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, a friction mechanism and a control mechanism, the rotating rod and the friction mechanism are matched to form a friction pair, and the control mechanism is connected with the rotating rod and the friction mechanism to allow the rotating rod and the friction mechanism to rotate synchronously. The control mechanism disconnects the rotating rod from the friction mechanism to allow the rotating rod to frictionally rotate relative to the friction mechanism along with pitching of the vehicle seat.

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 to allow an occupant to sit in a lying position. When a vehicle collision occurs, the vehicle seat needs to pitch forward to return the occupant to a sitting position in order to reduce occupant injuries. The pitching speed of the vehicle seat should be controlled, and an excessive pitching speed should be avoided to reduce occupant injuries. 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 for controlling the pitching speed of a 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, a friction mechanism and a control mechanism. The rotating rod and the friction mechanism cooperate to form a friction pair. The control mechanism connects the rotating rod and the friction mechanism to allow the rotating rod and the friction mechanism to rotate synchronously. The control mechanism disconnects the connection between the rotating rod and the friction mechanism to allow the rotating rod to rotate relative to the friction mechanism with friction as the vehicle seat pitches.

[0005] In one or more embodiments, the control mechanism includes a shaft member and a disengaging mechanism. The shaft member is inserted into a first hole configured in the rotating rod and a second hole configured in the friction mechanism to connect the rotating rod and the friction mechanism. The disengaging mechanism drives the shaft member to move axially away from the first hole and / or the second hole to disconnect the connection between the rotating rod and the friction mechanism.

[0006] In one or more embodiments, the disengaging mechanism includes a pulling member. The pulling member is connected to the shaft member, and the pulling member pulls the shaft member to move axially away from the first hole and / or the second hole.

[0007] In one or more embodiments, the pulling member is configured with an actuator. A first end of the pulling member is connected to the actuator, and a second end of the pulling member is connected to the shaft member. The actuator rotates to drive the first end of the pulling member away from the shaft member, so that the second end of the pulling member pulls the shaft member.

[0008] In one or more embodiments, the pulling member is a steel wire rope. The actuator rotates to reel in the first end of the steel wire rope away from the shaft member, so that the second end of the steel wire rope pulls the shaft member.

[0009] In one or more embodiments, two of the friction mechanisms are respectively arranged at two ends of the rotating rod, each of the friction mechanisms is configured with one of the shaft members, each of the shaft members is configured with one of the wire ropes, and the actuator rotates to wind up the two wire ropes so that the two wire ropes respectively pull the two shaft members.

[0010] In one or more embodiments, the pulling member is a pull rod, a first end of the pull rod is connected to the shaft member, and a second end of the pull rod is driven.

[0011] In one or more embodiments, the vehicle seat collision energy absorption device is further provided with a gas ignition propulsion mechanism, and the gas ignition propulsion mechanism drives the actuator to rotate.

[0012] In one or more embodiments, the gas ignition propulsion mechanism includes a propulsion member, a trigger portion is arranged on the actuator, and the propulsion member pushes the trigger portion to drive the actuator to rotate.

[0013] In one or more embodiments, the vehicle seat collision energy absorption device is further provided with a gas ignition propulsion mechanism, and the gas ignition propulsion mechanism drives the second end of the pull rod.

[0014] In one or more embodiments, the gas ignition propulsion mechanism includes a propulsion member, and the propulsion member pushes the second end of the pull rod.

[0015] In one or more embodiments, an elastic corrugated disk is arranged on one of the rotating rod and the friction mechanism, a corrugated pressing disk is arranged on the other of the rotating rod and the friction mechanism, the elastic corrugated disk is provided with a first corrugated shaft end face having a waveform extending in the circumferential direction, the corrugated pressing disk is provided with a second corrugated shaft end face having a waveform extending in the circumferential direction, the first corrugated shaft end face presses on the second corrugated shaft end face, and the crests and troughs of the first corrugated shaft end face and the second corrugated shaft end face coincide, and the elastic corrugated disk elastically deforms to rotate frictionally relative to the corrugated pressing disk.

[0016] In one or more embodiments, the elastic corrugated disk is pressed between the two corrugated pressing disks, the elastic corrugated disk is provided with two of the first corrugated shaft end faces, and the two first corrugated shaft end faces respectively cooperate with the second corrugated shaft end faces of the two corrugated pressing disks.

[0017] In one or more embodiments, the rotating rod is provided with the elastic corrugated disk, and the friction mechanism is provided with the corrugated pressing disk.

[0018] In one or more embodiments, one of the rotating rod and the friction mechanism is provided with an external gear disk, and the other of the rotating rod and the friction mechanism is provided with an internal gear ring. The external gear disk meshes with the internal gear ring and allows the external gear disk to rotate relative to the internal gear ring with friction.

[0019] In one or more embodiments, the rotating rod is provided with the external gear disk, and the friction mechanism is provided with the internal gear ring.

[0020] In one or more embodiments, the control mechanism connects the rotating rod and the friction mechanism to allow the vehicle seat to pitch as the rotating rod and the friction mechanism rotate synchronously. The vehicle seat collision energy absorption device is further provided with an adjustment drive mechanism, and the adjustment drive mechanism drives the friction mechanism to rotate to adjust the pitch of the vehicle seat.

[0021] In one or more embodiments, the first hole member is used to connect the vehicle seat, and the rotating rod drives the first hole member to rotate to drive the vehicle seat to pitch.

[0022] In one or more embodiments, the adjustment drive mechanism drives the second hole member to drive the friction mechanism to rotate.

[0023] In one or more embodiments, the rotating rod is configured with a blocking portion, and the friction mechanism is configured with a stopping portion. The stopping portion is arranged on the rotation path of the blocking portion to prevent the blocking portion from rotating, thereby restricting the rotation angle of the rotating rod.

[0024] In one or more embodiments, the blocking portion is arranged on the first hole member, and the stopping portion is arranged on the second hole member.

[0025] 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.

[0026] 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.

[0027] The embodiments of the present invention at least have the following beneficial effects:

[0028] When the control mechanism disconnects the connection between the rotating rod and the friction mechanism, the vehicle seat pitches forward or backward under the action of inertia. The pitch of the vehicle seat drives the rotating rod to rotate relative to the friction mechanism with friction. The rotating rod rotates with friction to absorb the energy of the pitch of the vehicle seat, reduce the speed of the pitch of the vehicle seat, and reduce or even avoid the injury suffered by the occupant. Description of the Drawings

[0029] The above and other features, properties, and advantages of the present invention will become more apparent from the following description in conjunction with the accompanying drawings and embodiments, where:

[0030] Figure 1 Is an axonometric view of a vehicle seat impact energy absorption device, where the pulling member is a pull rod, and the friction pair is composed of an internal gear ring and an external gear disc;

[0031] Figure 2 Is an axonometric view of a vehicle seat impact energy absorption device, where the pulling member is a pull rod, and the friction pair is composed of an internal gear ring and an external gear disc;

[0032] Figure 3 Is an axonometric view of a vehicle seat impact energy absorption device, where the pulling member is a pull rod, and the friction pair is composed of an internal gear ring and an external gear disc;

[0033] Figure 4 Is an axonometric view of a vehicle seat impact energy absorption device, where the pulling member is a pull rod, the friction pair is composed of an internal gear ring and an external gear disc, and the shaft member is in a connected state;

[0034] Figure 5 Is a cross-sectional view of the shaft member, where the shaft member is in a connected state;

[0035] Figure 6 Is an axonometric view of a vehicle seat impact energy absorption device, where the pulling member is a pull rod, the friction pair is composed of an internal gear ring and an external gear disc, and the shaft member is in a disconnected state;

[0036] Figure 7 Is a cross-sectional view of the shaft member, where the shaft member is in a disconnected state;

[0037] Figure 8 Is an exploded view of a gas ignition propulsion mechanism for a pull rod as the pulling member;

[0038] Figure 9 Is an axonometric view of a vehicle seat impact energy absorption device, where the pulling member is a wire rope, and the friction pair is composed of an internal gear ring and an external gear disc;

[0039] Figure 10 Is an axonometric view of a vehicle seat impact energy absorption device, where the pulling member is a wire rope, the friction pair is composed of an internal gear ring and an external gear disc, and the shaft member is in a connected state;

[0040] Figure 11 Is an axonometric view of a vehicle seat impact energy absorption device, where the pulling member is a wire rope, the friction pair is composed of an internal gear ring and an external gear disc, and the shaft member is in a disconnected state;

[0041] Figure 12 Is an exploded view of a gas ignition propulsion mechanism and an actuator for a wire rope as the pulling member;

[0042] Figure 13Oblique view of the energy absorption device for vehicle seat collisions, where the pulling member is a pull rod, and the friction pair consists of an elastic corrugated disk and a corrugated pressing disk;

[0043] Figure 14 Exploded view of the elastic corrugated disk and the corrugated pressing disk;

[0044] Figure 15 Exploded view of the elastic corrugated disk and the corrugated pressing disk;

[0045] Figure 16 Oblique view of the energy absorption device for vehicle seat collisions, where the pulling member is a pull rod, and the friction pair consists of an internal gear ring and an external gear disk;

[0046] Figure 17 Exploded view of the internal gear ring and the external gear disk;

[0047] Figure 18 Cross-sectional view of the internal gear ring and the external gear disk;

[0048] Figure 19 Structural schematic diagram of the blocking part and the stop part;

[0049] Figure 20 Structural schematic diagram of the blocking part and the stop part;

[0050] Reference numerals:

[0051] 100 - Rotating rod;

[0052] 101 - Link mechanism;

[0053] 102 - External gear disk;

[0054] 103 - Elastic corrugated disk;

[0055] 104 - First waveform shaft end face;

[0056] 105 - First hole part;

[0057] 106 - First plate part;

[0058] 107 - Second rod;

[0059] 108 - Blocking part;

[0060] 200 - Control mechanism;

[0061] 201 - Shaft part;

[0062] 202 - Disengagement mechanism;

[0063] 203 - Pulling member;

[0064] 204 - Pull rod;

[0065] 205 - Executing part;

[0066] 206 - Steel wire rope;

[0067] 207 - Turntable;

[0068] 208 - Base plate;

[0069] 209 - Rope groove;

[0070] 210 - Trigger part;

[0071] 300 - Friction mechanism;

[0072] 301 - Internal gear ring;

[0073] 302 - Corrugated pressure plate;

[0074] 303 - Second waveform shaft end face;

[0075] 304 - Second hole part;

[0076] 305 - Second plate part;

[0077] 306 - Stopping part;

[0078] 400 - Adjusting drive mechanism;

[0079] 401 - Lead screw;

[0080] 500 - Gas ignition propulsion mechanism;

[0081] 501 - Propelling part;

[0082] 502 - Retainer;

[0083] 503 - Ignition unit;

[0084] 504 - Fixing bracket;

[0085] 505 - Pipe;

[0086] 506 - Bracket. Detailed implementation manners

[0087] Now, reference will be made in detail to the embodiments of the present invention, 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 will be obvious to those skilled in the art that various modifications and variations 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 yield yet another embodiment. Accordingly, the present invention is intended to cover these modifications and variations that fall within the scope of the appended claims and their equivalents.

[0088] It should be noted that these and subsequent other drawings are only for illustration purposes, and they are not drawn according to the condition of equal proportion, and should not be used to limit the actual scope of protection required by the present invention.

[0089] The terms "first", "second", etc. can be used interchangeably to distinguish one feature from another, and are not intended to indicate that each feature must be located in the position shown in the figure in each embodiment.

[0090] A vehicle or a vehicle seat assembly includes a vehicle seat and the following vehicle seat crash energy absorption device.

[0091] As Figure 1 shown, the vehicle seat crash energy absorption device includes a rotating rod 100. The rotating rod 100 rotates as the vehicle seat pitches. 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 linkage mechanism 101. The pitching of the seat pan drives the rotating rod 100 to rotate through the linkage mechanism 101. When the backrest and the seat pan in the vehicle seat are designed to rotate together, the linkage 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 linkage 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 rotates. The rotation of the rotating rod 100 can drive the seat pan of the vehicle seat to pitch through the linkage mechanism 101.

[0092] As Figure 1 shown, the vehicle seat crash energy absorption device further includes a friction mechanism 300. The rotating rod 100 and the friction mechanism 300 cooperate to form a friction pair. The rotating rod 100 can overcome the rotational resistance applied by the friction mechanism 300 under the action of an external torque and thus rotate relative to the friction mechanism 300 with friction.

[0093] As Figures 4 to 7As shown, the vehicle seat impact energy absorption device further includes a control mechanism 200. The control mechanism 200 can allow and prohibit the relative rotation of the rotating rod 100 and the friction mechanism 300. When the control mechanism 200 is in a connected state, the rotating rod 100 is in a synchronous state. The control mechanism 200 connects the rotating rod 100 and the friction mechanism 300. The rotating rod 100 and the friction mechanism 300 are connected through the control mechanism 200, thereby prohibiting the relative rotation of the rotating rod 100 and the friction mechanism 300 and allowing the rotating rod 100 and the friction mechanism 300 to rotate synchronously. When the control mechanism 200 is in a disconnected state, the rotating rod 100 is in an asynchronous state. The control mechanism 200 disconnects the rotating rod 100 and the friction mechanism 300. The rotating rod 100 and the friction mechanism 300 are not connected through the control mechanism 200, thereby allowing the rotating rod 100 to rotate with friction relative to the friction mechanism 300 as the vehicle seat pitches.

[0094] In the normal state where the vehicle does not collide, the control mechanism 200 can be in a connected state, connecting the rotating rod 100 and the friction mechanism 300. Thus, the rotating rod 100 is in a synchronous state, and the rotating rod 100 is allowed to rotate synchronously with the friction mechanism 300. The operator can adjust the pitch of the vehicle seat by controlling the synchronous rotation of the friction mechanism 300 and the rotating rod 100. In the collision state where the vehicle collides, the control mechanism 200 can be in a disconnected state, disconnecting the rotating rod 100 and the friction mechanism 300. Thus, the rotating rod 100 is in an asynchronous state. The vehicle seat pitches forward or backward under the action of inertia. The pitch drive of the vehicle seat causes the rotating rod 100 to rotate with friction relative to the friction mechanism 300. The rotating rod 100 rotates with friction to absorb the energy of the vehicle seat pitch, reduce the speed of the vehicle seat pitch, and reduce or even avoid 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 be in a disconnected state, disconnecting the rotating rod 100 and the friction mechanism 300. Thus, the rotating rod 100 is in an asynchronous state. The vehicle seat pitches forward under the action of inertia, and the rotating rod 100 rotates with friction to absorb the energy of the vehicle seat pitch forward, reduce the speed of the vehicle seat pitch forward, and reduce or even avoid the injury suffered by the occupant.

[0095] In Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 6 、 Figure 9 、 Figure 10 、 Figure 11 、 Figure 16 、 Figure 17 and Figure 18In the illustrated embodiment, the friction pair may be formed by the cooperation of the internal gear ring 301 and the external gear disc 102. One of the rotating rod 100 and the friction mechanism 300 may be provided with the external gear disc 102, and the other of the rotating rod 100 and the friction mechanism 300 may be provided with the internal gear ring 301. The external gear disc 102 meshes with the internal gear ring 301 and allows the external gear disc 102 to rotate frictionally relative to the internal gear ring 301. In the collision state of a vehicle collision, the control mechanism 200 may be in a disconnected state, so that the rotating rod 100 is in an asynchronous state. The vehicle seat pitch drives the rotating rod 100 to rotate, and the rotating rod 100 thus drives one of the internal gear ring 301 and the external gear disc 102 to rotate frictionally against the rotational resistance applied by the other, and the rotating rod 100 further rotates frictionally relative to the friction mechanism 300.

[0096] As Figure 17 shown, the rotating rod 100 may be provided with the external gear disc 102, and the friction mechanism 300 may be provided with the internal gear ring 301. The external gear disc 102 may be welded to the end of the rotating rod 100 and rotate synchronously with the rotating rod 100. In the collision state of a vehicle collision, the control mechanism 200 may be in a disconnected state, so that the rotating rod 100 is in an asynchronous state. The vehicle seat pitch drives the rotating rod 100 to rotate, and the rotating rod 100 thus drives the external gear disc 102 to rotate frictionally against the rotational resistance applied by the internal gear ring 301, and the rotating rod 100 further rotates frictionally relative to the friction mechanism 300.

[0097] As Figure 18 shown, the external gear disc 102 may be provided with arc-shaped teeth, and the tooth thickness is greater than six times the tooth height to have a smooth tooth profile so as to allow frictional rotation. The internal gear ring 301 may be provided with corresponding arc-shaped teeth, and the tooth thickness is greater than six times the tooth height to have a smooth tooth profile so as to allow frictional rotation. The external gear disc 102 and the internal gear ring 301 have a radial clearance so as to allow frictional rotation.

[0098] In Figure 13 、 Figure 14 and Figure 15In the illustrated embodiment, the friction pair can be formed by the cooperation of the elastic corrugated disk 103 and the corrugated pressure disk 302. One of the rotating rod 100 and the friction mechanism 300 can be provided with the elastic corrugated disk 103, and the other of the rotating rod 100 and the friction mechanism 300 can be provided with the corrugated pressure disk 302. The elastic corrugated disk 103 can be provided with a first corrugated shaft end face 104, the first corrugated shaft end face 104 has a waveform extending in the circumferential direction, the first corrugated shaft end face 104 has a wave crest protruding toward one side in the axial direction, and correspondingly has a wave trough recessed toward the other side in the axial direction relative to the wave crest, and the wave crest and the wave trough are alternately arranged in the circumferential direction. The corrugated pressure disk 302 can be provided with a second corrugated shaft end face 303, the second corrugated shaft end face 303 has a waveform extending in the circumferential direction, the second corrugated shaft end face 303 has a wave crest protruding toward one side in the axial direction, and correspondingly has a wave trough recessed toward the other side in the axial direction relative to the wave crest, and the wave crest and the wave trough are alternately arranged in the circumferential direction. The first corrugated shaft end face 104 presses against the second corrugated shaft end face 303, the first corrugated shaft end face 104 adheres to the second corrugated shaft end face 303, the waveform of the first corrugated shaft end face 104 coincides with the waveform of the second corrugated shaft end face 303, and the wave crest and the wave trough of the first corrugated shaft end face 104 and the second corrugated shaft end face 303 coincide. The elastic corrugated disk 103 elastically deforms to rotate frictionally relative to the corrugated pressure disk 302. In the collision state when the vehicle collides, the control mechanism 200 can be in a disconnected state, so that the rotating rod 100 is in an asynchronous state. The vehicle seat pitch drives the rotating rod 100 to rotate, and the rotating rod 100 thus drives one of the elastic corrugated disk 103 and the corrugated pressure disk 302 to rotate frictionally against the rotational resistance applied by the other, the first corrugated shaft end face 104 rotates relative to the second corrugated shaft end face 303, the first corrugated shaft end face 104 continuously elastically deforms under the limiting action of the second corrugated shaft end face 303, and the rotating rod 100 further rotates frictionally relative to the friction mechanism 300.

[0099] As Figure 15As shown, the elastic corrugated disk 103 can be pressed between two corrugated pressure disks 302. The elastic corrugated disk 103 is provided with two first corrugated shaft end faces 104, which are respectively located on both axial sides of the elastic corrugated disk 103. The two first corrugated shaft end faces 104 respectively cooperate with the second corrugated shaft end faces 303 of the two corrugated pressure disks 302. One first corrugated shaft end face 104 on one axial side of the elastic corrugated disk 103 is pressed against the second corrugated shaft end face 303 of one corrugated pressure disk 302, and one first corrugated shaft end face 104 on the other axial side of the elastic corrugated disk 103 is pressed against the second corrugated shaft end face 303 of the other corrugated pressure disk 302. The two corrugated pressure disks 302 clamp the elastic corrugated disk 103 axially. The elastic corrugated disk 103 elastically deforms to rotate with friction relative to the corrugated pressure disk 302. The elastic corrugated disk 103 rotates relative to the second corrugated shaft end face 303. The two first corrugated shaft end faces 104 on both axial sides of the elastic corrugated disk 103 continuously elastically deform under the restricting action of the two second corrugated shaft end faces 303 on both axial sides, and thus the rotating rod 100 rotates with friction relative to the friction mechanism 300. One of the rotating rod 100 and the friction mechanism 300 can be provided with an elastic corrugated disk 103, and the other of the rotating rod 100 and the friction mechanism 300 can be provided with two corrugated pressure disks 302, and the edges of the two corrugated pressure disks 302 can be welded.

[0100] As Figure 14 shown, the rotating rod 100 can be provided with an elastic corrugated disk 103, and the friction mechanism 300 can be provided with a corrugated pressure disk 302. The elastic corrugated disk 103 can be welded to the end of the rotating rod 100 and rotate synchronously with the rotating rod 100. In the collision state when the vehicle collides, the control mechanism 200 can be in a disconnected state, so that the rotating rod 100 is in an asynchronous state. The vehicle seat pitch drives the rotating rod 100 to rotate. The rotating rod 100 drives the elastic corrugated disk 103 to rotate with friction against the rotational resistance applied by the corrugated pressure disk 302. The first corrugated shaft end face 104 rotates relative to the second corrugated shaft end face 303, and the first corrugated shaft end face 104 continuously elastically deforms under the restricting action of the second corrugated shaft end face 303, and then the rotating rod 100 rotates with friction relative to the friction mechanism 300.

[0101] As Figure 1 、 Figures 4 to 7 、 Figure 11 shown, the control mechanism 200 can be provided with a shaft member 201. In Figure 4 and Figure 5In the case where the control mechanism 200 is in a connected state and the shaft member 201 is in a connected state, the shaft member 201 is inserted into the first hole member 105 configured on the rotating rod 100 and the second hole member 304 configured on the friction mechanism 300, and thus the control mechanism 200 connects the rotating rod 100 and the friction mechanism 300. The first hole member 105 may be the first plate member 106. The first plate member 106 is fixedly connected to the rotating rod 100 and rotates synchronously with the rotating rod 100. The first hole of the first plate member 106 can be inserted into the rotating rod 100 with interference fit for fixation. The second hole member 304 may be the second plate member 305. The second plate member 305 is fixedly connected to the friction mechanism 300 and rotates synchronously with the friction mechanism 300. The second plate member 305 is welded to the friction mechanism 300 for fixation. The shaft member 201 is inserted into the second hole of the first plate member 106 and the first hole of the second plate member 305. The shaft member 201 connects the first plate member 106 and the second plate member 305. Thus, the first hole member 105 and the second hole member 304 are relatively fixed, and the rotating rod 100 and the friction mechanism 300 are relatively fixed, prohibiting the relative rotation between the rotating rod 100 and the friction mechanism 300 and allowing the synchronous rotation between the rotating rod 100 and the friction mechanism 300. Thus, the rotating rod 100 is in a synchronous state. In Figure 6 and Figure 7 In the case where the control mechanism 200 is in a disconnected state and the shaft member 201 is in a disconnected state, the shaft member 201 disengages from the first hole member 105 and / or the second hole member 304. The shaft member 201 can disengage from the second hole of the first plate member 106 and / or the first hole of the second plate member 305. The shaft member 201 disconnects the connection between the first plate member 106 and the second plate member 305. The first plate member 106 and the second plate member 305 are not connected through the shaft member 201. Thus, the relative fixation between the first hole member 105 and the second hole member 304 is released, and the relative fixation between the rotating rod 100 and the friction mechanism 300 is released, allowing the rotating rod 100 to rotate with friction relative to the friction mechanism 300 as the vehicle seat pitches. Thus, the rotating rod 100 is in an asynchronous state. The first plate member 106 can protrude outward from the rotating rod 100 to the outer peripheral side, and the second plate member 305 can protrude outward from the friction mechanism 300 to the outer peripheral side. The shaft member 201 is inserted into the second hole of the first plate member 106 on the outer peripheral side of the rotating rod 100 and the first hole of the second plate member 305 on the outer peripheral side of the friction mechanism 300. As Figure 7 shown, in the disconnected state of the shaft member 201, the shaft member 201 disengages from the first hole member 105 and the second hole member 304. The shaft member 201 can disengage from the second hole of the first plate member 106 and the first hole of the second plate member 305. Thus, the shaft member 201 disconnects the connection between the first plate member 106 and the second plate member 305, and the control mechanism 200 thus disconnects the connection between the first hole member 105 and the second hole member 304.

[0102] As Figure 4 、 Figure 6 、 Figure 9 、 Figure 10 、Figure 11 As shown, the control mechanism 200 may further be provided with a disengaging mechanism 202. The disengaging mechanism 202 is used to drive the shaft member 201 to move axially away from the first hole member 105 and / or the second hole member 304, so that the shaft member 201 changes from Figure 4 and Figure 5 the connected state shown in Figure 6 and Figure 7 to the disconnected state shown in Figure 4 and Figure 5 so that the control mechanism 200 changes from Figure 6 and Figure 7 the connected state shown in to the disconnected state shown in. The disengaging mechanism 202 may be provided with a pulling member 203. The pulling member 203 is connected to the shaft member 201, and the pulling member 203 pulls the shaft member 201 to move axially away from the first hole member 105 and / or the second hole member 304.

[0103] In Figures 1 to 4 , Figure 6 , Figure 13 and Figure 16 the embodiments shown, the pulling member 203 may be a pull rod 204. As Figure 4 and Figure 6 shown, the first end of the pull rod 204 is connected to the shaft member 201, the second end of the pull rod 204 is driven, and the first end of the pull rod 204 thus drives the shaft member 201 to move axially. The first end of the pull rod 204 may be fixedly connected to the axial end face of the shaft member 201. As Figures 1 to 4 , Figure 6 , Figure 13 and Figure 16 shown, the vehicle seat collision energy absorption device may further be provided with a gas ignition propulsion mechanism 500. The gas ignition propulsion mechanism 500 drives the second end of the pull rod 204 so that the first end of the pull rod 204 drives the shaft member 201. The gas ignition propulsion mechanism 500 may drive the second end of the pull rod 204 in response to a collision signal of the vehicle. The gas ignition propulsion mechanism 500 may receive a collision signal from the control unit of the vehicle, thereby igniting, releasing gas, and propelling, and further driving the second end of the pull rod 204.

[0104] As Figure 8 shown, the gas ignition propulsion mechanism 500 may include a propulsion member 501. The gas ignition propulsion mechanism 500 propels the propulsion member 501. The gas ignition propulsion mechanism 500 may further include a retainer 502, an ignition unit 503, a fixing bracket 504, and a pipeline 505. The propulsion member 501 may be a piston. The retainer 502 and the ignition unit 503 are installed and fixed to the pipeline 505 through the fixing bracket 504 and are in fluid communication with the pipeline 505. The propulsion member 501 as a piston is disposed in the pipeline 505. The ignition unit 503 ignites, and the retainer 502 quickly releases gas to push the propulsion member 501 to move outward along the pipeline 505. As Figure 1 ,Figure 3 , Figure 8 , Figure 13 , Figure 16 As shown in Figure 16 , the gas ignition propulsion mechanism 500 may also be configured with a bracket 506. The gas ignition propulsion mechanism 500 is fixed to the rotating rod 100 through the bracket 506 and rotates synchronously with the rotating rod 100. The bracket 506 can be press-fitted on the outer peripheral surface of the rotating rod 100 for fixation. As Figure 4 and Figure 6 shown, the propulsion member 501 pushes the second end of the pull rod 204. The second end of the pull rod 204 can be fixedly connected to the propulsion member 501. The gas ignition propulsion mechanism 500 pushes the propulsion member 501 to drive the movement of the second end of the pull rod 204.

[0105] In Figures 9 to 12 the embodiment shown in Figures 9 to 12 , the pulling member 203 may be configured with an actuator 205. The first end of the pulling member 203 is connected to the actuator 205, and the second end of the pulling member 203 is connected to the shaft member 201. The actuator 205 rotates to drive the first end of the pulling member 203 away from the shaft member 201, so that the second end of the pulling member 203 pulls the shaft member 201. The actuator 205 rotates to drive the first end of the connected pulling member 203 away from the shaft member 201, thereby driving the second end of the pulling member 203 to pull the shaft member 201. The pulling member 203 can be a linkage mechanism or a steel wire rope described later.

[0106] As Figures 9 to 12 shown, the pulling member 203 can be a steel wire rope 206. The actuator 205 can be a turntable 207. The turntable 207 is rotatably arranged on the bottom plate 208. The rotating shaft of the bottom plate 208 can be inserted into the hole of the turntable 207 to allow the turntable 207 to rotate relative to the bottom plate 208. The first end of the steel wire rope 206 is connected to the turntable 207. The turntable 207 can be provided with a rope groove 209. The first end of the steel wire rope 206 is fixed in the rope groove 209. The steel wire rope 206 extends from the first end in the rope groove 209 and extends to the second end connected to the shaft member 201. The second end of the shaft member 201 can be fixedly connected to the axial end face of the shaft member 201. The turntable 207 rotates, winding up the first end of the steel wire rope 206 away from the shaft member 201, driving the second end of the steel wire rope 206 to pull the shaft member 201. The steel wire rope 206 has a simpler and more reliable structure than the linkage mechanism.

[0107] Furthermore, as Figure 9As shown, the wire rope 206 and the actuator 205 can be used to drive two shaft members 201 simultaneously. Two friction mechanisms 300 can be respectively arranged at both ends of the rotating rod 100. Each friction mechanism 300 can be configured with one shaft member 201, so there are two shaft members 201. Each shaft member 201 is configured with one wire rope 206, so there are two wire ropes 206. The first ends of the two wire ropes 206 are both connected to the actuator 205. When the actuator 205 rotates, it simultaneously winds up the first ends of the two wire ropes 206 away from the shaft members 201 they are respectively connected to, driving the second ends of the two wire ropes 206 to respectively pull the shaft members 201 they are connected to, so that the two shaft members 201 are simultaneously changed from Figure 5 and Figure 10 the connection states shown to Figure 7 and Figure 11 the disconnected connection states shown, and further the control mechanism 200 is simultaneously changed from Figure 5 and Figure 10 the connection states shown to Figure 7 and Figure 11 the disconnected connection states shown, making the state change synchronous.

[0108] As Figures 10 to 12 shown, the vehicle seat collision energy absorption device can also be provided with a gas ignition propulsion mechanism 500, and the gas ignition propulsion mechanism 500 drives the actuator 205 to rotate. The gas ignition propulsion mechanism 500 can drive the actuator 205 to rotate in response to the collision signal of the vehicle. The gas ignition propulsion mechanism 500 can receive the collision signal from the control unit of the vehicle, thereby igniting, releasing gas, and propelling, and then driving the actuator 205 to rotate. As Figure 12 shown, the gas ignition propulsion mechanism 500 can include a propulsion member 501, and the gas ignition propulsion mechanism 500 propels the propulsion member 501. The gas ignition propulsion mechanism 500 can also include a retainer 502, an ignition unit 503, a fixing bracket 504, and a pipeline 505. The propulsion member 501 can be a piston. The retainer 502 and the ignition unit 503 are installed and fixed to the pipeline 505 through the fixing bracket 504 and are in fluid communication with the pipeline 505. The propulsion member 501 as the piston is arranged in the pipeline 505. The ignition unit 503 ignites, and the retainer 502 quickly releases gas to push the propulsion member 501 to move outward along the pipeline 505. As Figure 9 shown, the gas ignition propulsion mechanism 500 can also be configured with a bracket 506. The gas ignition propulsion mechanism 500 is fixed to the rotating rod 100 through the bracket 506 and rotates synchronously with the rotating rod 100. The bracket 506 can be sleeved on the outer peripheral surface of the rotating rod 100 with an interference fit for fixation. As Figures 10 to 12As shown, the bottom plate 208 can be fixedly connected to the pipeline 505, so that the bottom plate 208 and the turntable 207 are installed on the gas ignition propulsion mechanism 500. The actuator 205 can be provided with a trigger part 210. The propulsion part 201 pushes the trigger part 210 to drive the actuator 205 to rotate. The trigger part 210 can protrude from the actuator 205 toward the outer peripheral side and is arranged on the forward direction side of the propulsion part 201 to be pushed by the propulsion part 201 to drive the actuator 205 to rotate.

[0109] As described above, the rotating rod 100 can be an adjusting rod for the pitch of the vehicle seat. In the normal state where the vehicle does not collide, the control mechanism 200 can be in a connected state, connecting the rotating rod 100 and the friction mechanism 300, so that the rotating rod 100 is in a synchronous state. The rotating rod 100 is allowed to rotate synchronously with the friction mechanism 300. The operator can adjust the pitch of the vehicle seat by controlling the synchronous rotation of the friction mechanism 300 and the rotating rod 100. As Figure 1 、 Figure 3 、 Figure 13 and Figure 16 shown, the vehicle seat collision energy absorption device can also be provided with an adjustment drive mechanism 400. The adjustment drive mechanism 400 drives the friction mechanism 300 to rotate, so as to drive the rotating rod 100 to rotate synchronously, and further adjust the pitch of the vehicle seat. As described above, in the collision state where the vehicle collides, the control mechanism 200 can be in a disconnected state, disconnecting the connection between the rotating rod 100 and the friction mechanism 300, so that the rotating rod 100 is in an asynchronous state. The vehicle seat pitches forward or backward under the action of inertia. The pitch drive rotating rod 100 of the vehicle seat rotates frictionally relative to the friction mechanism 300. The rotating rod 100 rotates frictionally to absorb the energy of the pitch of the vehicle seat, reduce the speed of the pitch of the vehicle seat, and reduce or even avoid the injury suffered by the occupant. In the collision state where the vehicle collides, the adjustment drive mechanism 400 connects the friction mechanism 300 to limit the rotation of the friction mechanism 300, so that the friction mechanism 300 remains fixed, avoiding the friction mechanism 300 being driven by the rotating rod 100 to rotate synchronously with the rotating rod 100, and ensuring that the rotating rod 100 rotates frictionally relative to the friction mechanism 300.

[0110] As Figures 1 to 4 、 Figure 6 、 Figure 13 and Figure 16As shown, the linkage mechanism 101 may include the aforementioned first hole member 105, which is used to connect the vehicle seat. The rotating rod 100 drives the first hole member 105 to rotate to drive the pitching of the vehicle seat. The linkage mechanism 101 may further be provided with a second rod 107. The first end of the second rod 107 may be pivotally connected to the first hole member 105, and the second end of the second rod 107 may be connected to the seat pan of the vehicle seat. In the normal state where the vehicle does not collide, the adjustment drive mechanism 400 may drive the friction mechanism 300 to rotate. The friction mechanism 300 drives the rotating rod 100 to rotate synchronously. The rotating rod 100 drives the first hole member 105 to rotate, and the first hole member 105 drives the second rod 107 to swing, thereby driving the pitching of the seat pan of the vehicle seat. In the collision state where the vehicle collides, the pitching of the vehicle seat drives the second rod 107 to swing. The second rod 107 drives the first hole member 105 to rotate, and the first hole member 105 drives the rotating rod 100 to rotate. The rotating rod 100 rotates relative to the friction mechanism 300 with friction. The first hole member 105 may also be connected to the vehicle seat through other transmission structures, not limited to the aforementioned second rod 107.

[0111] As Figure 1 , Figure 3 , Figure 13 and Figure 16 shown, the adjustment drive mechanism 400 may drive the second hole member 304 to drive the friction mechanism 300 to rotate. The adjustment drive mechanism 400 may be pivotally connected to the second hole member 304. In the normal state where the vehicle does not collide, the adjustment drive mechanism 400 may push the second hole member 304, thereby applying a torque to the second hole member 304 to cause the second hole member 304 to drive the friction mechanism 300 to rotate. In the collision state where the vehicle collides, the connection between the adjustment drive mechanism 400 and the second hole member 304 restricts the rotation of the second hole member 304, thereby restricting the rotation of the friction mechanism 300. The adjustment drive mechanism 400 may be provided with a lead screw 401. The lead screw 401 may be pivotally connected to the second hole member 304 at the end. The lead screw 401 may be connected to a power source and thus be pushed by the power source. For example, a ball mechanism driven by a motor cooperates with the lead screw 401 to form a ball screw mechanism. The operator may drive the ball mechanism by operating the motor to push the lead screw 401, thereby pushing the second hole member 304 to cause the second hole member 304 to drive the friction mechanism 300 to rotate. The adjustment drive mechanism 400 may also be driven by other mechanisms, not limited to the aforementioned lead screw 401.

[0112] As Figure 19 and Figure 20 ​As shown, the rotating rod 100 can be configured with a stop portion 108, and the friction mechanism 300 can be configured with a stop portion 306. The stop portion 306 is arranged on the rotation path of the stop portion 108. When the stop portion 108 rotates to the stop portion 306, the rotation of the stop portion 108 is blocked by the stop portion 306, thereby limiting the rotation angle of the rotating rod 100 rotating with friction relative to the friction mechanism 300, and further limiting the angle of the vehicle seat pitching in a collision state, so that the vehicle seat stops pitching to an angle beneficial to protecting the occupant, and preventing the vehicle seat from pitching excessively. 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 a collision state, the stop portion 306 and the stop portion 108 cooperate to limit the vehicle seat from pitching forward to a sitting position and stop. The stop portion 108 can be arranged on the first hole member 105, and the stop portion 108 can protrude from the side surface of the first hole member 105. The stop portion 306 can be arranged on the second hole member 304, and the stop portion 306 can be the edge of the second hole member 304. The rotating rod 100 rotates with friction relative to the friction mechanism 300, so that the first hole member 105 rotates relative to the second hole member 304, and the stop portion 108 rotates relative to the stop portion 306 until the stop portion 108 rotates to the stop portion 306. The stop portion 108 is resisted by the stop portion 306 and is blocked from continuing to rotate, so that the first hole member 105 stops rotating, the rotating rod 100 stops rotating, and the pitching of the vehicle seat stops.

[0113] Although the present invention is disclosed as above with 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, a friction mechanism and a control mechanism. The rotating rod and the friction mechanism cooperate to form a friction pair. The control mechanism connects the rotating rod and the friction mechanism to allow the rotating rod and the friction mechanism to rotate synchronously. The control mechanism disconnects the connection between the rotating rod and the friction mechanism to allow the rotating rod to rotate relative to the friction mechanism with friction as the vehicle seat pitches.

2. The vehicle seat collision energy absorption device according to claim 1, characterized in that The control mechanism includes: A shaft member, inserted into a first hole member configured on the rotating rod and a second hole member configured on the friction mechanism to connect the rotating rod and the friction mechanism; and A disengaging mechanism, driving the shaft member to move axially away from the first hole member and / or the second hole member to disconnect the connection between the rotating rod and the friction mechanism.

3. The vehicle seat collision energy absorption device according to claim 2, wherein: The disengaging mechanism includes a pulling member, the pulling member is connected to the shaft member, and the pulling member pulls the shaft member to move axially away from the first hole member and / or the second hole member.

4. The vehicle seat collision energy absorption device according to claim 3, wherein: The pulling member is configured with an actuator. The first end of the pulling member is connected to the actuator, and the second end of the pulling member is connected to the shaft member. The actuator rotates to drive the first end of the pulling member away from the shaft member, so that the second end of the pulling member pulls the shaft member.

5. The vehicle seat collision energy absorption device according to claim 4, wherein: The pulling member is a steel wire rope. The actuator rotates to wind up the first end of the steel wire rope away from the shaft member, so that the second end of the steel wire rope pulls the shaft member.

6. The vehicle seat collision energy absorption device according to claim 5, wherein: Two of the friction mechanisms are respectively arranged at both ends of the rotating rod. Each friction mechanism is configured with one of the shaft members, and each shaft member is configured with one of the steel wire ropes. The actuator rotates to wind up the two steel wire ropes, so that the two steel wire ropes respectively pull the two shaft members.

7. The vehicle seat collision energy absorption device according to claim 3, wherein: The pulling member is a pull rod. The first end of the pull rod is connected to the shaft member, and the second end of the pull rod is driven.

8. The vehicle seat collision energy absorption device according to claim 4, wherein: The vehicle seat collision energy absorption device is further provided with a gas ignition propulsion mechanism, and the gas ignition propulsion mechanism drives the actuator to rotate.

9. The vehicle seat collision energy absorption device according to claim 8, wherein: The gas ignition propulsion mechanism includes a propulsion member. The actuator is provided with a trigger portion, and the propulsion member pushes the trigger portion to drive the actuator to rotate.

10. The vehicle seat collision energy absorption device according to claim 7, wherein: The vehicle seat collision energy absorption device is further provided with a gas ignition propulsion mechanism, and the gas ignition propulsion mechanism drives the second end of the pull rod.

11. The vehicle seat collision energy absorption device according to claim 10, wherein: The gas ignition propulsion mechanism includes a propulsion member, and the propulsion member pushes the second end of the pull rod.

12. The vehicle seat impact energy absorption device according to claim 1, characterized in that: One of the rotating rod and the friction mechanism is provided with an elastic corrugated disk, and the other of the rotating rod and the friction mechanism is provided with a corrugated pressure disk. The elastic corrugated disk is provided with a first corrugated shaft end face having a waveform extending in the circumferential direction. The corrugated pressure disk is provided with a second corrugated shaft end face having a waveform extending in the circumferential direction. The first corrugated shaft end face presses on the second corrugated shaft end face, and the crests and troughs of the first corrugated shaft end face and the second corrugated shaft end face coincide. The elastic corrugated disk elastically deforms to rotate frictionally relative to the corrugated pressure disk.

13. The vehicle seat impact energy absorption device according to claim 12, characterized in that: The elastic corrugated disk is pressed between the two corrugated pressure disks. The elastic corrugated disk is provided with two first corrugated shaft end faces, and the two first corrugated shaft end faces respectively cooperate with the second corrugated shaft end faces of the two corrugated pressure disks.

14. The vehicle seat impact energy absorption device according to claim 12, characterized in that: The rotating rod is provided with the elastic corrugated disk, and the friction mechanism is provided with the corrugated pressure disk.

15. The vehicle seat impact energy absorption device according to claim 1, characterized in that: One of the rotating rod and the friction mechanism is provided with an external gear disk, and the other of the rotating rod and the friction mechanism is provided with an internal gear ring. The external gear disk meshes with the internal gear ring and allows the external gear disk to rotate frictionally relative to the internal gear ring.

16. The vehicle seat impact energy absorption device according to claim 15, characterized in that: The rotating rod is provided with the external gear disk, and the friction mechanism is provided with the internal gear ring.

17. The vehicle seat impact energy absorption device according to claim 1, characterized in that: The control mechanism connects the rotating rod and the friction mechanism to allow the vehicle seat to pitch as the rotating rod and the friction mechanism rotate synchronously. The vehicle seat impact energy absorption device is further provided with an adjustment drive mechanism, and the adjustment drive mechanism drives the friction mechanism to rotate to adjust the pitch of the vehicle seat.

18. The vehicle seat impact energy absorption device according to claim 2, characterized in that: The control mechanism connects the rotating rod and the friction mechanism to allow the vehicle seat to pitch as the rotating rod and the friction mechanism rotate synchronously. The vehicle seat impact energy absorption device is further provided with an adjustment drive mechanism, and the adjustment drive mechanism drives the friction mechanism to rotate to adjust the pitch of the vehicle seat; The first hole member is used to connect the vehicle seat, and the rotating rod drives the first hole member to rotate to drive the vehicle seat to pitch.

19. The vehicle seat impact energy absorption device according to claim 2, characterized in that: The control mechanism connects the rotating rod and the friction mechanism to allow the vehicle seat to pitch as the rotating rod and the friction mechanism rotate synchronously. The vehicle seat impact energy absorption device is further provided with an adjustment drive mechanism, and the adjustment drive mechanism drives the friction mechanism to rotate to adjust the pitch of the vehicle seat; The adjustment driving mechanism drives the second hole member to drive the friction mechanism to rotate.

20. The vehicle seat impact energy absorption device according to claim 1, wherein: The rotating rod is configured with a blocking portion, the friction mechanism is configured with a stopping portion, and the stopping portion is arranged on the rotation path of the blocking portion to prevent the blocking portion from rotating, thereby restricting the rotation angle of the rotating rod.

21. The vehicle seat impact energy absorption device according to claim 2, wherein: The rotating rod is configured with a blocking portion, the friction mechanism is configured with a stopping portion, and the stopping portion is arranged on the rotation path of the blocking portion to prevent the blocking portion from rotating, thereby restricting the rotation angle of the rotating rod; The blocking portion is arranged on the first hole member, and the stopping portion is arranged on the second hole member.

22. 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 21.

23. 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 21.

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