Vehicle seat collision energy absorption device, vehicle seat assembly and vehicle

Abstract

The invention discloses a vehicle seat collision energy absorption device, a vehicle seat assembly and a vehicle. The vehicle seat collision energy absorption device is used for controlling the pitching speed of a vehicle seat during collision. The vehicle seat collision energy absorption device comprises a rotating rod and a control mechanism, the control mechanism releases the first end of the rotating rod to allow the rotating rod to rotate along with pitching of a vehicle seat, and the control mechanism locks the first end of the rotating rod to allow the second end of the rotating rod to twist relative to the first end of the rotating rod along with pitching of the vehicle seat; wherein the control mechanism comprises a guide piece, a clamping piece and a first execution piece; the guide piece is provided with a center hole and a guide groove, the guide groove is located in the peripheral side of the center hole and provided with a guide groove opening communicating with the center hole, and the first end of the rotating rod is inserted into the center hole. The clamping piece is contained in the guide groove and located on the peripheral side of the guide groove opening so as to release the first end of the rotating rod. The first execution piece drives the clamping piece to protrude from the guide groove opening under the guiding effect of the guide groove so as to lock the first end of the rotating rod.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle collision safety, and particularly relates to a vehicle seat collision energy absorption device, a vehicle seat assembly, and a vehicle. Background Art

[0002] A vehicle seat can recline its posture so that an occupant can sit in a lying position. When a vehicle collides, the vehicle seat needs to pitch forward to return the occupant to a sitting position in order to reduce the injury to the occupant. The pitching speed of the vehicle seat should be controlled, and an excessive pitching speed should be avoided to reduce the injury to the occupant. Summary of the Invention

[0003] The purpose of the present invention is to provide a vehicle seat collision energy absorption device, a vehicle seat assembly, and a vehicle, which are used to control the pitching speed of the vehicle seat during a collision.

[0004] In a first aspect, the present invention provides a vehicle seat collision energy absorption device. According to an embodiment of the present invention, the vehicle seat collision energy absorption device includes a rotating rod and a control mechanism. The control mechanism releases the first end of the rotating rod to allow the rotating rod to rotate as the vehicle seat pitches. The control mechanism locks the first end of the rotating rod to allow the second end of the rotating rod to twist relative to the first end of the rotating rod as the vehicle seat pitches. Wherein, the control mechanism includes a guiding member, a clamping member, and a first actuator. The guiding member is provided with a central hole and a guiding groove. The guiding groove is located on the outer peripheral side of the central hole and has a guiding groove opening communicating with the central hole. The first end of the rotating rod is inserted into the central hole. The clamping member is accommodated in the guiding groove and is located on the outer peripheral side of the guiding groove opening to release the first end of the rotating rod. The first actuator drives the clamping member to protrude from the guiding groove opening under the guiding action of the guiding groove to lock the first end of the rotating rod.

[0005] In one or more embodiments, the first actuator is provided with a pushing portion, and the pushing portion is located on the circumferential side of the clamping member for circumferentially pushing the clamping member.

[0006] In one or more embodiments, the first actuator is provided with a first elastic clamping portion and a second elastic clamping portion. The first elastic clamping portion and the second elastic clamping portion are respectively located on the circumferential two sides of the clamping member, clamping the clamping member and being capable of elastic deformation to allow the guiding groove to push the clamping member toward the inner peripheral side.

[0007] In one or more embodiments, the first actuator is further provided with a pushing portion, and the pushing portion is located on one circumferential side of the clamping member for circumferentially pushing the clamping member. The pushing portion is provided with the first elastic clamping portion.

[0008] In one or more embodiments, the clamping member is a roller, and the roller is provided with teeth on its outer peripheral surface.

[0009] In one or more embodiments, the guiding groove is provided with a guiding wall on the outer peripheral side, and the guiding wall is used for pushing the clamping member inwardly toward the inner peripheral side, and the guiding groove opening on the inner peripheral side covers the guiding wall.

[0010] In one or more embodiments, the guiding wall is provided with a pushing wall, and the pushing wall extends from a large end to a small end, and the large end is located on the outer peripheral side of the small end, and the first actuator drives the clamping member to move on the pushing wall from the large end to the small end so that the pushing wall pushes the clamping member inwardly toward the inner peripheral side.

[0011] In one or more embodiments, the first actuator rotates relative to the guiding member to circumferentially drive the clamping member.

[0012] In one or more embodiments, the vehicle seat collision energy absorption device is further provided with a first gas ignition propulsion mechanism, and the first gas ignition propulsion mechanism drives the first actuator so that the first actuator drives the clamping member.

[0013] In one or more embodiments, the first gas ignition propulsion mechanism includes a first propulsion member, and the first actuator is provided with a first trigger portion, and the first propulsion member pushes the first trigger portion to drive the first actuator to rotate relative to the guiding member.

[0014] In one or more embodiments, the rotating rod is provided with a torsion bar, and the first end and the second end of the rotating rod are connected by the torsion bar.

[0015] In one or more embodiments, the rotating rod is provided with a core shaft and a bushing sleeved on the outer peripheral side of the core shaft, and an annular member is provided between the bushing and the core shaft in the radial direction; the second end of the rotating rod is anti-rotationally connected to the bushing, the first end of the rotating rod is anti-rotationally connected to the core shaft, the outer peripheral surface of the core shaft extends axially from a large end to a small end, and the large end is located on the outer peripheral side of the small end, and a material removal portion is provided on the inner peripheral surface of the annular member and abuts against the outer peripheral surface of the core shaft, and the bushing cooperates with the annular member to drive the annular member to move on the outer peripheral surface of the core shaft from the small end to the large end when the bushing and the core shaft rotate relative to each other, so that the material removal portion removes the material of the core shaft; or the second end of the rotating rod is anti-rotationally connected to the core shaft, the first end of the rotating rod is anti-rotationally connected to the bushing, the inner peripheral surface of the bushing extends axially from a large end to a small end, and the large end is located on the inner peripheral side of the small end, and a material removal portion is provided on the outer peripheral surface of the annular member and abuts against the inner peripheral surface of the bushing, and the core shaft cooperates with the annular member to drive the annular member to move on the inner peripheral surface of the bushing from the small end to the large end when the bushing and the core shaft rotate relative to each other, so that the material removal portion removes the material of the bushing.

[0016] In one or more embodiments, the inner circumferential surface of the bushing is in threaded engagement with the outer circumferential surface of the annular member to drive the annular member; or the outer circumferential surface of the mandrel is in threaded engagement with the inner circumferential surface of the annular member to drive the annular member.

[0017] In one or more embodiments, the outer circumferential surface of the mandrel is a tapered surface; or the inner circumferential surface of the bushing is a tapered surface.

[0018] In one or more embodiments, the material removal portion is an annular cutting tool, and the cutting edge of the annular cutting tool cuts to remove material.

[0019] In one or more embodiments, the rotating rod is further provided with a torsion bar. The first end of the torsion bar is anti-rotationally connected to the mandrel, and the second end of the torsion bar is anti-rotationally connected to the bushing.

[0020] In one or more embodiments, the mandrel and the bushing are provided with a central hole passage. The torsion bar is disposed in the central hole passage, and the first end of the torsion bar is splined to the mandrel, and the second end of the torsion bar is splined to the bushing.

[0021] In one or more embodiments, the control mechanism releases the first end of the rotating rod to allow the vehicle seat to pitch as the rotating rod rotates. The vehicle seat collision energy absorption device is further provided with an adjustment driving mechanism, and the adjustment driving mechanism drives the rotating rod to rotate to adjust the pitch of the vehicle seat.

[0022] In one or more embodiments, a first shaft member is disposed on the outer peripheral side of the rotating rod, and the first shaft member is connected to the second end of the rotating rod. The adjustment driving mechanism is provided with a second shaft member, and the second shaft member is coaxially connected to the first shaft member. The adjustment driving mechanism drives the second shaft member, and the first shaft member drives the rotating rod to rotate; one of the first shaft member and the second shaft member is provided with an adjustment disengagement mechanism, and the adjustment disengagement mechanism drives one of the first shaft member and the second shaft member to axially disengage from the other of the first shaft member and the second shaft member, so as to allow the second end of the rotating rod to twist relative to the first end of the rotating rod as the vehicle seat pitches.

[0023] In one or more embodiments, the first shaft member and the second shaft member are engaged by end face teeth, and the adjustment disengagement mechanism drives the end face teeth of one of the first shaft member and the second shaft member to axially disengage from the end face teeth of the other of the first shaft member and the second shaft member.

[0024] In one or more embodiments, the adjustment and detachment mechanism includes a pulling member and a second actuator. The first end of the pulling member is connected to the second actuator, and the second end of the pulling member is connected to one of the first shaft member and the second shaft member. The second actuator rotates to drive the first end of the pulling member away from the one shaft member, so that the second end of the pulling member pulls the one shaft member to axially detach from the other shaft member.

[0025] In one or more embodiments, the pulling member is a steel wire rope. The second actuator rotates to reel in the first end of the steel wire rope away from one of the first shaft member and the second shaft member, so that the second end of the steel wire rope pulls the one shaft member.

[0026] In one or more embodiments, the vehicle seat collision energy absorption device further includes a second gas ignition and propulsion mechanism, and the second gas ignition and propulsion mechanism drives the second actuator to rotate.

[0027] In one or more embodiments, the second gas ignition and propulsion mechanism includes a second propulsion member. The second actuator is provided with a second trigger portion, and the second propulsion member pushes the second trigger portion to drive the second actuator to rotate.

[0028] In one or more embodiments, the vehicle seat collision energy absorption device further includes a first gas ignition and propulsion mechanism. The first gas ignition and propulsion mechanism drives the first actuator so that the first actuator drives the clamping member. The first gas ignition and propulsion mechanism and the second gas ignition and propulsion mechanism are the same gas ignition and propulsion mechanism, and the gas ignition and propulsion mechanism drives the first actuator and the second actuator simultaneously.

[0029] In one or more embodiments, the vehicle seat collision energy absorption device further includes a first gas ignition and propulsion mechanism. The first gas ignition and propulsion mechanism includes a first propulsion member. The first actuator is provided with a first trigger portion, and the first propulsion member pushes the first trigger portion to drive the first actuator to rotate relative to the guide member. The first gas ignition and propulsion mechanism and the second gas ignition and propulsion mechanism are the same gas ignition and propulsion mechanism, the first propulsion member and the second propulsion member are the same propulsion member, and the propulsion member pushes the first trigger portion and the second trigger portion simultaneously.

[0030] In one or more embodiments, the first trigger portion is provided with an intermediate trigger portion, and the intermediate trigger portion abuts against the second trigger portion, so that when the propulsion member pushes the first trigger portion, the intermediate trigger portion pushes the second trigger portion.

[0031] In one or more embodiments, a hole member is disposed on the outer peripheral side of the rotating member. The hole member is fixedly connected to the second end of the rotating rod. The mounting hole of the hole member is inserted with the first shaft member and allows the first shaft member to rotate relative to the mounting hole.

[0032] In one or more embodiments, the adjusting and disengaging mechanism drives the first shaft member to axially disengage from the second shaft member, so as to allow the second end of the rotating rod to twist relative to the first end of the rotating rod as the vehicle seat pitches.

[0033] In a second aspect, the present invention provides a vehicle seat assembly. According to an embodiment of the present invention, the vehicle seat assembly includes a vehicle seat and the above-mentioned vehicle seat collision energy absorption device.

[0034] In a third aspect, the present invention provides a vehicle. According to an embodiment of the present invention, the vehicle includes a vehicle seat and the above-mentioned vehicle seat collision energy absorption device.

[0035] The embodiments of the present invention at least have the following beneficial effects:

[0036] The control mechanism can lock the first end of the rotating rod. The rotating rod resists the pitching of the vehicle seat. The pitching of the vehicle seat causes the rotating rod to twist. The twisting of the rotating rod absorbs the energy of the pitching of the vehicle seat, reduces the speed of the pitching of the vehicle seat, and reduces or even avoids the injury suffered by the occupant. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and other features, properties, and advantages of the present invention will become more apparent from the following description in conjunction with the drawings and embodiments, wherein:

[0038] Figure 1 is a perspective view of the vehicle seat collision energy absorption device;

[0039] Figure 2 is a perspective view of the first end of the rotating rod and the control mechanism;

[0040] Figure 3 is a perspective view of the control mechanism;

[0041] Figure 4 is a front view of the guiding member;

[0042] Figure 5 is a perspective view of the first actuator and the locking member;

[0043] Figure 6 is a perspective view of the locking member;

[0044] Figure 7 is an exploded view of the first end of the rotating rod and the control mechanism;

[0045] Figure 8Front view of the control mechanism releasing the first end of the rotating rod;

[0046] Figure 9 Front view of the control mechanism locking the first end of the rotating rod;

[0047] Figure 10 Explosion diagram of the first gas ignition propulsion mechanism (second gas ignition propulsion mechanism);

[0048] Figure 11 Partial view of the rotating rod;

[0049] Figure 12 Explosion diagram of the mandrel, annular part, bushing and torsion bar;

[0050] Figure 13 Oblique view of the annular part;

[0051] Figure 14 Partial view of the control mechanism and the rotating rod;

[0052] Figure 15 Partial cross-sectional view of the first rod and the adjustment drive mechanism;

[0053] Figure 16 Explosion diagram of the first rod and the adjustment drive mechanism;

[0054] Figure 17 Oblique view of the first shaft member and the second shaft member axially disengaged;

[0055] Figure 18 Oblique view of the cooperation of the first trigger part, the intermediate trigger part and the second trigger part;

[0056] Reference numerals:

[0057] 100 - Rotating rod;

[0058] 101 - Linkage mechanism;

[0059] 102 - First end of the rotating rod;

[0060] 103 - Second end of the rotating rod;

[0061] 104 - Torsion bar;

[0062] 105 - Mandrel;

[0063] 106 - Bushing;

[0064] 107 - Annular part;

[0065] 108 - Large end of the mandrel;

[0066] 109 - Small end of the mandrel;

[0067] 110 - Material removal part;

[0068] 111 - First central channel;

[0069] 112 - Second central channel;

[0070] 113 - First rod;

[0071] 114 - Second rod;

[0072] 200 - Control mechanism;

[0073] 201 - Guide part;

[0074] 202 - Clamping part;

[0075] 203 - First actuator;

[0076] 204 - Rivet;

[0077] 205 - Central hole;

[0078] 206 - Guide groove;

[0079] 207 - Guide groove opening;

[0080] 208 - Pushing part;

[0081] 209 - Pushing wall;

[0082] 210 - Guide wall;

[0083] 211 - Pushing wall;

[0084] 212 - Placement groove;

[0085] 213 - First elastic clamping part;

[0086] 214 - Second elastic clamping part;

[0087] 215 - Yielding groove;

[0088] 216 - First trigger part;

[0089] 217 - Large end of the pushing wall;

[0090] 218 - Small end of the pushing wall;

[0091] 219 - Intermediate trigger part;

[0092] 300 - Adjusting drive mechanism;

[0093] 301 - First shaft part;

[0094] 302 - Second shaft part;

[0095] 303 - Lead screw;

[0096] 304 - Adjusting disengagement mechanism;

[0097] 305 - End face teeth;

[0098] 306 - Pulling member;

[0099] 307 - Second actuator;

[0100] 308 - Second trigger part;

[0101] 400 - Second gas ignition propulsion mechanism;

[0102] 401 - Second propulsion member;

[0103] 402 - Second retainer;

[0104] 403 - Second ignition unit;

[0105] 404 - Second fixing bracket;

[0106] 405 - Second pipeline;

[0107] 500 - Chassis;

[0108] 600 - First gas ignition propulsion mechanism;

[0109] 601 - First propulsion member;

[0110] 602 - First retainer;

[0111] 603 - First ignition unit;

[0112] 604 - First fixing bracket;

[0113] 605 - First pipeline. Detailed implementation manners

[0114] Now, embodiments of the present invention will be described in detail, one or more examples of which are shown in the accompanying drawings. Each example is provided to explain the present invention, not to limit the present invention. In fact, it is obvious to those skilled in the art that various modifications and changes can be made to the present invention without departing from the scope or spirit of the present invention. For example, features shown or described as part of one embodiment can be used with another embodiment to produce yet another embodiment. Therefore, the present invention is intended to cover these modifications and changes that fall within the scope of the appended claims and their equivalents.

[0115] It should be noted that these and subsequent other drawings are only examples, and they are not drawn under the condition of equal proportion, and should not be used to limit the actual protection scope required by the present invention.

[0116] The terms "first", "second", etc. may be used interchangeably to distinguish one feature from another, and are not intended to indicate that the respective features must be located in the positions shown in each embodiment.

[0117] A vehicle or a vehicle seat assembly includes a vehicle seat and the following vehicle seat crash energy absorption device.

[0118] As Figure 1 shown, the vehicle seat crash energy absorption device includes a rotating rod 100. The rotating rod 100 rotates with the pitching of the vehicle seat in the free state. The rotating rod 100 can be arranged at the bottom of the vehicle seat and can be connected to the seat pan of the vehicle seat through a link mechanism 101. The pitching of the seat pan drives the rotating rod 100 to rotate through the link mechanism 101. When the backrest and the seat pan in the vehicle seat are designed to rotate together, the link mechanism 101 adjusts the overall angle of the vehicle seat by adjusting the pitching of the connected seat pan; when the backrest and the seat pan in the vehicle seat are designed to be rotatable separately (for example, in the scenario of a zero-gravity seat), the link mechanism 101 can only adjust the pitching of the seat pan. The rotating rod 100 can be an adjusting rod for the pitching of the vehicle seat, and the vehicle seat pitches as the rotating rod 100 in the free state rotates. The rotation of the rotating rod 100 can drive the seat pan of the vehicle seat to pitch through the link mechanism 101. The first end 102 and the second end 103 of the rotating rod 100 can be respectively rotatably supported on two chassis 500. The chassis 500 can support the seat pan of the vehicle seat at the bottom of the vehicle seat, and the chassis 500 can be connected to the vehicle body through a sliding mechanism to realize the front-back sliding of the vehicle seat.

[0119] As Figure 1 shown, the vehicle seat crash energy absorption device further includes a control mechanism 200. The control mechanism 200 can be arranged on the chassis 500, and the first end 102 of the rotating rod 100 can be rotatably supported on the chassis 500 through the control mechanism 200. The control mechanism 200 controls the rotation of the first end 102 of the rotating rod 100. When the control mechanism 200 releases the first end 102 of the rotating rod 100, the first end 102 of the rotating rod 100 can rotate freely, the rotating rod 100 can rotate freely, the rotating rod 100 is in the free state, the rotating rod 100 can rotate with the pitching of the vehicle seat, and the vehicle seat can pitch as the rotating rod 100 rotates. When the control mechanism 200 locks the first end 102 of the rotating rod 100, the rotation of the first end 102 of the rotating rod 100 is resisted, the rotating rod 100 is in the restricted state, as the vehicle seat pitches, the second end 103 of the rotating rod 100 rotates with the pitching of the vehicle seat, the rotation of the first end 102 of the rotating rod 100 is limited in amplitude or completely locked due to the limited rotation with the pitching of the vehicle seat, and the second end 103 of the rotating rod 100 twists relative to the first end 102 of the rotating rod 100.

[0120] In the normal state where the vehicle does not collide, the control mechanism 200 can release the first end 102 of the rotating rod 100, and the rotating rod 100 is in a free state. The operator can adjust the pitch of the vehicle seat by controlling the rotation of the rotating rod 100. In the collision state where the vehicle collides, the free rotating rod 100 cannot restrict the pitch of the vehicle seat. The vehicle seat quickly pitches forward or backward under the action of inertia, resulting in injury to the occupant. Therefore, the control mechanism 200 can lock the first end 102 of the rotating rod 100, and the rotating rod 100 is in a restricted state. The rotating rod 100 resists the pitch of the vehicle seat. The pitch of the vehicle seat twists the rotating rod 100, and the rotating rod 100 twists to absorb the energy of the vehicle seat pitch, reducing the speed of the vehicle seat pitch and reducing or even avoiding the injury suffered by the occupant. Taking the implementation scenario where the vehicle seat is a zero-gravity seat as an example, at this time, the occupant is sitting in the cabin in a lying position. In the collision state, the vehicle seat pitches forward to make the occupant return to a sitting position. The control mechanism 200 can lock the first end 102 of the rotating rod 100, and the rotating rod 100 is in a restricted state. The rotating rod 100 resists the forward pitch of the vehicle seat. The forward pitch of the vehicle seat twists the rotating rod 100, and the rotating rod 100 twists to absorb the energy of the vehicle seat forward pitch, reducing the speed of the vehicle seat forward pitch and reducing or even avoiding the injury suffered by the occupant.

[0121] As Figure 7 shown, the control mechanism 200 includes a guide member 201, a clamping member 202, and a first actuator 203. As Figure 2 , Figure 8 and Figure 9 shown, the guide member 201 can be riveted and fixed to the chassis 500 through three rivets 204. As Figures 2 to 4 , Figures 7 to 9 shown, the guide member 201 can be a disc member. The guide member 201 is provided with a central hole 205. The first end 102 of the rotating rod 100 is inserted into the central hole 205, and the guide member 201 surrounds the outer peripheral side of the first end 102 of the rotating rod 100. The central hole 205 can penetrate the guide member 201, and the first end 102 of the rotating rod 100 passes through the central hole 205 and exits from the guide member 201. As Figures 2 to 4 , Figures 7 to 9 shown, the guide member 201 is further provided with a guide groove 206. The guide groove 206 is located on the outer peripheral side of the central hole 205. The guide groove 206 is provided with a guide groove opening 207 on the inner peripheral side to communicate with the central hole 205. The three guide grooves 206 can be circumferentially and evenly distributed on the outer peripheral side of the central hole 205.

[0122] As Figure 2 , Figure 3 , Figures 7 to 9 shown, each guide groove 206 can be configured with a clamping member 202. As Figure 3 and Figure 8As shown, the card member 202 is received in the guiding groove 206, located on the outer peripheral side of the guiding groove opening 207, and does not protrude from the guiding groove 206 through the guiding groove opening 207 into the central hole 205 on the inner peripheral side. There is a radial gap from the first end 102 of the rotating rod 100 in the central hole 205, and it does not catch the first end 102 of the rotating rod 100. Thus, the control mechanism 200 normally releases the first end 102 of the rotating rod 100, so that in the normal state when the vehicle does not collide, the operator can adjust the pitch of the vehicle seat by controlling the rotation of the rotating rod 100.

[0123] The first actuator 203 causes the control mechanism 200 to Figure 8 switch from the released state shown to Figure 9 the locked state shown. The first actuator 203 drives the card member 202 to protrude from the guiding groove opening 207 into the central hole 205 on the inner peripheral side under the guiding action of the guiding groove 206, eliminating the radial gap between the card member 202 and the first end 102 of the rotating rod 100, and causing the card member 202 to catch the first end 102 of the rotating rod 100. Thus, the control mechanism 200 locks the first end 102 of the rotating rod 100 in the collision state, making the rotating rod 100 resist the pitch of the vehicle seat.

[0124] As Figure 2 、 Figure 5 、 Figures 7 to 9 shown, the first actuator 203 can be a disk member, attached to the axial side of the guiding member 201. In Figure 2 、 Figure 8 、 Figure 9 and Figure 14 only half of the structure of the first actuator 203 is shown to show the structure of the guiding member 201 on its axial side.

[0125] As Figure 3 、 Figure 5 and Figure 7As shown, the first actuator 203 may be provided with a pushing portion 208. The pushing portion 208 is located on the circumferential side of the clamping member 202. The pushing portion 208 circumferentially pushes the clamping member 202 to drive the clamping member 202. The pushing of the pushing portion 208 on the clamping member 202 is circumferential. The pushing portion 208 has little obstruction to the clamping member 202 in the radial direction, thereby allowing the clamping member 202 to move towards the inner circumferential side under the guidance of the guiding groove 206, and the structure is simple. The pushing portion 208 may extend into the guiding groove 207 from the axial side of the guiding groove 207 to push the clamping member 202 in the guiding groove 207. The pushing portion 208 may be a pushing block, and its circumferential side wall is a pushing wall 209. The pushing wall 209 circumferentially pushes the clamping member 202. The pushing wall 209 may circumferentially abut against the clamping member 202 to avoid the circumferential operating clearance between the clamping member 202 and the pushing wall 209. The first actuator 203 may rotate relative to the guiding member 201. The first actuator 203 thus drives the pushing portion 208 to rotate, and the pushing portion 208 thus circumferentially pushes the clamping member 202. The first actuator 203 may synchronously drive the three clamping members 202 so that the three clamping members 202 synchronously clamp the first end 102 of the rotating rod 100. Each clamping member 202 may be configured with a pushing portion 208, and the first actuator 203 may circumferentially distribute three pushing portions 208.

[0126] As Figure 3 , Figure 4 , Figure 8 and Figure 9 shown, the guiding groove 206 may be provided with a guiding wall 210 on the outer circumferential side. The guiding wall 210 is used to push the clamping member 202 towards the inner circumferential side. As the first actuator 203 drives the clamping member 202 to move on the guiding wall 210, the guiding wall 210 pushes the clamping member 202 towards the inner circumferential side, so that the clamping member 202 protrudes from the guiding groove opening 207 into the central hole 205 on the inner circumferential side, and the structure is simple and reliable. The guiding wall 210 may be provided with a pushing wall 211. The pushing wall 211 has a large end 217 and a small end 218. The large end 217 of the pushing wall 211 is located on the outer circumferential side of the small end 218 of the pushing wall 211. The radial accommodation space of the guiding groove 206 at the large end 217 of the pushing wall 211 is larger than the radial accommodation space of the guiding groove 206 at the small end 218 of the pushing wall 211. The pushing wall 211 extends from the large end 217 to the small end 218. The large end 217 and the small end 218 of the pushing wall 211 may be connected by the wall body of the pushing wall 211 in the circumferential direction. As the first actuator 203 drives the clamping member 202 to move from the large end 217 to the small end 218 on the pushing wall 211, the pushing wall 211 pushes the clamping member 202 towards the inner circumferential side, and the structure is simple and reliable. The pushing wall 211 may be a flat wall as shown in the figure.

[0127] As Figure 3 , Figure 4 , Figure 8 and Figure 9As shown, the guiding notch 207 on the inner peripheral side can cover the guiding wall 210 on the outer peripheral side. The central angle corresponding to the circumferential length of the guiding notch 207 is greater than or equal to the central angle corresponding to the circumferential length of the guiding wall 210. The entire circumferential length of the inner peripheral side of the guiding wall 21 is the guiding notch 207. The inner peripheral side of the guiding wall 21 is completely open, without any solid structures such as walls obstructing the movement of the locking member 202 towards the inner peripheral side, allowing the guiding wall 21 to push the locking member 202 towards the inner peripheral side, and the structure is simple and reliable.

[0128] As Figure 3 , Figure 4 , Figure 8 and Figure 9 shown, the guiding groove 206 can be provided with a placement groove 212. The placement groove 212 communicates with the large end of the guiding groove 206 and is located on the circumferentially opposite side of the small end of the guiding groove 206. The outer peripheral wall of the placement groove 212 is connected to the large end 217 of the pushing wall 211 and is located on the circumferentially opposite side of the small end 218 of the pushing wall 211. The placement groove 212 has the same radial accommodation space as the large end of the guiding groove 206. The outer peripheral wall of the placement groove 212 extends circumferentially from the large end 217 of the pushing wall 211. The placement groove 212 is used to place the locking member 202 and the pushing portion 208. The control mechanism 200 normally releases the first end 102 of the rotating rod 100. Part of the locking member 202 and the entire pushing portion 208 are accommodated in the placement groove 212, located on the outer peripheral side of the guiding notch 207, and do not protrude from the guiding groove 206 through the guiding notch 207 into the central hole 205 on the inner peripheral side, having a radial gap with the first end 102 of the rotating rod 100 in the central hole 205 and not jamming the first end 102 of the rotating rod 100.

[0129] As Figure 3 , Figure 4 , Figure 8 and Figure 9 shown, the guiding notch 207 on the inner peripheral side can cover the outer peripheral wall of the placement groove 212 on the outer peripheral side. The central angle corresponding to the circumferential length of the guiding notch 207 is greater than or equal to the central angle corresponding to the circumferential length of the outer peripheral wall of the placement groove 212. The entire circumferential length of the inner peripheral side of the outer peripheral wall of the placement groove 212 is the guiding notch 207. The inner peripheral side of the placement groove 212 is completely open, without any solid structures such as walls obstructing the movement of the locking member 202 towards the inner peripheral side, allowing the guiding wall 21 to push the locking member 202 towards the inner peripheral side, and the structure is simple and reliable.

[0130] As Figure 3 and Figure 5As shown, the first actuator 203 can be provided with a first elastic clamping portion 213 and a second elastic clamping portion 214. The first elastic clamping portion 213 is located on one circumferential side of the clamping member 202, and the second elastic clamping portion 214 is located on the other circumferential side of the clamping member 202. The first elastic clamping portion 213 and the second elastic clamping portion 214 clamp the clamping member 202, and the control mechanism 200 normally releases the first end 102 of the rotating rod 100. The clamping member 202 is not driven by the first actuator 203 and thus is not guided by the guiding groove 206 to move towards the inner circumferential side. The clamping member 202 is fixed by being clamped by the first elastic clamping portion 213 and the second elastic clamping portion 214, preventing the clamping member 202 in the guiding groove 206 from undergoing unwanted movement under external forces such as gravity rather than the driving force of the first actuator 203. For example, it prevents the clamping member 202 from moving under the action of gravity and clamping the first end 102 of the rotating rod 100. The first elastic clamping portion 213 and the second elastic clamping portion 214 can elastically deform to allow the guiding groove 206 to push the clamping member 202 towards the inner circumferential side. When the first actuator 203 drives the clamping member 202 and thus the guiding groove 206 exerts a pushing force towards the inner circumferential side on the clamping member 202, the clamping member 202 causes the first elastic clamping portion 213 and the second elastic clamping portion 214 to elastically deform, breaking through the clamping of the first elastic clamping portion 213 and the second elastic clamping portion 214 and moving towards the inner circumferential side. The first elastic clamping portion 213 and the second elastic clamping portion 214 not only fix the clamping member 202 but also allow the clamping member 202 to be driven to move towards the inner circumferential side, and the structure is simple and reliable.

[0131] As Figure 3 and Figure 5 shown, the pushing portion 208 can be provided with a first elastic clamping portion 213. The first elastic clamping portion 213 can be located on the inner circumferential side of the pushing wall 209. The pushing block of the pushing portion 208 is hollow inside and has a yielding groove 215 provided on the inner circumferential wall to weaken the strength. Thus, when the clamping member 202 is driven by the guiding groove 206 and squeezes the first elastic clamping portion 213, the first elastic clamping portion 213 elastically retracts towards the circumferential side away from the clamping member 202, allowing the clamping member 202 to move towards the inner circumferential side.

[0132] As Figure 3 and Figure 5 shown, the second elastic clamping portion 214 can extend into the guiding groove 207 from the axial side of the guiding groove 207 to cooperate with the clamping member 202 in the guiding groove 207. The second elastic clamping portion 214 can be a clamping claw, and the radial thickness is thinned at the end to weaken the strength. Thus, when the clamping member 202 is driven by the guiding groove 206 and squeezes the second elastic clamping portion 214, the second elastic clamping portion 214 elastically retracts, allowing the clamping member 202 to move towards the inner circumferential side.

[0133] As Figure 3 、 Figure 5 and Figure 6As shown, the card member 202 can be a roller. The roller is provided with teeth on its outer peripheral surface to increase the friction of the outer peripheral surface, facilitating being guided by the guide groove 206, being pushed by the pushing portion 208, being clamped by the first elastic clamping portion 213 and the second elastic clamping portion 214, and facilitating breaking through the clamping of the first elastic clamping portion 213 and the second elastic clamping portion 214.

[0134] As Figure 8 and Figure 9 shown, the vehicle seat collision energy absorption device can also be provided with a first gas ignition propulsion mechanism 600. The first gas ignition propulsion mechanism 600 drives the first actuator 203 so that the first actuator 203 drives the card member 202. The first gas ignition propulsion mechanism 600 can drive the first actuator 203 in response to a collision signal of the vehicle. The first gas ignition propulsion mechanism 600 can receive the collision signal from the control unit of the vehicle, thereby igniting, releasing gas, and propelling, and then driving the first actuator 203 to cause the control mechanism 200 to change from Figure 8 the released state shown to Figure 9 the locked state shown.

[0135] As Figures 8 to 10 shown, the first gas ignition propulsion mechanism 600 can include a first propulsion member 601. The first gas ignition propulsion mechanism 600 propels the first propulsion member 601. The first gas ignition propulsion mechanism 600 can also include a first retainer 602, a first ignition unit 603, a first fixing bracket 604, and a first pipeline 605. The first propulsion member 601 can be a piston. The first retainer 602 and the first ignition unit 603 are installed and fixed to the first pipeline 605 through the first fixing bracket 604 and are in fluid communication with the first pipeline 605. The first propulsion member 601 as the piston is arranged in the first pipeline 605. The first ignition unit 603 ignites, and the first retainer 602 quickly releases gas to push the first propulsion member 601 to move outward along the first pipeline 605. The first actuator 203 can be provided with a first trigger portion 216. The first propulsion member 601 pushes the first trigger portion 601 to drive the first actuator 203 to rotate relative to the guide member 201. The first trigger portion 216 can protrude from the first actuator 203 to the outer peripheral side and is arranged on the advancing direction side of the first propulsion member 601 to be pushed by the first propulsion member 601 to drive the first actuator 203 to rotate.

[0136] As Figure 1 、 Figure 11 and Figure 12As shown, the rotating rod 100 may be provided with a torsion bar 104. The elasticity of the torsion bar 104 enables the two ends of the torsion bar 104 to generate angular displacement under the action of torque, and the torsion bar 104 may be a torsion bar spring. The first end 102 and the second end 103 of the rotating rod 100 are connected by the torsion bar 104. The first end 102 and the second end 103 of the rotating rod 100 are respectively connected to the two ends of the torsion bar 104, so that the second end 103 of the rotating rod 100 can twist relative to the first end 102 of the rotating rod 100.

[0137] As Figure 11 and Figure 12 shown, the rotating rod 100 may also be provided with a mandrel 105 and a bushing 106. The bushing 106 is sleeved on the outer peripheral side of the mandrel 105. There is a radial gap between the inner peripheral surface of the bushing 106 and the outer peripheral surface of the mandrel 105. An annular member 107 is provided in the radial gap between the bushing 106 and the mandrel 105. The annular member 107 is located in the radial gap between the bushing 106 and the mandrel 105. In Figure 11 and Figure 14 , only half of the structures of the mandrel 105 and the bushing 106 are shown to show the annular member 107 and the torsion bar 104 therein.

[0138] Continuing to refer to Figure 11 and Figure 12 , the second end 103 of the rotating rod 100 is connected to the bushing 106 in a rotation-resistant manner. The shaft section of the second end 103 of the rotating rod 100 may be coaxially arranged on the axial side of the bushing 106 and is press-fitted with the bushing 106. The first end 102 of the rotating rod 100 is connected to the mandrel 105 in a rotation-resistant manner. The first end 102 of the rotating rod 100 may be provided by the end of the mandrel 105, and the first end 102 of the rotating rod 100 and the mandrel 105 are an integral member. The mandrel 105 extends axially from the large end 108 to the small end 109. The outer diameter of the large end 108 is greater than the outer diameter of the small end 109. The large end 108 is located on the outer peripheral side of the small end 109. The outer peripheral surface of the mandrel 105 extends axially from the large end 108 to the small end 109. Further combining Figure 13, a material removal portion 110 is provided on the inner peripheral surface of the annular member 107, and the material removal portion 110 abuts against the outer peripheral surface of the mandrel 105. The second end 103 of the rotating rod 100 is twisted relative to the first end 102 of the rotating rod 100 so that the bushing 106 rotates relative to the mandrel 105. The bushing 106 cooperates with the annular member 107 so that when the bushing 106 and the mandrel 105 rotate relative to each other, the bushing 106 drives the annular member 107 to move from the small end 109 to the large end 108 on the outer peripheral surface of the mandrel 105, and the material removal portion 110 removes the material of the mandrel 105. The rotation of the bushing 106 relative to the mandrel 105 overcomes the resistance of material removal, and the twisting of the second end 103 of the rotating rod 100 relative to the first end 102 of the rotating rod 100 overcomes the resistance of material removal, absorbs the energy of the vehicle seat pitch, reduces the speed of the vehicle seat pitch, and reduces or even avoids the injury suffered by the occupant. The more severe the collision of the vehicle, the greater the angular displacement of the vehicle seat pitch, the greater the angular displacement of the second end 103 of the rotating rod 100 relative to the first end 102 of the rotating rod 100, the greater the angular displacement of the bushing 106 relative to the mandrel 105, the greater the axial displacement of the material removal portion 110 moving from the small end 109 to the large end 108, the greater the thickness of the material removed by the material removal portion 110 at the axial position, the greater the resistance generated, the more energy of the vehicle seat pitch is absorbed, the stronger the restraint on the vehicle seat pitch, the stronger the deceleration effect on the vehicle seat pitch, and the reduction or even avoidance of the injury suffered by the occupant.

[0139] As Figure 11 shown, the inner peripheral surface of the bushing 106 and the outer peripheral surface of the annular member 107 can be threadedly engaged to drive the annular member 107. The outer peripheral surface of the annular member 107 is provided with an external thread, and the inner peripheral surface of the bushing 106 is provided with an internal thread. The bushing 106 rotates relative to the mandrel 105, so that the bushing 106 drives the annular member 107 to axially screw out or screw in, and the annular member 107 thus moves from the small end 109 to the large end 108 on the outer peripheral surface of the mandrel 105, and the structure is simple and reliable.

[0140] As Figure 11 and Figure 12 shown, the outer peripheral surface of the mandrel 105 can be a conical surface. The outer peripheral surface of the mandrel 105 has a straight profile in a cross-section passing through the central axis. As the material removal portion 110 moves axially from the small end 109 to the large end 108, the thickness of the material removed by the material removal portion 110 at the axial position increases linearly, and the resistance generated increases linearly, and the structure is simple and reliable.

[0141] Among the above-mentioned bushing 106, mandrel 105 and annular member 107, the bushing 106 drives the annular member 107 so that the inner peripheral surface of the annular member 107 removes the material from the outer peripheral surface of the mandrel 105. In another alternative embodiment, the mandrel 105 drives the annular member 107 so that the outer peripheral surface of the annular member 107 removes the material from the inner peripheral surface of the bushing 106. This alternative embodiment is not shown in the figure, but can be easily understood by referring to the above embodiment. Figures 11 to 13 It can be easily understood.

[0142] The second end 103 of the rotating rod 100 is connected to the mandrel 105 in a rotation-resistant manner. The shaft section of the second end 103 of the rotating rod 100 can be coaxially arranged on the axial side of the mandrel 105 and is press-fitted with the mandrel 105. The first end 102 of the rotating rod 100 is connected to the bushing 106 in a rotation-resistant manner. The first end 102 of the rotating rod 100 can be provided by the end of the bushing 106, and the first end 102 of the rotating rod 100 and the bushing 106 are an integral component. The bushing 106 extends axially from the large end to the small end. The inner diameter of the large end is smaller than that of the small end. The large end is located on the inner peripheral side of the small end. The inner peripheral surface of the bushing 106 extends axially from the large end to the small end. The outer peripheral surface of the annular member 107 is provided with a material removal portion 110, and the material removal portion 110 abuts against the inner peripheral surface of the bushing 106. The second end 103 of the rotating rod 100 twists relative to the first end 102 of the rotating rod 100 so that the mandrel 105 rotates relative to the bushing 106. When the mandrel 105 cooperates with the annular member 107 so that the mandrel 105 and the bushing 106 rotate relative to each other, the mandrel 105 drives the annular member 107 to move from the small end to the large end on the inner peripheral surface of the bushing 106, so that the material removal portion 110 removes the material of the bushing 106. The rotation of the mandrel 105 relative to the bushing 106 overcomes the resistance of material removal. The second end 103 of the rotating rod 100 twists relative to the first end 102 of the rotating rod 100 to overcome the resistance of material removal, absorbs the energy of the vehicle seat pitch, reduces the speed of the vehicle seat pitch, and reduces or even avoids the injury suffered by the occupant. The more severe the collision of the vehicle, the greater the angular displacement of the vehicle seat pitch, the greater the angular displacement of the second end 103 of the rotating rod 100 relative to the first end 102 of the rotating rod 100, the greater the angular displacement of the mandrel 105 relative to the bushing 106, the greater the axial displacement of the material removal portion 110 moving from the small end to the large end, the greater the thickness of the material removed by the material removal portion 110 at the axial position, the greater the resistance generated, the more energy of the vehicle seat pitch is absorbed, the stronger the containment of the vehicle seat pitch, the stronger the deceleration effect on the vehicle seat pitch, and the reduction or even avoidance of the injury suffered by the occupant.

[0143] The outer peripheral surface of the mandrel 105 and the inner peripheral surface of the annular member 107 can be threadedly engaged to drive the annular member 107. The outer peripheral surface of the mandrel 105 is provided with an external thread, and the inner peripheral surface of the annular member 107 is provided with an internal thread. The mandrel 105 rotates relative to the bushing 106, so that the mandrel 105 drives the annular member 107 to axially screw in or out. Thus, the annular member 107 moves from the small end to the large end on the inner peripheral surface of the bushing 106, and the structure is simple and reliable.

[0144] The inner peripheral surface of the bushing 106 can be a conical surface. The inner peripheral surface of the bushing 106 has a straight profile in a cross-section passing through the central axis. As the material removal portion 110 axially moves from the small end to the large end, the thickness of the material removed by the material removal portion 110 at the axial position linearly increases, and the generated resistance linearly increases, and the structure is simple and reliable.

[0145] As Figure 12 and Figure 13 shown, the material removal portion 110 can be an annular cutting tool, and the cutting edge of the annular cutting tool cuts to remove the material. In the embodiment of removing the material on the outer peripheral surface of the mandrel 105 from the inner peripheral surface of the annular member 107, the cutting edge of the annular cutting tool can be located at the angle where the inner peripheral surface of the annular member 107 is adjacent to the axial end surface, and is located at the axial end of the annular member 107 close to the large end 108 of the mandrel 105, and the cutting edge of the annular cutting tool abuts against the outer peripheral surface of the mandrel 105. In the embodiment of removing the material on the inner peripheral surface of the bushing 106 from the outer peripheral surface of the annular member 107, the cutting edge of the annular cutting tool can be located at the angle where the outer peripheral surface of the annular member 107 is adjacent to the axial end surface, and is located at the axial end of the annular member 107 close to the large end of the bushing 106, and the cutting edge of the annular cutting tool abuts against the inner peripheral surface of the bushing 106.

[0146] As Figure 11 and Figure 12 shown, the mandrel 105 and the bushing 106 can be connected by a torsion bar 104. The first end of the torsion bar 104 is anti-rotationally connected to the mandrel 105, and the second end of the torsion bar 104 is anti-rotationally connected to the bushing 106. Thus, the first end 102 and the second end 103 of the rotating rod 100 are connected by the torsion bar 104. When the rotating rod 100 is twisted, the second end and the first end of the torsion bar 104 are relatively twisted, the bushing 106 and the mandrel 105 rotate relative to each other, and the second end 103 and the first end 102 of the rotating rod 100 rotate relative to each other.

[0147] As Figure 11As shown, the mandrel 105 and the bushing 106 can be provided with central channels. The torsion bar 104 is disposed within the central channels. The first end of the torsion bar 104 is splined to the mandrel 105, and the second end of the torsion bar 104 is splined to the bushing 106. The mandrel 105 can be provided with a first central channel 111, which can be located at the center of the mandrel 105 and axially extend to the shaft section on the axial side of the mandrel 105. The bushing 106 can be provided with a second central channel 112, which can be located at the center of the shaft section on the axial side of the bushing 106, axially communicate with the central channel of the bushing 106 and axially extend. The first central channel 111 and the second central channel 112 axially communicate to form a central channel, and the torsion bar 104 can be disposed within this central channel. The first end of the torsion bar 104 is located within the first central channel 111 and is splined to the inner peripheral surface of the shaft section on the axial side of the mandrel 105. The second end of the torsion bar 104 is located within the second central channel 112 and is splined to the inner peripheral surface of the shaft section on the axial side of the bushing 106. The torsion bar 104 also axially passes through the central hole of the annular member 107. The torsion bar 104, the mandrel 105, the annular member 107, and the bushing 106 are sleeved with each other, with a compact, simple, and reliable structure.

[0148] As Figure 1 and Figure 14 shown, the axial length of the torsion mechanism composed of the torsion bar 104, the mandrel 105, the annular member 107, and the bushing 106 can be much smaller than the entire axial length of the rotating rod 100, and the axial length of the torsion mechanism is less than one-tenth of the entire axial length of the rotating rod 100. The long shaft section of the second end 103 of the rotating rod 100 can be coaxially disposed on the axial side of the bushing 106. The long shaft section of the second end 103 of the rotating rod 100 is press-fitted into the first rod 113 of the link mechanism 101 to be fixed to the first rod 113, and the bushing 106 is press-fitted into the first rod 113 to be fixed to the first rod 113, so that the second end 103 of the rotating rod 100 and the bushing 106 are fixedly connected. Only a part of the first rod 113 is shown to show the structure on its axial side. The first end 102 of the rotating rod 100 can be provided by the end of the mandrel 105, and the first end 102 of the rotating rod 100 and the mandrel 105 are an integral member.

[0149] As described above, the rotating rod 100 can be an adjustment rod for the pitch of a vehicle seat. When the control mechanism 200 releases the first end 102 of the rotating rod 100, the vehicle seat pitches as the rotating rod 100 in the free state rotates. As Figure 1As shown, the vehicle seat impact energy absorption device is further provided with an adjustment driving mechanism 300. The adjustment driving mechanism 300 drives the rotating rod 100 to rotate so as to adjust the pitch of the vehicle seat. The adjustment driving mechanism 300 can drive the first rod 113 to drive the rotating rod 100 to rotate. The first rod 113 is fixedly connected to the rotating rod 100 and protrudes from the rotating rod 100 to the outer peripheral side. The adjustment driving mechanism 300 applies a driving force to the first end of the first rod 113, thereby applying a torque to the rotating rod 100 to drive the rotating rod 100 to rotate. The link mechanism 101 can also be provided with a second rod 114. The first end of the second rod 114 can be pivotally connected to the second end of the first rod 113, and the second end of the second rod 114 can be connected to the seat pan of the vehicle seat. The adjustment driving mechanism 300 drives the first rod 113 to drive the rotating rod 100 to rotate, and further drives the second rod 114 to swing, thereby driving the pitch of the seat pan of the vehicle seat. The adjustment driving mechanism 300 can also drive the rotation of the rotating rod 100 through other transmission mechanisms, not limited to the above-mentioned link mechanism 101.

[0150] Further referring to Figure 15 and Figure 16, the adjustment drive mechanism 300 may be provided with a first shaft member 301. The first shaft member 301 is disposed on the outer peripheral side of the rotating rod 100, and the first shaft member 301 is connected to the second end 103 of the rotating rod 100. The rotating member 100 may be provided with a hole member on the outer peripheral side. The hole member is fixedly connected to the second end 103 of the rotating rod 100, and the mounting hole of the hole member is inserted with the first shaft member 301. The hole member may be provided by the first rod 113. The first shaft member 301 may be disposed at the first end of the first rod 113, and the hole of the first end of the first rod 113 is inserted, so as to connect the second end 103 of the rotating rod 100. The adjustment drive mechanism 300 may also be provided with a second shaft member 302. The second shaft member 302 is coaxially connected to the first shaft member 301. The second shaft member 302 may be coaxially disposed on the axial side of the first shaft member 301 and connected to the first shaft member 301. The adjustment drive mechanism 300 drives the second shaft member 302 and the first shaft member 301 to drive the rotating rod 100 to rotate. The adjustment drive mechanism 300 may also be provided with a lead screw 303. The lead screw 303 may be provided with a hole at the end. The second shaft member 302 may axially protrude from the shaft end of the first shaft member 301 and be inserted into the hole at the end of the lead screw 303. The lead screw 303 may be connected to a power source at the other end and thus be pushed by the power source. For example, a ball mechanism driven by a motor cooperates with the lead screw 303 to form a ball screw mechanism. The operator can drive the ball mechanism to push the lead screw 303 by operating the motor, so as to push the second shaft member 302 and the first shaft member 301, drive the first rod 113 to drive the rotating rod 100 to rotate, and further drive the second rod 114 to swing, so as to drive the pitch of the seat pan of the vehicle seat. To avoid jamming, at least one of the three sets of fits between the second shaft member 302 and the hole at the end of the lead screw 303, between the second shaft member 302 and the first shaft member 301, and between the first shaft member 301 and the hole at the first end of the first rod 113 is a relatively rotatable fit, and a rotational connection is adopted. In the illustrated embodiment, the mounting hole of the hole member may allow the first shaft member 301 to rotate relative to the mounting hole. The hole member may be provided by the first rod 113. The first shaft member 301 may be rotatably connected to the hole at the first end of the first rod 113. The first shaft member 301 is inserted into the hole at the first end of the first rod 113 with a gap, so as to allow the first shaft member 301 to rotate relative to the hole at the first end of the first rod 113. The second shaft member 302 may be connected to the hole at the end of the lead screw 303 against relative rotation. The second shaft member 302 is inserted into the hole at the end of the lead screw 303 with an interference fit to be fixed. The second shaft member 302 may be connected to the first shaft member 301 against relative rotation, as will be described later. The adjustment drive mechanism 300 may also drive the second shaft member 302 and the first shaft member 301 to drive the rotating rod 100 to rotate through other mechanisms, and is not limited to the above-mentioned lead screw 303 and first rod 113.

[0151] As described above, in the collision state where a vehicle collides, the control mechanism 200 locks the first end 102 of the rotating rod 100. The rotating rod 100 is in a restricted state. When the vehicle seat pitches, the second end 103 of the rotating rod 100 twists relative to the first end 102 of the rotating rod 100, absorbing the energy of the vehicle seat pitch, reducing the speed of the vehicle seat pitch, and reducing or even avoiding the injury suffered by the occupant. And the adjustment drive mechanism 300 connecting the second end 103 of the rotating rod 100 through the second shaft member 302 and the first shaft member 301 restricts the angular displacement of the second end 103 of the rotating rod 100, restricts the torsion of the rotating rod 100, and degrades the energy absorption and deceleration effects of the rotating rod 100 on the vehicle seat pitch. Therefore, as Figure 15 shown, one of the first shaft member 301 and the second shaft member 302 can be configured with an adjustment disengagement mechanism 304. The adjustment disengagement mechanism 304 drives this shaft member 301 / 302 to axially disengage from the other shaft member 302 / 301, disconnects the connection between the first shaft member 301 and the second shaft member 302, and releases the restriction of the adjustment drive mechanism 300 on the angular displacement of the second end 103 of the rotating rod 100, thereby allowing the second end 103 of the rotating rod 100 to twist relative to the first end 102 of the rotating rod 100 as the vehicle seat pitches, avoiding degrading the energy absorption and deceleration effects of the rotating rod 100 on the vehicle seat pitch. In the illustrated embodiment, the first shaft member 301 can be configured with an adjustment disengagement mechanism 304. The adjustment disengagement mechanism 304 drives the first shaft member 301 to axially disengage from the second shaft member 302. Compared with the interference-fitted second shaft member 302, the clearance-fitted first shaft member 301 is more easily axially driven. In another embodiment, the second shaft member 302 can also be configured with an adjustment disengagement mechanism 304. The adjustment disengagement mechanism 304 drives the second shaft member 302 to axially disengage from the first shaft member 301.

[0152] As Figure 17 shown, the first shaft member 301 and the second shaft member 302 can be meshed through end face teeth 305. The shaft end faces of the first shaft member 301 and the second shaft member 302 are respectively provided with end face teeth 305 that mesh with each other. The end face teeth 305 of the first shaft member 301 mesh with the end face teeth 305 of the second shaft member 302. The first shaft member 301 and the second shaft member 302 are thus connected in an anti-relative rotation manner, without restricting the axial disengagement of the first shaft member 301 and the second shaft member 302 and having a simple and reliable structure. The adjustment disengagement mechanism 304 drives the end face teeth 305 of one of the first shaft member 301 and the second shaft member 302 to axially disengage from the end face teeth 305 of the other of the first shaft member 301 and the second shaft member 302, thereby disconnecting the connection between the first shaft member 301 and the second shaft member 302. In the illustrated embodiment, the adjustment disengagement mechanism 304 drives the end face teeth 305 of the first shaft member 301 to axially disengage from the end face teeth 305 of the second shaft member 302.

[0153] As Figure 15 、Figure 16 and Figure 18 As shown in Figure 18 , the adjustment and detachment mechanism 304 may be provided with a pulling member 306 and a second actuator 307. The first end of the pulling member 306 is connected to the second actuator 307, and the second end of the pulling member 306 is connected to one of the first shaft member 301 and the second shaft member 302. The second actuator 307 rotates to drive the first end of the pulling member 306 away from one of the shaft members 301 / 302, so that the second end of the pulling member 306 pulls one of the shaft members 301 / 302 to axially detach from the other shaft member 302 / 301. In the illustrated embodiment, the second end of the pulling member 306 is connected to the first shaft member 301, and the second actuator 307 rotates to drive the first end of the pulling member 306 connected thereto away from the first shaft member 301, thereby driving the second end of the pulling member 306 to pull the first shaft member 301 to axially detach from the second shaft member 302. The pulling member 306 may be a link mechanism or a wire rope described later.

[0154] As Figure 15 , Figure 16 and Figure 18 shown, the pulling member 3********** rope. The first end of the wire rope is connected to the second actuator 307. The second actuator 307 may be a rotating column, and the rope sleeve at the first end of the wire rope may be sleeved on the outer peripheral side of the rotating column. The second end of the wire rope is connected to one of the shaft members 301 / 3**********nd of the wire rope may be fixed to the axial end face of the shaft member 301 / 30**********or 307 rotates, the first end of the wire rope is wound up and pulled away from the shaft member 301 / 302, driving the second end of the wire rope to pull the shaft member 301 / 302 to axially detach from the other shaft member 302 / 301. The wire rope has a simpler and more reliable structure than the link mechanism. In the illustrated embodiment, the second end of the wire rope may be connected to the first shaft member 301, and the second end of the wire rope may be fixed to the axial end face of the first shaft member 301. When the second actuator 307 rotates, the first end of the wire rope is wound up and pulled away from the first shaft member 301, driving the second end of the wire rope to pull the first shaft member 301 to axially detach from the second shaft member 302.

[0155] As Figure 15 and Figure 18 shown, the vehicle seat collision energy absorption device may also be provided with a second gas ignition and propulsion mechanism 400. The second gas ignition and propulsion mechanism 400 drives the second actuator 307 so that the second actuator 307 drives the pulling member 306. The second gas ignition and propulsion mechanism 400 may drive the second actuator 307 in response to a collision signal of the vehicle. The second gas ignition and propulsion mechanism 400 may receive a collision signal from the control unit of the vehicle, thereby igniting, releasing gas, and propelling, and further driving the second actuator 307 to cause the first shaft member 301 and the second shaft member 302 to switch from the Figure 15 connection state shown in Figure 15 to the Figure 17 detachment state shown in Figure 17 .

[0156] AsFigure 10 and Figure 18 As shown in Figure 18 , the second gas ignition propulsion mechanism 400 may include a second propulsion member 401, and the second gas ignition propulsion mechanism 400 propels the second propulsion member 401. The second gas ignition propulsion mechanism 400 may further include a second retainer 402, a second ignition unit 403, a second fixing bracket 404, and a second pipeline 405. The second propulsion member 401 may be a piston. The second retainer 402 and the second ignition unit 403 are installed and fixed to the second pipeline 405 through the second fixing bracket 404 and are in fluid communication with the second pipeline 405. The second propulsion member 401, which is a piston, is disposed within the second pipeline 405. When the second ignition unit 403 ignites, the second retainer 402 quickly releases gas to push the second propulsion member 401 to move outward along the second pipeline 405. The second actuator 307 may be provided with a second trigger portion 308, and the second propulsion member 401 pushes the second trigger portion 308 to drive the second trigger portion 308 to rotate. The second trigger portion 308 may protrude from the second actuator 307 toward the outer peripheral side and is disposed on the advancing direction side of the second propulsion member 401 to be pushed by the second propulsion member 401 to drive the second actuator 307 to rotate.

[0157] As Figure 15 and Figure 18 shown in Figure 18 , the first gas ignition propulsion mechanism 600 and the second gas ignition propulsion mechanism 400 may be the same gas ignition propulsion mechanism 600(400). While driving the first actuator 203, the gas ignition propulsion mechanism 600(400) drives the second actuator 307. In response to a collision signal of the vehicle, the gas ignition propulsion mechanism 600(400) drives the first actuator 203 to switch the control mechanism 200 from the released state shown in Figure 8 to the locked state shown in Figure 9 , so that the second end 103 of the rotating rod 100 twists relative to the first end 102 of the rotating rod 100, and at the same time drives the second actuator 307 to switch the first shaft member 301 and the second shaft member 302 from the connected state shown in Figure 15 to the disengaged state shown in Figure 17 , so as to release the restriction on the torsion of the second end 103 of the rotating rod 100 by the adjustment drive mechanism 300.

[0158] As Figure 15 and Figure 18 shown in Figure 18 , the first gas ignition propulsion mechanism 600 and the second gas ignition propulsion mechanism 400 may be the same gas ignition propulsion mechanism 600(400), the first propulsion member 601 and the second propulsion member 401 may be the same propulsion member 601(401). While pushing the first trigger portion 216, the propulsion member 601(401) pushes the second trigger portion 308. Thus, while driving the first actuator 203, the gas ignition propulsion mechanism 600(400) drives the second actuator 307. ​​​​​​​​

[0159] As Figure 18 shown, an intermediate trigger portion 219 may be provided on the first trigger portion 216. The intermediate trigger portion 219 abuts against the second trigger portion 308, so that while the advancing member 601 (401) pushes the first trigger portion 216, the intermediate trigger portion 219 pushes the second trigger portion 308. The intermediate trigger portion 219 may be a protrusion that protrudes from the end surface of the first trigger portion 216 toward the second trigger portion 308 and abuts against the second trigger portion 308. The advancing member 601 (401) pushes the first actuator 203 to rotate forward. The first actuator 203 drives the intermediate trigger portion 219 to rotate forward. The intermediate trigger portion 219 pushes the second trigger portion 308 to rotate forward. Thus, the advancing member 601 (401) simultaneously pushes the first trigger portion 216 and the second trigger portion 308.

[0160] Although the present invention is disclosed above by way of embodiments, it is not intended to limit the present invention. Any person skilled in the art can make possible changes and modifications without departing from the spirit and scope of the present invention.

Claims

1. A vehicle seat collision energy absorption device, characterized in that, It includes a rotating rod and a control mechanism. The control mechanism releases the first end of the rotating rod to allow the rotating rod to rotate as the vehicle seat pitches, and the control mechanism locks the first end of the rotating rod to allow the second end of the rotating rod to twist relative to the first end of the rotating rod as the vehicle seat pitches; Wherein, the control mechanism includes: A guide member, provided with a central hole and a guide groove. The guide groove is located on the outer peripheral side of the central hole and has a guide groove opening communicating with the central hole. The first end of the rotating rod is inserted into the central hole; A clamping member, accommodated in the guide groove, located on the outer peripheral side of the guide groove opening to release the first end of the rotating rod; and A first actuator, driving the clamping member to protrude from the guide groove opening under the guiding action of the guide groove to lock the first end of the rotating rod.

2. The vehicle seat collision energy absorption device according to claim 1, wherein: The first actuator is provided with a pushing portion, and the pushing portion is located on the circumferential side of the clamping member for circumferentially pushing the clamping member.

3. The vehicle seat collision energy absorption device according to claim 1, wherein: The first actuator is provided with a first elastic clamping portion and a second elastic clamping portion. The first elastic clamping portion and the second elastic clamping portion are respectively located on the circumferential two sides of the clamping member, clamping the clamping member and being capable of elastic deformation to allow the guide groove to push the clamping member towards the inner peripheral side.

4. The vehicle seat collision energy absorption device according to claim 3, wherein: The first actuator is further provided with a pushing portion, and the pushing portion is located on one circumferential side of the clamping member for circumferentially pushing the clamping member. The pushing portion is provided with the first elastic clamping portion.

5. The vehicle seat collision energy absorption device according to claim 1 or 3, wherein: The clamping member is a roller, and the roller is provided with teeth on its outer peripheral surface.

6. The vehicle seat collision energy absorption device according to claim 1 or 3, wherein: The guide groove is provided with a guide wall on its outer peripheral side, and the guide wall is used for pushing the clamping member towards the inner peripheral side. The guide groove opening on the inner peripheral side covers the guide wall.

7. The vehicle seat collision energy absorption device according to claim 6, wherein: The guide wall is provided with a pushing wall, and the pushing wall extends from a large end to a small end. The large end is located on the outer peripheral side of the small end. The first actuator drives the clamping member to move from the large end to the small end on the pushing wall so that the pushing wall pushes the clamping member towards the inner peripheral side.

8. The vehicle seat collision energy absorption device according to claim 1, wherein: The first actuator rotates relative to the guide member to circumferentially drive the clamping member.

9. The vehicle seat collision energy absorption device according to claim 1 or 8, wherein: The vehicle seat collision energy absorption device is further provided with a first gas ignition propulsion mechanism, and the first gas ignition propulsion mechanism drives the first actuator so that the first actuator drives the clamping member.

10. The vehicle seat collision energy absorption device according to claim 9, wherein: The first gas ignition and propulsion mechanism includes a first propulsion member. The first actuator is provided with a first trigger portion, and the first propulsion member pushes the first trigger portion to drive the first actuator to rotate relative to the guide member.

11. The vehicle seat collision energy absorption device according to claim 1, wherein: The rotating rod is provided with a torsion bar, and the first end and the second end of the rotating rod are connected by the torsion bar.

12. The vehicle seat collision energy absorption device according to claim 1, wherein: The rotating rod is provided with a mandrel and a bushing sleeved on the outer peripheral side of the mandrel. An annular member is arranged between the bushing and the mandrel in the radial direction; The second end of the rotating rod is connected to the bushing in a rotation-resistant manner, and the first end of the rotating rod is connected to the mandrel in a rotation-resistant manner. The outer peripheral surface of the mandrel extends axially from the large end to the small end, and the large end is located on the outer peripheral side of the small end. A material removal portion is arranged on the inner peripheral surface of the annular member and abuts against the outer peripheral surface of the mandrel. The bushing cooperates with the annular member to drive the annular member to move from the small end to the large end on the outer peripheral surface of the mandrel when the bushing and the mandrel rotate relative to each other, so that the material removal portion removes the material of the mandrel; or The second end of the rotating rod is connected to the mandrel in a rotation-resistant manner, and the first end of the rotating rod is connected to the bushing in a rotation-resistant manner. The inner peripheral surface of the bushing extends axially from the large end to the small end, and the large end is located on the inner peripheral side of the small end. A material removal portion is arranged on the outer peripheral surface of the annular member and abuts against the inner peripheral surface of the bushing. The mandrel cooperates with the annular member to drive the annular member to move from the small end to the large end on the inner peripheral surface of the bushing when the bushing and the mandrel rotate relative to each other, so that the material removal portion removes the material of the bushing.

13. The vehicle seat collision energy absorption device according to claim 12, wherein: The inner peripheral surface of the bushing is in threaded cooperation with the outer peripheral surface of the annular member to drive the annular member; or The outer peripheral surface of the mandrel is in threaded cooperation with the inner peripheral surface of the annular member to drive the annular member.

14. The vehicle seat collision energy absorption device according to claim 12, wherein: The outer peripheral surface of the mandrel is a conical surface; or The inner peripheral surface of the bushing is a conical surface.

15. The vehicle seat collision energy absorption device according to claim 12, wherein: The material removal portion is an annular cutting tool, and the cutting edge of the annular cutting tool cuts to remove the material.

16. The vehicle seat collision energy absorption device according to claim 12, wherein: The rotating rod is further provided with a torsion bar. The first end of the torsion bar is connected to the mandrel in a rotation-resistant manner, and the second end of the torsion bar is connected to the bushing in a rotation-resistant manner.

17. The vehicle seat collision energy absorption device according to claim 16, wherein: The mandrel and the bushing are provided with a central hole passage, the torsion bar is arranged in the central hole passage, and the first end of the torsion bar is splined to the mandrel, and the second end of the torsion bar is splined to the bushing.

18. The vehicle seat impact energy absorption device according to claim 1, wherein: The control mechanism releases the first end of the rotating rod to allow the vehicle seat to pitch as the rotating rod rotates, and the vehicle seat impact energy absorption device is further provided with an adjustment drive mechanism, and the adjustment drive mechanism drives the rotating rod to rotate to adjust the pitch of the vehicle seat.

19. The vehicle seat impact energy absorption device according to claim 18, wherein: A first shaft member is arranged on the outer peripheral side of the rotating rod, and the first shaft member is connected to the second end of the rotating rod. The adjustment drive mechanism is provided with a second shaft member, and the second shaft member is coaxially connected to the first shaft member. The adjustment drive mechanism drives the second shaft member and the first shaft member to drive the rotating rod to rotate; One of the first shaft member and the second shaft member is provided with an adjustment disengagement mechanism, and the adjustment disengagement mechanism drives one of the first shaft member and the second shaft member to axially disengage from the other of the first shaft member and the second shaft member, so as to allow the second end of the rotating rod to twist relative to the first end of the rotating rod as the vehicle seat pitches.

20. The vehicle seat impact energy absorption device according to claim 19, wherein: The first shaft member and the second shaft member are engaged by end face teeth, and the adjustment disengagement mechanism drives the end face teeth of one of the first shaft member and the second shaft member to axially disengage from the end face teeth of the other of the first shaft member and the second shaft member.

21. The vehicle seat impact energy absorption device according to claim 19, wherein: The adjustment disengagement mechanism includes a pulling member and a second actuator. The first end of the pulling member is connected to the second actuator, and the second end of the pulling member is connected to one of the first shaft member and the second shaft member. The second actuator rotates to drive the first end of the pulling member away from the one shaft member, so that the second end of the pulling member pulls the one shaft member to axially disengage from the other shaft member.

22. The vehicle seat impact energy absorption device according to claim 21, wherein: The pulling member is a steel wire rope, and the second actuator rotates to wind up the first end of the steel wire rope away from one of the first shaft member and the second shaft member, so that the second end of the steel wire rope pulls the one shaft member.

23. The vehicle seat impact energy absorption device according to claim 21, wherein: The vehicle seat impact energy absorption device is further provided with a second gas ignition propulsion mechanism, and the second gas ignition propulsion mechanism drives the second actuator to rotate.

24. The vehicle seat impact energy absorption device according to claim 23, wherein: The second gas ignition propulsion mechanism includes a second propulsion member, and the second actuator is provided with a second trigger portion. The second propulsion member pushes the second trigger portion to drive the second actuator to rotate.

25. The vehicle seat impact energy absorption device according to claim 23, wherein: The vehicle seat impact energy absorption device is further provided with a first gas ignition propulsion mechanism, and the first gas ignition propulsion mechanism drives the first actuator so that the first actuator drives the clamping member; The first gas ignition propulsion mechanism and the second gas ignition propulsion mechanism are the same gas ignition propulsion mechanism, and the gas ignition propulsion mechanism drives the second actuator while driving the first actuator.

26. The vehicle seat impact energy absorption device according to claim 24, wherein: The vehicle seat impact energy absorption device is further provided with a first gas ignition propulsion mechanism, the first gas ignition propulsion mechanism includes a first propulsion member, the first actuator is provided with a first trigger portion, and the first propulsion member pushes the first trigger portion to drive the first actuator to rotate relative to the guiding member; The first gas ignition propulsion mechanism and the second gas ignition propulsion mechanism are the same gas ignition propulsion mechanism, the first propulsion member and the second propulsion member are the same propulsion member, and the propulsion member pushes the first trigger portion while pushing the second trigger portion.

27. The vehicle seat impact energy absorption device according to claim 26, wherein: The first trigger portion is provided with an intermediate trigger portion, and the intermediate trigger portion abuts against the second trigger portion so that the intermediate trigger portion pushes the second trigger portion while the propulsion member pushes the first trigger portion.

28. The vehicle seat impact energy absorption device according to claim 19, wherein: A hole member is arranged on the outer peripheral side of the rotating member, the hole member is fixedly connected to the second end of the rotating rod, and the mounting hole of the hole member is inserted with the first shaft member and allows the first shaft member to rotate relative to the mounting hole.

29. The vehicle seat impact energy absorption device according to claim 28, wherein: The adjustment and detachment mechanism drives the first shaft member to axially detach from the second shaft member, so as to allow the second end of the rotating rod to twist relative to the first end of the rotating rod as the vehicle seat pitches.

30. A vehicle seat assembly, characterized in that It includes a vehicle seat and the vehicle seat impact energy absorption device according to any one of claims 1 to 29.

31. A vehicle, characterized in that It includes a vehicle seat and the vehicle seat impact energy absorption device according to any one of claims 1 to 29.

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