moves with the backrest. Due to the existence of the limit cavity 61, it will not be interfered with or limited by the limit-guide assembly 42. It can also be understood that the limit member, that is, the limit-guide assembly 42, can move in the limit cavity 61 without being interfered with by the second contour line bc, the third contour line cd and the fourth contour line da of the matching limit member 60, that is, when the passenger adjusts the backrest through the angle adjuster 70, the limiting section of the limiting-guide assembly 42 moves in the limiting cavity 61, and the limiting section of the limiting-guide assembly 42 does not conflict with the specific inner wall of the limiting cavity 61, and has a movable gap.

[0118] When the backrest side plate 10 is at the maximum comfort adjustment angle or the first comfort adjustment angle, when a collision occurs, the backrest frame 10a will flip forward around the fastening screw 41 together with the lower connecting plate 30 and the matching limiting member 60 and return to the collision design angle. According to different initial positions, different positions on the first contour line ab of the matching limiting member 60 are contacted by the limiting section of the limiting-guide assembly 42, and the further flipping is blocked or restricted. It can also be understood that the limiting-guide assembly 42 moves in the guide groove 31 with the guiding section and moves in the limiting cavity 61 with the limiting section and falls to different positions on the first contour line ab according to different initial positions. Through the limiting cooperation between the first contour line ab and the limiting section of the limiting-guide assembly 42, it is ensured that when the backrest frame 10a moves between the maximum comfort adjustment angle (the zero gravity angle in this embodiment) and the collision design angle, the backrest frame 10a is always limited to stop at the collision design angle to reduce the damage to the human body. Alternatively, when the backrest side panel 10 is at the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle, when a collision occurs, the backrest frame 10a will remain at the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle, that is, remain on the second contour line bc, wherein the second contour line bc is matched with the limiting section of the limiting-guide assembly 42 to ensure that when the backrest frame 10a moves between the collision design angle and the minimum adjustment angle or the minimum comfort adjustment angle of the seat (the second comfort adjustment angle in this embodiment), the backrest frame 10a is maintained at the corresponding collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle to reduce damage to the human body.

[0119] In order to achieve this effect, the shape of the first contour line ab is obtained by motion analysis simulation, wherein the backrest side panel 10 can move relative to the seat basin side panel 20 in a non-collision motion state and a collision motion state in the motion analysis simulation, in which the backrest side panel 10 is only flipped relative to the seat basin side panel 20 in the non-collision motion state, and in the collision motion state, the backrest side panel 10 is flipped together with the lower connecting plate 30 around the pivot member, i.e., the fastening screw 41, wherein:

[0120] - In a non-collision motion state, the backrest side plate 10 is adjusted to a maximum comfort adjustment angle relative to the seat basin side plate 20 by the angle adjuster 70, and then when the backrest side plate 10 is at the maximum comfort adjustment angle relative to the seat basin side plate 20, in a collision motion state, the backrest side plate 10 together with the lower connecting plate is flipped around the pivot member to a collision design angle, and the trajectory of the center of the limiting section of the limiting-guiding assembly 42 in the matching limiting member forms a first contour center line;

[0121] - In a non-collision motion state, the backrest side panel 10 is flipped from the maximum comfort adjustment angle to a different first comfort adjustment angle relative to the seat basin side panel 20 by the angle adjuster 70, and the trajectory of the center of the limiting section of the limiting-guiding assembly 42 in the matching limiting member forms a first comfort adjustment angle-contour center line section of the third contour center line; when the backrest side panel 10 is at a different first comfort adjustment angle relative to the seat basin side panel 20, the backrest side panel 10 is flipped together with the lower connecting plate around the pivot member to a collision design angle in a collision motion state, and the corresponding multiple position points of the center of the limiting section of the limiting-guiding assembly 42 for different first comfort adjustment angles in the collision motion state when flipped to the collision design angle in the matching limiting member together form a first contour center line for the collision motion state;

[0122] - In a non-collision motion state, the backrest side panel 10 is flipped relative to the seat pan side panel 20 from the collision design position to a different second comfort adjustment angle or a minimum comfort adjustment angle, and the trajectory of the center of the limiting section of the limiting-guiding assembly 42 in the matching limiting member forms a second comfort adjustment angle-contour center line section of the third contour center line; in a collision motion state, the backrest side panel 10 is maintained at the design angle, the first comfort adjustment angle or the minimum comfort adjustment angle, so the second comfort adjustment angle-contour center line section of the third contour center line simultaneously constitutes a second contour center line for the collision motion state;

[0123] Wherein, the first comfort adjustment angle-contour midline section and the second comfort adjustment angle-contour midline section of the third contour midline jointly form the third contour midline;

[0124] The center of the limiting section of the limiting-guiding assembly 42 is moved along the first contour centerline, the second contour centerline, the third contour centerline and the fourth contour centerline, and the outermost closed contour line of the shape structure generated by the outer contour of the limiting section during the movement forms the corresponding first contour line ab, second contour line bc, third contour line cd and fourth contour line da.

[0125] Here, after the backrest side plate 10 is adjusted to a corresponding angle by the recliner 70, the recliner 70 is locked, and then the collision motion state is entered. In addition, the concept of contour centerline is introduced here, considering that the contour line structure and shape of the limiting cavity 61 will be affected by the relative motion trajectory of the limiting section and the outer contour of the limiting section itself.

[0126] The continuous contour line abcda formed by the first contour line ab, the second contour line bc, the third contour line cd and the fourth contour line da encloses the above-mentioned limiting cavity 61 space, thereby realizing the limiting cavity 61 in the matching limiting member 60 of the present disclosure. For example: when the backrest angle is between the maximum comfort adjustment angle (zero gravity angle) and the collision design angle, after the car collides, the first contour line ab in the matching limiting member 60 realizes the function of limiting the backrest to the collision design angle, so as to minimize the harm to the human body. On different seats, due to the different shapes and structures of the backrest side panels 10, the seat basin side panels 20 arranged on the cushion frame, and the lower connecting plate 30, the outer shape of the matching limiting member 60, especially the outer shape of the limiting section of the matching limiting member 60, is different from the shape of the limiting cavity 61.

[0127] In addition, the contour line of the limiting cavity 61 can also be obtained by using CATIA motion simulation analysis, and the specific steps are as follows:

[0128] Here, the design is performed based on the maximum tilting travel angle δ4 of the backrest frame 10 a and the forward tilt angle γ of the backrest frame 10 a after the maximum collision.

[0129] First, refer to Fig.11a , three points are determined according to the maximum tilting travel angle δ4 of the backrest frame 10a, that is, the difference between the maximum comfort adjustment angle (or zero gravity angle) and the minimum comfort adjustment angle, and the forward tilt angle γ of the backrest frame 10a after the maximum collision, that is, the difference between the maximum comfort adjustment angle (or zero gravity angle) and the collision design angle;

[0130] Step 2: Reference Fig.11b , after the maximum collision, the backrest frame 10a is removed within the forward running range to form an arc groove A with a center angle of inclination γ;

[0131] Step 3: Reference Fig.11c , according to the maximum turning stroke angle δ4 of the backrest frame 10a, the material is cut within the maximum comfort adjustment range of the backrest frame 10a (within the contour line dc), to form an arc groove B with a center angle of the maximum turning stroke angle δ4 of the backrest frame 10a;

[0132] Step 4: Reference Fig.11d , through the arc groove A and the arc groove B, the material is dug out to form a preliminary limiting cavity 61a;

[0133] Step 5, Reference Fig.11e The preliminary limiting cavity 61a is perfected in shape, and the connection between the first contour line ab and the second contour line bc is connected by a smooth transition to form the aforementioned limiting cavity 61.

[0134] Please refer to Figure 10-3When the backrest frame 10a is located at the zero gravity angle, the backrest side plate 10 and the matching stopper 60 are also located at the zero gravity angle. At this time, the stopper section of the stopper-guide assembly 42, which is configured as the thickened section 42b, is basically located at the position d of the continuous contour line abcd. When a collision occurs at the zero gravity angle, under the action of inertia, the backrest frame 10a moves forward (in the direction of vehicle travel) around the fastening screw 41, and the backrest side plate 10, the angle adjuster 70 and the lower connecting plate 30 flip around the fastening screw 41 to the collision design angle. At this time, when the matching stopper 60 flips together with the backrest side plate 10, the approximate point a position of the first contour line ab in the stopper cavity 61 is blocked by the stopper section of the stopper-guide assembly 42, which limits the seat back from continuing to flip forward and stops at the collision design angle. In this process, as the width of the guide section 31b of the guide groove 31 gradually decreases, the movement resistance between the lower connecting plate 30 and the position limiting-guide assembly 42 also gradually increases, which can prevent the backrest from turning over too quickly under the action of inertia and causing occupant injury. It can also be understood in this way: the position limiting section of the position limiting-guide assembly 42 reaches the position of approximately point a of the first contour line ab, and the turning movement of the backrest frame 10a is constrained and limited. In this process, the position limiting-guide assembly 42 finally falls from the starting end 31a of the guide groove 31 through the guide section 31b to the terminal end 31c. The groove width from the guide section 31b to the terminal end 31c gradually decreases, and the buffering resistance of the guide groove 31 to the position limiting-guide assembly 42 also gradually increases, preventing the backrest from turning over too quickly under the action of inertia and causing occupant injury.

[0135] See also Figure 10-4 In the process of adjusting the backrest frame 10a forward from the zero gravity angle to the collision design angle by means of the recliner 70, that is, when the backrest frame 10a is located at the first comfort adjustment angle (greater than the collision design angle and less than the zero gravity angle), the limiting section of the limiting-guiding assembly 42 moves along the third contour line cd to a position point of the third contour line cd located in the first comfort adjustment angle-contour midline section, wherein there is an active gap between the third contour line cd and the limiting section. When a collision occurs at the first comfort adjustment angle, the backrest frame 10a moves forward (in the direction of vehicle travel) around the fastening screw 41, and the backrest side panel 10, the recliner 70 and the lower connecting plate 30 flip around the fastening screw 41 to the collision design angle. At this time, when the matching stopper 60 is flipped along with the backrest side panel 10, a point on the first contour line ab in the stopper cavity 61 (the point is a point corresponding to the angle before the collision through motion simulation analysis) is blocked by the stopper section of the stopper-guide assembly 42, limiting the seat back from further flipping forward and stopping at the collision design angle. Figure 10-3 The example shown in Figure 10-4In the example shown, since the backrest frame 10a has been adjusted to a first comfort adjustment angle by the recliner 70 before the collision and has thus been close to the collision design angle to a certain extent, when a collision occurs, the rollover angle travel will be reduced compared to the zero gravity angle condition. Figure 10-4 The guide section of the limit-guide assembly 42 shown in the rightmost figure will not flip to the end of the guide groove 31. It can also be understood that the limit section of the limit-guide assembly 42 reaches a point on the first contour line ab (this point is a point corresponding to the angle before the collision through motion simulation analysis). Since the landing point after the collision is determined according to the initial position of the limit-guide assembly 42 relative to the limit cavity 61, that is, the initial position of the limit-guide assembly 42 relative to the limit cavity 61 is different, after the collision, the limit section of the limit-guide assembly 42 will also fall at different points on the first contour line ab. The limit section of the limit-guide assembly 42 is limited by the first contour line ab on the matching limit member 60, so that the flipping movement of the backrest frame 10a stops at or is limited to the collision design angle. Due to the limitation of the first contour line ab of the matching limiter 60, the comfort adjustment angle of the backrest frame 10a during the collision is automatically matched, so that the backrest frame 10a always flips to the collision design angle and stops, thereby achieving the best seat collision angle and reducing the harm to the human body. In this process, the limiter-guide assembly 42 moves from the starting end 31a of the guide groove 31 to the guide section 31b. Since the first comfort adjustment angle of the seat back is less than the zero gravity angle, the flipping stroke is small, and the limiter-guide assembly 42 finally stops before reaching the terminal end 31c of the guide groove 31. As the groove width of the guide section 31b gradually decreases, the buffering resistance of the guide groove 31 to the limiter-guide assembly 42 also gradually increases, preventing the backrest from flipping too fast under the action of inertia and causing occupant injury.

[0136] See also Figure 10-5 , the backrest frame 10a relies on the angle adjuster 70 to adjust the backrest frame 10a to the collision design angle or the second comfort adjustment angle. The limiting section of the limiting-guiding assembly 42 moves along the third contour line cd to a position point on the third contour line corresponding to the collision design angle or to a position point within the second comfort adjustment angle-contour midline section. When a collision occurs at the collision design angle or the second comfort adjustment angle, the backrest frame 10a or the backrest side panel 10 basically remains at the collision design angle or the second comfort adjustment angle, that is, basically remains on the second contour line. At this time, even if there is a flipping angle, the flipping angle of the backrest frame 10a is only the active gap between the limiting-guiding assembly 42 and the limiting cavity 61.

[0137] Referring to 10-6, the backrest frame 10a relies on the angle adjuster 70 to adjust the backrest frame 10a to the minimum comfort adjustment angle. The limiting section of the limiting-guide assembly 42 moves along the third contour line cd to the end position point of the third contour line corresponding to the minimum comfort adjustment angle. When a collision occurs at the minimum comfort adjustment angle, the backrest frame 10a or the backrest side panel 10 also basically remains at the minimum comfort adjustment angle, that is, basically continues to remain on the second contour line at the end of the second contour line. Similarly, even if there is a flipping angle, the flipping angle of the backrest frame 10a is only the movable gap between the limiting-guide assembly 42 and the limiting cavity 61.

[0138] exist Figure 10-5 and Figure 10-6 In the case shown, during a collision, the backrest frame 10a will not flip over a certain flip angle stroke as in the prior art, but the backrest frame 10a will remain at the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle, thereby also preventing injury to the occupant.

[0139] In this embodiment, the matching stopper 60 of the backrest restoring mechanism is arranged on the side of the seat basin side plate 20 facing the middle of the seat, and the lower connecting plate 30 of the backrest restoring mechanism is arranged between the matching stopper 60 and the seat basin side plate 20. In addition, the backrest restoring mechanism is symmetrically arranged on both sides of the seat. Of course, it is also conceivable to arrange the backrest restoring mechanism only on one side of the seat.

[0140] Example 2

[0141] The difference between this embodiment and embodiment 1 is: Figures 12 to 25 In this embodiment, a locking energy absorbing sheet 50 is provided on the lower connecting plate 30 as the first locking-triggering mechanism. The locking energy absorbing sheet can replace or be added to the extrusion energy absorbing matching structure of the position-limiting-guiding assembly 42 and the guide section 31b of the guide groove 31 in the first embodiment. It can be understood that in the alternative scheme, the width of the guide section 31b is greater than or equal to or greater than the diameter of the guide section of the position-limiting-guiding assembly 42, which is configured as the thickened section 42b. In addition, the guide groove does not have an energy absorbing function and only relies on the locking energy absorbing sheet 50 to absorb the collision energy; or in the additional scheme, the position-limiting-guiding assembly 42 and the extrusion energy absorbing matching structure of the guide section 31b of the guide groove 31 in the first embodiment are combined. It can be understood that in the additional scheme, the width of the guide section 31b is less than or less than the diameter of the guide section of the position-limiting-guiding assembly 42, which is configured as the thickened section 42b, retains the extrusion energy absorbing function, and plays the role of absorbing the collision energy at the same time as the locking energy absorbing sheet 50.

[0142] Specifically, the locking energy absorbing sheet 50 includes a positioning portion 50a fixedly connected to the periphery of the guide groove 31 and an annular portion 50b sleeved on the periphery of the guide section of the position-limiting-guiding assembly 42. The positioning portion 50a and the annular portion 50b are connected by providing at least one, especially a plurality of breaking-connecting portions 50c. The position-limiting-guiding assembly 42 passes through the annular portion 50b of the locking energy absorbing sheet 50. The positioning portion 50a can be fixedly connected to the lower connecting plate 30 by laser welding or other fixing methods known to those skilled in the art.

[0143] See also Figure 13-1 and Figure 13-2 Before the collision, the fracture-connection part 50c of the locking energy absorbing sheet 50 is not broken, and the lower connecting plate 30 is installed on the seat basin side plate 20 by the limit-guide assembly 42 through the through hole on the annular part 50b and the starting end 31a of the guide groove 31, and its strength can help maintain the relatively fixed rigidity between the backrest and the seat cushion; when the collision occurs, the recliner 70 is fixed and does not rotate. Under the action of inertia, the backrest frame 10a moves forward (in the direction of vehicle travel) around the fastening screw 41. At this time, the locking energy absorbing sheet 50 breaks from the tearing point of the fracture-connection part 50c, thereby absorbing the collision energy and thus reducing or preventing injuries to the occupants. It can also be understood that the limit-guide assembly 42 slides in the guide groove 31 with the guide section, and at this time, the rotation center of the backrest frame 10a is changed from the recliner 70 to the fastening screw 41 (the aforementioned pivot member), and the backrest side plate 10 and the lower connecting plate 30 can be turned over as a whole with the fastening screw 41 as the axis. The specific structure of the locking energy absorbing sheet 50 is not limited to the structure of the locking energy absorbing sheet 50 in the drawings of this embodiment, and any mechanism with energy absorbing function known to those skilled in the art can be selected.

[0144] The rest of the structure of this embodiment is the same as that of Embodiment 1.

[0145] Please refer to Fig.14 In this embodiment, the angle of 140° between the backrest frame 10a and the seat basin side panel 20 is the zero gravity angle, and the angle of 120° between the backrest frame 10a and the seat basin side panel 20 is the collision design angle.

[0146] Please refer to Figures 17 to 19 When the backrest is at a zero-gravity angle and the vehicle collides, the locking energy-absorbing sheet 50 breaks from the tearing point of the fracture-connection portion 50c under the influence of the inertial force F, and the backrest frame 10a, together with the matching limit member 60 and the lower connecting plate 30, pivots toward the front of the seat (the direction of vehicle travel) around the fastening screw 41 until the first contour line ab in the limit cavity 61 collides with the limit-guide assembly 42, so that the backrest side panel 10 is limited to stop at the collision design angle.

[0147] Please refer to Fig. 20 and Fig.21When the passenger adjusts the backrest frame 10a between the zero gravity angle and the collision design angle by means of the recliner 70, that is, when the backrest frame 10a is located at the first comfort adjustment angle (such as 135°), the limiting section of the limiting-guiding assembly 42 configured as the thickened section 42b moves along the third contour line cd to a position point located in the first comfort adjustment angle-contour midline section of the third contour line cd, wherein as from Fig.21 It can be clearly seen in FIG. 1 that there is an active gap between the third contour line cd and the limiting section.

[0148] Please refer to Fig. 22 and Fig.23 When the vehicle collides with the backrest 10 at the first comfort adjustment angle (such as 135°), the locking energy absorbing sheet 50 breaks from the tearing point of the fracture-connection portion 50c, and the backrest frame 10a, with the matching limiter 60 and the lower connecting plate 30, turns around the fastening screw 41 toward the front of the seat (the direction of vehicle travel) until the limiter-guide assembly 42 collides with the first contour line ab of the matching limiter 60, and the backrest frame 10a stops at the collision design angle. It can also be understood that the limiter-guide assembly 42 will fall to a certain point b1 on the first contour line ab, so that the backrest frame 10a finally stops at the collision design angle (such as 120°).

[0149] That is, when the backrest is adjusted to the zero gravity angle or the first comfort adjustment angle, due to the limitation of the first contour line ab of the matching limit member 60, it can automatically correspond to the flipping angle of the backrest frame 10a during the collision, so that the backrest frame 10a always flips to the collision design angle and stops, thereby achieving the optimal seat collision angle and reducing damage to the human body.

[0150] Please refer to Fig.24 When the backrest frame is at the second comfort adjustment angle, the limiting section of the limiting-guiding assembly 42, which is configured as the thickened section 42b, moves along the third contour line cd to a position point of the third contour line cd located within the second comfort adjustment angle-contour midline section, wherein as shown from Fig.24 As can be clearly seen in the figure, there is a movable gap between the third contour line cd and the limiting section. Since the backrest frame basically maintains an unchanged angle when a collision occurs when the comfort adjustment angle is used, when the backrest frame is adjusted to the comfort adjustment angle during normal adjustment, it is also necessary to consider not interfering with the second contour line during the adjustment process. Fig.24 It can also be clearly seen that there is also an active gap between the second contour line bc and the limiting section. That is, during the adjustment process of the second comfort adjustment angle, the second contour line bc also always has a certain gap with the limiting-guiding assembly 42.

[0151] Please refer to Fig.25 When the vehicle collides with the backrest side panel 10 at the second comfort adjustment angle, the breaking-connecting portion 50c of the locking energy absorbing sheet 50 may be broken or deformed due to the inertial force. The limiting-guiding assembly 42 is limited by the second contour line bc of the matching limiting member 60 and is basically kept at the second comfort adjustment angle. At this time, the forward tilting angle of the backrest frame 10a is only the active gap, thereby limiting the forward flipping angle of the seat back and reducing the damage to the human body.

[0152] Similarly, when the backrest is adjusted to the collision design angle or the minimum comfort adjustment angle, the forward tilt angle of the backrest frame 10a is only the movable gap between the limit-guide assembly 42 and the limit cavity 61. In the event of a collision, the working principle of limiting the flipping of the backrest is the same as above, that is, the same as when the backrest frame 10 is at the second comfort adjustment angle position. At this time, the limit-guide assembly 42 contacts the inner wall of the second contour line bc of the limit cavity 61, thereby limiting the forward flipping angle of the seat back and reducing damage to the human body.

[0153] It should be noted here that since the gap is only used to prevent interference, and the main function of the second contour line bc of the present invention is to ensure that the limiting section of the limiting-guide assembly 42 is basically maintained at the collision design position (involving point b), the second comfort adjustment angle (involving segment bc) or the minimum comfort adjustment angle (involving point c), therefore, under the premise of ensuring that the limiting section of the limiting-guide assembly 42 constructed as the thickened section 42b will not interfere with the limiting cavity 61 of the matching limiting member 60 during the comfort adjustment angle adjustment process, the gap should be designed to be as small as possible.

[0154] Example 3

[0155] The difference between this embodiment and embodiment 1 is: Fig.26 In the collision energy absorbing mechanism, the guide groove 31 is provided as a fracture type or tear type energy absorbing structure 31d in the form of a plurality of spaced slots. It should be noted that the structural shape of the fracture type or tear type energy absorbing structure 31d is not limited to the shape shown in the figure. On the premise that the backrest can return to the collision design angle when it is hit, it can be any shape with energy absorbing and buffering function.

[0156] When no collision occurs, the fracture or tearing energy absorbing structure 31 d is not fractured or torn, and the lower connecting plate 30 is installed on the seat basin side plate 20 through the starting end 31 a of the guide groove 31 by means of the limiting-guiding assembly 42 . It can also be understood as follows: the guide section of the limit-guide assembly 42, which is constructed as the thickened section 42b, is located near the starting end 31a of the guide groove 31 or at the starting end 31a, and its strength can help maintain the relatively fixed rigidity between the backrest and the seat cushion; when a collision occurs, the adjuster 70 is fixed and does not rotate. At this time, the rotation center of the backrest frame 10a is transformed from the adjuster 70 to the fastening screw 41 (the aforementioned pivot member), and the backrest side plate 10 and the lower connecting plate 30 and the matching limit member 60 can be flipped as a whole with the fastening screw 41 as the axis, and the guide section of the limit-guide assembly 42, which is constructed as the thickened section 42b, slides relative to the guide groove 31, and the fracture-type or tear-type energy absorption structure 31d collides with the limit-guide assembly 42 and breaks or tears until the first contour line ab or the second contour line bc of the limit cavity 61 collides with the limit-guide assembly 42, and the backrest stops flipping.

[0157] The rest of the structure of this embodiment is the same as that of Embodiment 1.

[0158] Example 4

[0159] The difference between this embodiment and embodiment 1 is: Figures 27 to 30 , this embodiment also has a second locking-triggering mechanism for locking the lower connecting plate 30 when no collision occurs and releasing the lower connecting plate 30 when a collision occurs. The second locking-triggering mechanism can be constructed as a gunpowder triggering mechanism 80, and the gunpowder triggering mechanism 80 is arranged on the seat basin side plate 20. When the vehicle is in normal use, since the gunpowder triggering mechanism 80 of this embodiment simultaneously connects the seat basin side plate 20 and the lower connecting plate 30, the connection strength between the seat basin side plate 20 and the lower connecting plate 30 is increased when they are relatively fixed at different angles through comfort adjustment. In another embodiment, the second locking-triggering mechanism can also be constructed as an electric triggering mechanism, that is, the gunpowder triggering mechanism 80 can also be replaced by an electric triggering mechanism.

[0160] In the factory state, the unlocking rod 81 in the gunpowder trigger mechanism 80 enters the guide groove 31 and is located at the terminal end 31c of the guide groove 31; in normal use or when the unlocking condition is not met, the limit-guide assembly 42 and the unlocking rod 81 of the gunpowder trigger mechanism 80 are respectively inserted at the two opposite ends of the guide groove 31 (i.e., the starting end 31a and the terminal end 31c), so that the lower connecting plate 30 is locked relative to the seat basin side plate 20 and cannot pivot around the fastening screw 41. When the vehicle has a front collision and meets the unlocking condition, the unlocking rod 81 is withdrawn from the terminal end 21b of the guide groove 31. At this time, the lower connecting plate 30 can pivot relative to the seat basin side plate 20 around the fastening screw 41, thereby releasing the locking state of the lower connecting plate 30 relative to the seat basin side plate 20. As a result, the lower connecting plate 30 can pivot forward relative to the seat basin side plate 20 around the fastening screw 41.

[0161] When the vehicle collides, the gunpowder trigger mechanism 80 ignites the gunpowder through an electrical signal from the ECU (electronic control unit), driving the unlocking rod 81 in the gunpowder trigger mechanism 80 to exit the guide groove 31, and then the backrest reset function is realized as described in Example 1.

[0162] Since the second locking-triggering mechanism constructed as a gunpowder triggering mechanism 80 is provided, the arrangement position of the matching limit member 60 is changed compared with the first embodiment.

[0163] Special References Fig.28 In order to reduce the space occupied outside the seat, the gunpowder trigger mechanism 80 of this embodiment is arranged on the side of the seat basin side panel 20 facing the middle of the seat, and the lower connecting plate 30 is arranged between the gunpowder trigger mechanism 80 and the seat basin side panel 20, so that when the body of the gunpowder trigger mechanism 80 is fixedly connected to the seat basin side panel 20, the unlocking rod 81 of the gunpowder trigger mechanism 80 can extend into the terminal end 31c of the guide groove 31 to strengthen the fixed connection between the lower connecting plate 30 and the seat basin side panel 20.

[0164] Special References Fig.29 and Fig.30 In order to avoid the gunpowder trigger mechanism 80, the matching limiter 60 of this embodiment is arranged on the side of the seat pan side plate 20 facing the outside of the seat. The matching limiter 60 is added with a handle 62. The handle 62, especially its free end, is fixed to the backrest side plate 10 by welding, riveting, fasteners, bonding, or other methods known to those skilled in the art. A space for avoiding components such as the lower connecting plate 30 is reserved between the main part of the handle 62 and the backrest side plate 10. In addition, the free end of the handle 62 can also be fixedly connected to the movable plate of the recliner in the above-mentioned connection method.

[0165] In this embodiment, the middle part of the limit-guide assembly 42 is fixedly connected to the seat basin side plate 20, and the limit-guide assembly 42 is arranged so that the limit section and the guide section are respectively located on both sides of the seat basin side plate for respectively engaging with the limit cavity and the guide groove of the matching limit member. Here, the limit section and the guide section can be respectively constructed as thickened sections or sleeved with thickened sleeves. In this case, when the limit-guide assembly 42 adopts a separate implementation scheme, the limit member and the guide member can be respectively fixed at different positions of the seat basin side plate when viewed from the side as needed.

[0166] The rest of this embodiment is the same as Embodiment 1.

[0167] Example 5

[0168] The difference between this embodiment and embodiment 4 is: Figure 31 to Figure 33 In this embodiment, a locking energy absorbing sheet 50 is added to the lower connecting plate 30, and the structure of the locking energy absorbing sheet 50 is the same as that of the locking energy absorbing sheet 50 in Embodiment 2. Before the collision, the locking energy absorbing sheet 50 is not broken, and the limit-guide assembly 42 is fixed to the top of the guide groove 31, and its strength can help maintain the relatively fixed rigidity between the backrest and the seat cushion; when a collision occurs, the recliner 70 is fixed and does not rotate, the locking energy absorbing sheet 50 breaks from the tearing point 50c, and the limit-guide assembly 42 slides relatively in the guide groove 31. At this time, the rotation center of the backrest frame 10a is changed from the recliner 70 to the fastening screw 41 (the aforementioned pivot member), and the backrest side plate 10 and the lower connecting plate 30 can be turned over as a whole with the fastening screw 41 as the axis.

[0169] In addition, a breaking or tearing energy absorbing structure 31d is provided in the guide groove 31. Before the collision, the locking energy absorbing sheet 50 basically fixes the thickened section 42b of the limit-guide assembly 42 near the starting end 31a of the guide groove 31 or at the starting end 31a, and its strength can help maintain the relatively fixed rigidity between the backrest and the seat cushion; when the collision occurs, the recliner 70 is fixed and does not rotate, the locking energy absorbing sheet 50 breaks, and the thickened section 42b of the limit-guide assembly 42 slides relatively in the guide groove 31. At this time, the rotation center of the backrest frame 10a is changed from the recliner 70 to the fastening screw 41 (the aforementioned pivot member), and the backrest side plate 10 and the lower connecting plate 30 can be turned over as a whole with the fastening screw 41 as the axis. During this process, the fracture or tearing energy absorbing structure 31d collides with the limiting and guiding assembly 42 and breaks, until the first contour line ab or the second contour line bc of the limiting cavity 61 collides with the limiting and guiding assembly 42, and the backrest stops flipping.

[0170] The rest of this embodiment is the same as Embodiment 4.

[0171] A seat disclosed in the present invention comprises the backrest resetting mechanism of the above-mentioned embodiments 1 to 5.

[0172] Finally, it should be pointed out that in the present disclosure, the limit screw is only an exemplary embodiment of the limit-guide assembly 42. The threaded section of the limit screw is mainly convenient for fixed connection with the seat basin side plate, and is also more convenient in disassembly. In addition, the threaded structure is also more convenient for sleeve-mounting the thickened structure. In another embodiment, the limit-guide assembly 42 may not have threads, but is fixed to the seat basin side plate by welding. In this case, the limit-guide assembly 42 can be constructed as a rod-shaped member or a pin-shaped member. In addition, it should be noted that in the present disclosure, the reason for using the thickened section is that it is necessary to set a limit section for cooperating with the matching limit member 60 on the limit-guide assembly 42 constructed as a limit screw, and these cooperations may not be very favorable in the case of threads, so it is necessary to introduce a thickened section (or a thickened sleeve) to allow the introduction of other structures, such as a smooth structure. In addition, when the guide section cooperating with the guide groove 31 is also a thickened section, a more targeted cooperation between the guide section and the guide groove 31 can also be achieved, thereby achieving a better energy absorption effect. If a rod-shaped member or a pin-shaped member is used as the position-limiting guide assembly or the position-limiting member, since the surface of the position-limiting guide assembly or the position-limiting member may be smooth, in this case, the position-limiting section on the rod-shaped member or the pin-shaped member that is matched with the matching position-limiting member 60 may not adopt a thickened structure. In addition, the guide section that is matched with the guide groove 31 may also not adopt a thickened structure. That is, the entire rod-shaped member or the pin-shaped member may adopt a uniform diameter.

[0173] In addition, it should be pointed out that the diameters of the thickened section 42b in this article are consistent at the limiting section and the guiding section. In other embodiments, it can also be imagined that, depending on the different structures of the limiting cavity 61 of the guide groove 31 and the matching limiting member 60, the limiting section and the guiding section may also have different structures or sizes from each other, that is, the thickened section 42b may have other forms of structures or sizes. Therefore, the thickened section 42b described above is only an exemplary embodiment. Depending on the actual application, the thickened section 42b for the limiting section and the guiding section may have different structural forms. In addition, as described above, in some embodiments, the limiting section and the guiding section of the limiting member may not be provided with a thickened section. In other words, the limiting section and the limiting section may adopt other structural forms other than the thickened section 42b disclosed in the present invention.

Claims

1. A backrest resetting mechanism, comprising: A seat basin side panel, which is arranged on the side of the seat cushion frame; A backrest side panel, which is arranged on the side of the backrest frame; The backrest side panel can be flipped relative to the seat basin side panel between a maximum comfort adjustment angle and a minimum comfort adjustment angle; It is characterized by further comprising: A lower connecting plate, on which the backrest side plates are pivotally mounted; the lower connecting plate is pivotally mounted on the seat basin side plates via a pivot member; A limiting member, the limiting member being fixed to the side plate of the seat basin; A matching limiting member, wherein the matching limiting member is fixedly arranged relative to the backrest side plate, and a limiting cavity is provided in the matching limiting member; Wherein, the limiting member passes through the matching limiting member and is located in the limiting cavity with a limiting section; A collision design angle for a collision situation is provided between the maximum comfort adjustment angle and the minimum comfort adjustment angle, a first comfort adjustment angle is provided between the maximum comfort adjustment angle and the collision design angle, and a second comfort adjustment angle is provided between the collision design angle and the minimum comfort adjustment angle. The limiting cavity of the limiting member and the matching limiting member is designed so that In the event of a collision, when the backrest side panel is at the maximum comfort adjustment angle or the first comfort adjustment angle relative to the seat basin side panel, the backrest side panel can be reset to the collision design position, wherein the backrest side panel can drive the lower connecting plate and the matching limiting member to flip around the pivot member until the inner wall of the limiting cavity contacts the limiting member, so that the backrest side panel moves to the collision design angle and stops flipping, or When the backrest side panel is at a design angle, a first comfort adjustment angle or a minimum comfort adjustment angle relative to the seat basin side panel, the backrest side panel is maintained at the design angle, the first comfort adjustment angle or the minimum comfort adjustment angle.

2. The backrest resetting mechanism according to claim 1, characterized in that: The backrest side plates are pivotally mounted on the lower connecting plate via a recliner, the lower connecting plate is fixedly connected to a fixed plate of the recliner, and the backrest side plates are fixedly connected to a movable plate of the recliner.

3. The backrest resetting mechanism according to claim 1, characterized in that: The matching limiting member is fixed on the side plate of the backrest or on the movable plate of the recliner.

4. The backrest resetting mechanism according to claim 1, characterized in that: The backrest resetting mechanism comprises a guide groove provided in the lower connecting plate and a guide member fixedly connected to the seat basin side plate, the guide member passes through the guide groove and can move in the guide groove with a guide section; and / or The guide groove comprises a starting end, a guide section and a terminal end which are arranged in sequence; when no collision occurs, the guide member is located at the starting end; when a collision occurs, during the pivoting of the lower connecting plate around the pivot member, the guide member slides relatively in the guide groove to the guide section or the terminal end, and a guide groove energy absorbing structure for absorbing collision energy is arranged at the guide section and / or the terminal end; and / or The guide groove energy absorbing structure comprises at least one fracture type or tear type energy absorbing structure which can separate the guide groove by colliding with the guide section of the guide member and absorbing energy by fracture or tearing when a collision occurs; and / or The guide groove energy absorbing structure includes an extrusion type energy absorbing structure. The size of the guide section and the size of the extrusion type energy absorbing structure are designed so that when a collision occurs, extrusion can occur between the guide section and the extrusion type energy absorbing structure to absorb the collision energy. The extrusion type energy absorbing structure is arranged at the guide section, wherein: - The groove width of the extruded energy absorbing structure is smaller than the groove width or groove diameter of the starting end; and / or - the groove width of the extruded energy absorbing structure decreases from the starting end side to the ending end side, especially gradually decreases; and / or The guide section is configured as a thickened section; or the guide member is provided with a thickened sleeve for thickening at the position of the guide section to thereby form the guide section, wherein the size of the thickened section or the thickened sleeve at the guide section and the size of the extrusion type energy absorbing structure are designed so that when a collision occurs, extrusion can occur between the guide section and the extrusion type energy absorbing structure to absorb the collision energy; and / or The limiting section is constructed as an additional thickened section; or the limiting member is provided with an additional thickened sleeve for thickening at the position of the limiting section, thereby forming the limiting section; and / or The backrest reset mechanism includes a locking energy absorbing sheet as a first locking-trigger mechanism for locking the lower connecting plate when no collision occurs and releasing the lower connecting plate when a collision occurs, the locking energy absorbing sheet includes a positioning portion fixedly connected to the periphery of the guide groove and an annular portion sleeved on the periphery of the guide section of the guide member, the positioning portion and the annular portion are connected by providing at least one breaking-connecting portion, wherein the at least one breaking-connecting portion is configured to break when a collision occurs to release the lower connecting plate and absorb the collision energy.

5. The backrest resetting mechanism according to claim 1, characterized in that: The backrest resetting mechanism comprises a second locking-triggering mechanism for locking the lower connecting plate when no collision occurs and releasing the lower connecting plate when a collision occurs, the second locking-triggering mechanism comprising a body; a triggering rod is arranged on the body, which is kept extending through the lower connecting plate when no collision occurs and can be retracted away from the lower connecting plate after a collision occurs; the body is fixedly connected to the seat basin side plate, and the triggering rod is extended through the lower connecting plate when no collision occurs, so that the lower connecting plate and the seat basin side plate remain fixedly connected; and / or The limiting cavity is formed by sequentially connecting and enclosing a first contour line, a second contour line, a third contour line, and a fourth contour line, wherein the fourth contour line is located between the third contour line and the first contour line, and The first contour line and the second contour line are related to the movement restriction of the limiting member by the limiting cavity during a collision; The third contour line is related to the tilting movement of the backrest side panel relative to the seat pan side panel when there is no collision; The fourth contour line is related to the relative movement of the stopper relative to the stop cavity during a collision when the backrest side panel is at a maximum comfort adjustment angle relative to the seat pan side panel; and / or The third contour line is distributed laterally on the top of the limiting cavity, and the fourth contour line is distributed vertically on the side of the limiting cavity; and / or The first contour line and the second contour line are connected to form a continuous contour line, and the connection portion between the first contour line and the second contour line protrudes beyond the remaining portion of the first contour line and the remaining portion of the second contour line; and / or There are smooth transition connections at the transition points between the contour lines; and / or The shapes of the first contour line, the second contour line, the third contour line and the fourth contour line are respectively obtained through the following motion analysis simulation, wherein the backrest side panel can move relative to the seat basin side panel in a non-collision motion state and a collision motion state in the motion analysis simulation, in which the backrest side panel is only flipped relative to the seat basin side panel in the non-collision motion state, and in the collision motion state, the backrest side panel is flipped together with the lower connecting plate around the pivot member: - When the backrest side panel is at the maximum comfort adjustment angle relative to the seat basin side panel, the backrest side panel together with the lower connecting plate is flipped around the pivot member to the collision design angle in the collision motion state, and the trajectory of the center of the limiting section of the limiting member in the matching limiting member forms a first contour center line; - In a non-collision motion state, the backrest side panel is flipped relative to the seat basin side panel from the maximum comfort adjustment angle to a different first comfort adjustment angle, and the trajectory of the limiting section center of the limiting member in the matching limiting member forms the first comfort adjustment angle of the third contour center line - the contour center line section; when the backrest side panel is at a different first comfort adjustment angle relative to the seat basin side panel, the backrest side panel together with the lower connecting plate is flipped around the pivot member to the collision design angle in a collision motion state, and the limiting section center of the limiting member for different first comfort adjustment angles in the collision motion state forms the first contour center line for the collision motion state together with the corresponding multiple position points in the matching limiting member when flipping to the collision design angle; - In a non-collision motion state, the backrest side panel is flipped relative to the seat pan side panel from the collision design position to a different second comfort adjustment angle or a minimum comfort adjustment angle, and the trajectory of the center of the limiting section of the limiting member in the matching limiting member forms a second comfort adjustment angle-contour center line section of the third contour center line; in a collision motion state, the backrest side panel is maintained at the design angle, the first comfort adjustment angle or the minimum comfort adjustment angle, so the second comfort adjustment angle-contour center line section of the third contour center line simultaneously constitutes a second contour center line for the collision motion state; Wherein, the first comfort adjustment angle-contour midline section and the second comfort adjustment angle-contour midline section of the third contour midline jointly form the third contour midline; The center of the limiting section of the limiting member moves along the first contour center line, the second contour center line, the third contour center line and the fourth contour center line, and the outermost closed contour line of the shape structure generated by the outer contour of the limiting section during the movement forms the corresponding first contour line, the second contour line, the third contour line and the fourth contour line; and / or The actual second contour line and the third contour line are offset outwardly relative to the second contour line and the third contour line obtained by motion analysis simulation, so as to reserve a first movable gap for avoiding interference between the stopper and the mating stopper when the backrest side panel is flipped relative to the seat basin side panel in the absence of a collision; The actual fourth relative to the fourth contour line obtained by motion analysis simulation is offset outwardly to reserve a second movable gap for avoiding interference between the limiting member and the matching limiting member when the backrest side panel together with the lower connecting plate flips around the pivot member during a collision; and / or The shape of each contour line of the limiting cavity is determined according to the difference between the maximum comfort adjustment angle and the minimum comfort adjustment angle of the backrest frame and the difference between the maximum comfort adjustment angle and the collision design angle; and / or The first contour line, the second contour line, the third contour line and the fourth contour line are configured such that When the backrest side panel is at the maximum comfort adjustment angle relative to the seat basin side panel and collides, the matching limiting member moves in such a way that the limiting member moves relative to the limiting cavity from the third contour line along the fourth contour line toward the first contour line until the first contour line conflicts with the limiting section of the limiting member, so that the backrest side panel moves to the collision design angle and stops flipping; When the backrest side panel is located at the first comfort adjustment angle relative to the seat basin side panel and collides, the matching limiting member moves in such a way that the limiting member moves relative to the limiting cavity from the third contour line toward the first contour line until the first contour line conflicts with the limiting section of the limiting member, so that the backrest side panel moves to the collision design angle and stops flipping; When the backrest side panel is located at the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle relative to the seat basin side panel and collides, the second contour line directly conflicts with the limiting section of the limiting member to keep the backrest side panel at the collision design angle, the second comfort adjustment angle or the minimum comfort adjustment angle; When the backrest side panel is flipped between the maximum comfort adjustment angle and the minimum comfort adjustment angle relative to the seat pan side panel without a collision, the matching limit member moves such that the limit member moves relative to the limit cavity along the third contour line.

6. The backrest resetting mechanism according to claim 4, characterized in that: The limiting element and the guiding element are constructed in one piece and form a limiting and guiding assembly, which includes the limiting section and the guiding section.

7. The backrest resetting mechanism according to claim 1, characterized in that: The surface of the limiting section is configured to be smooth.

8. A seat, characterized in that: The seat comprises the backrest resetting mechanism according to any one of claims 1 to 7.

9. The seat according to claim 8, characterized in that The matching limiter of the backrest resetting mechanism is arranged on the side of the seat basin side plate facing the middle of the seat, and the lower connecting plate of the backrest resetting mechanism is arranged between the matching limiter and the seat basin side plate; and / or The matching stopper is fixedly arranged relative to the backrest side plate at the bottom of the backrest side plate of the backrest resetting mechanism; and / or The limiting member and the guiding member are separately constructed, and the separately constructed limiting member and the guiding member extend through the guiding groove of the lower connecting plate respectively; or The stopper and the guide are constructed in one piece and form a stopper-guide assembly, which is guided through the guide groove of the lower connecting plate; and / or The body of the second locking-triggering mechanism of the backrest reset mechanism is arranged on the side of the seat basin side plate facing the middle of the seat, and the lower connecting plate of the backrest reset mechanism is arranged between the body and the seat basin side plate; the matching limiting member of the backrest reset mechanism is arranged on the side of the seat basin side plate facing the outside of the seat; and / or The matching stopper is provided with a handle, the free end of the handle is fixedly connected to the backrest side plate or the movable plate of the recliner at the handle connection point, and an escape space for escaping the lower connecting plate is provided between the main body of the handle and the backrest side plate; and / or The limiting member and the guiding member are constructed separately, and the limiting member and the guiding member of the separate structures extend outwards from the side surface of the seat basin side plate respectively; or The limiting member and the guiding member are constructed in one piece and form a limiting-guiding assembly, which is arranged so that the limiting section and the guiding section are respectively located on both sides of the seat basin side plate and are used to respectively engage with the limiting cavity and the guiding groove of the matching limiting member; and / or The backrest resetting mechanisms are symmetrically arranged on both sides of the seat.

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