Zero-gravity seat and head-on collision safety protection design method of zero-gravity seat

Abstract

The invention discloses a zero-gravity seat and a front collision safety protection design method of the zero-gravity seat, and belongs to the field of zero-gravity seat collision protection.The zero-gravity seat comprises a seat assembly, a waist tightening assembly and a seat overturning adjusting mechanism executing assembly.The seat assembly comprises a seat cushion, a seat backrest is hinged to the upper end of the seat cushion, and the waist tightening assembly is hinged to the lower end of the seat backrest; an anti-collision air bag is installed on the surface of the seat backrest, an air inlet nozzle is arranged on one side of the anti-collision air bag, a front collision sensor is installed at the front end of the seat cushion, and an air bag controller and a seat backrest angle sensor are installed on one side of the seat backrest. The seat assembly is matched with the waist tightening assembly and the seat turnover adjusting mechanism execution assembly, so that a passenger in a wide-angle lying posture state in a cabin can be effectively protected conveniently when a head-on collision of an automobile occurs, and the use safety is improved; and meanwhile, through mutual cooperation of the structures, the forward moving speed of the seat cushion can be slowed down and protected conveniently, and then the sitting comfort can be improved.

Description

Technical Field

[0001] This invention relates to the field of zero-gravity seat collision protection, specifically to a zero-gravity seat and a design method for frontal collision safety protection of a zero-gravity seat. Background Technology

[0002] Zero-gravity seats refer to zero-gravity health posture seats. These seats are a new technology that major automakers are constantly improving to ensure maximum comfort for passengers. Zero-gravity seats combine the principles of zero gravity with automotive seat technology. Through ergonomic design, they allow people to be in a natural state, suppressing the discomfort caused by gravity and placing the body's center of gravity on the hip fat, reducing pressure on other parts of the body. In a zero-gravity seat, passengers will feel the weightlessness of outer space, a floating sensation, releasing the body's pressure and making them feel relaxed and happy. The foam surface of the seat uses ultra-soft sponge, which is in direct contact with the human body, providing a comfortable feeling. With the continuous improvement of the electrification and intelligence of domestic automobiles, innovative concepts of intelligent cockpits are emerging one after another. Unlike traditional cockpit designs, the new era of intelligent cockpits will cover various application scenarios. In particular, with the application of long sliding rails and large-angle reclining seats, the interior space of the car has become more diversified, making the vehicle not only a means of transportation, but also a living space for work, rest, and entertainment.

[0003] Diverse riding scenarios pose challenges to traditional occupant protection solutions. Even in non-seated situations, traditional dashboard passenger airbags become ineffective. When occupants are semi-reclined, seatbelts alone are insufficient for effective restraint. In this context, there is an urgent need for a comprehensive collision safety protection method to address scenarios involving occupants in reclining positions. The "A Method for Frontal Collision Occupant Protection under Zero-Gravity Seat Reclining Conditions" disclosed in patent application number "CN202410512047.X" represents an increasingly mature technology. This method optimizes occupant protection for both standard and non-standard sitting positions, especially for non-standard sitting positions. Under these conditions, the overall cushioning effect of the occupants can be increased, reducing the risk of lumbar spine injury. However, this protection method still has the following drawbacks in use: While the various components of the frontal collision protection method do indeed provide overall cushioning protection for the occupants, the protection effect for occupants in a reclining position at a large angle within the protective compartment during a frontal collision is relatively limited. Therefore, it is necessary to provide a zero-gravity seat that can significantly improve the protection effect and enhance safety. In addition, the zero-gravity seat slides rapidly under the inertia of the car, affecting the comfort of the occupants. Therefore, it is necessary to provide a zero-gravity seat and safety protection method that can provide cushioning and improve riding comfort. Summary of the Invention

[0004] The embodiments of the present invention provide a zero-gravity seat and a frontal collision safety protection design method for a zero-gravity seat, aiming to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides a zero-gravity seat, comprising: a seat assembly, the seat assembly including a seat cushion, a seat back hinged to the upper end of the seat cushion, an anti-collision airbag mounted on the surface of the seat back, an air inlet provided on one side of the anti-collision airbag, a front collision sensor mounted on the front end of the seat cushion, an airbag controller and a seat back angle sensor respectively mounted on one side of the seat back, a first hinge shaft fixedly connected to the rear end of the seat cushion, and a second hinge shaft fixedly connected to the lower end of the seat back, wherein a limit hole is formed inside the first hinge shaft; A lumbar support assembly includes a mounting shell installed on one side of a seat cushion. A lumbar support belt is installed at the upper end of the mounting shell. The surface of the lumbar support belt has several ventilation holes. Several buffer strips are installed inside the lumbar support belt. A locking head is movably installed at the end of the lumbar support belt. Two locking pins are engaged inside the lumbar support belt. A locking block is installed on the other side of the seat cushion. A spring coil is fixedly connected to the lower end of the lumbar support belt. A rotating shaft is fixedly connected inside the spring coil. A ratchet is fixedly connected to the end of the rotating shaft. The seat flip adjustment mechanism actuation assembly includes a dual-axis motor installed inside a second hinge shaft. A first synchronous pulley is mounted at both ends of the dual-axis motor, and a second synchronous pulley is movably mounted at both ends of the first hinge shaft. A synchronous belt connects the first and second synchronous pulleys. A first limiting shaft and a second limiting shaft are respectively fixedly connected to the opposite surfaces of the two second synchronous pulleys. Both the first and second limiting shafts are inserted into the interior of limiting holes.

[0006] As a preferred embodiment of the present invention, the side surface of the first hinge shaft has two annular grooves, the lower end of the second hinge shaft is fixedly connected to two hinge rings, both of which are hinged inside the annular grooves, the two sides of the seat cushion have two position adjustment slides, the lower end of the seat cushion is fixedly connected to a mounting block, and the surface of the mounting block has mounting screw holes.

[0007] In a preferred embodiment of the present invention, mounting plates are installed at both ends of the mounting shell, the rotating shaft is rotatably connected to the inside of the mounting plates, and a plurality of arc-shaped blocks are equidistantly installed in a circular array on the inner walls of both ends of the mounting shell. A plurality of arc-shaped grooves are opened on the side surface of the mounting plates, and the plurality of arc-shaped blocks are engaged in the inside of the arc-shaped grooves. Two position adjustment slides are fixedly connected to the opposite surfaces of the mounting shell and the blocks, and the two position adjustment slides are slidably connected in the inside of the position adjustment groove.

[0008] As a preferred embodiment of the present invention, one end of the rotating shaft is fixedly connected to a rotating disk, the upper end of the mounting shell is provided with a communicating groove, and the waist tightening belt is inserted and connected inside the communicating groove.

[0009] As a preferred embodiment of the present invention, both ends of the dual-axis motor are fixedly connected to positioning shafts, and positioning holes are opened on the surfaces of the two first synchronous pulleys, with the positioning shafts keyed to the inside of the positioning holes.

[0010] As a preferred embodiment of the present invention, both ends of the dual-axis motor are provided with fastening screw holes, and fastening bolts are connected to the internal threads of the fastening screw holes. Limiting plates are fixedly connected to the ends of the fastening bolts.

[0011] As a preferred embodiment of the present invention, the end of the first limiting shaft is provided with a connecting screw hole, and the end of the second limiting shaft is fixedly connected with a connecting bolt, the connecting bolt being threaded into the inside of the connecting screw hole.

[0012] As a preferred embodiment of the present invention, it further includes a shock-absorbing protection component, which includes two linear guide rails installed at the lower end of the seat cushion. Guide bars are slidably connected inside each of the two linear guide rails. Mounting plates are movably installed at the ends of the two linear guide rails. A damper is installed between the two linear guide rails. A shock-absorbing spring is provided on the side surface of the damper. Fixing blocks are fixedly connected to the opposite surfaces of the two linear guide rails. Fixing grooves are provided at both ends of the mounting plate. The fixing blocks are inserted into the fixing grooves. A mounting bolt is fixedly connected to one end of the damper, and the mounting bolt is threaded into the mounting bolt hole.

[0013] As a preferred embodiment of the present invention, one end of the damper is fixedly connected to a guide rod, and a guide hole is provided on the surface of the mounting plate, and the guide rod is inserted into the inside of the guide hole.

[0014] A frontal collision safety protection design method for the aforementioned zero-gravity seat includes the following steps: S1: Collision signal response and command transmission. When the seat component causes the occupant to lean forward due to braking inertia, the airbag controller receives the collision signal from the front collision sensor and the angle signal from the seat back angle sensor. If the collision signal exceeds the threshold and is determined to be a high-intensity frontal collision, the airbag controller sends a command based on the seat back angle: when the back angle is >30°, it simultaneously sends an activation command to the lumbar support component and the seat tilt adjustment mechanism. S2: Multi-component collaborative protection. After receiving the command, the seat tilt adjustment mechanism drives the seat cushion to rotate 30° counterclockwise around the Y-axis, reducing the angle between the occupant's torso and thighs from 120° to 90°, and supporting the pelvis in the X-direction to prevent sag. After receiving the command, the lumbar tightening component tightens the lumbar seat belt, restraining the pelvis and upper torso to prevent excessive forward tilting. At the same time, the anti-collision airbags deploy to support the upper torso and buffer inertial forces to prevent head and neck strain. S3: Differentiated protection logic. When the seat back angle is ≤30°, there is no need to adjust the seat cushion angle or deploy the airbag. The airbag controller only sends a deployment command to the lumbar support component. Through the above differentiated logic, the occupant can be safely restrained in the seat to avoid secondary collisions and personal injury, and ensure user comfort.

[0015] Compared with the prior art, the beneficial effects of the present invention are: 1. When a frontal collision occurs, the airbag controller integrated into the seat assembly receives collision signals from the front impact sensor and status signals from the seat back angle sensor. The built-in program automatically determines whether a high-intensity collision has occurred based on the amplitude of the collision signal. Simultaneously, the real-time seat back angle signal obtained from the seat back angle sensor is transmitted to the airbag controller. Once the collision signal exceeds a set threshold, indicating a high-intensity frontal collision, the airbag controller immediately sends action commands to the corresponding lumbar support assembly and seat tilt adjustment mechanism based on the real-time seat back angle status signal. At this time, the latch in the lumbar support assembly engages inside the locking block. When the lumbar support assembly receives an activation command, the lumbar support belt is pulled by the sudden forward lean of the occupant. The elastic material of the lumbar support belt, with its spring coil, expands to provide cushioning, thus preventing chafing injuries. The spring coil also provides cushioning and restraint, while several rubber cushioning strips further enhance the cushioning and protection, thereby increasing the safety of the occupant's lumbar region. When the angle between the seat cushion and the seat back is greater than 90°, resulting in a 120° angle between the occupant's torso and thighs, the seat back angle sensor controls the dual-axis motor to rotate. This rotation of the dual-axis motor causes the first synchronous pulleys at both ends to rotate counterclockwise. The rotation, in conjunction with the synchronous belt, causes the second synchronous pulley to rotate counterclockwise. Simultaneously, the two second synchronous pulleys rotate the first and second limiting shafts respectively. While ensuring the seat back is fixed, the angle of the first hinge shaft and the seat cushion can be adjusted, thereby reducing the occupant's torso-thigh angle from a 120° semi-reclined position to 90°. At this point, the seat cushion supports the pelvis in the X-direction, preventing the occupant from falling forward and enhancing the protection of the occupant's body. When the airbag controller determines a high-intensity collision based on the signal from the front impact sensor, and the seat back angle is less than 30°, it means the occupant is in a normal seating posture, and the seat tilt adjustment mechanism does not need to be adjusted. If the angle of the cushion is adjusted and the anti-collision airbag does not need to deploy, the airbag controller only sends a deployment command to the lumbar tightening component. Based on the above protection logic for different backrest tilt angles, in the event of a frontal collision, this system can safely restrain the occupant to the seat, thereby avoiding secondary collisions and personal injury, and improving the comfort of the seat components. Compared with the single-structure protection effect of the existing technology "a method for frontal collision occupant protection under zero-gravity seat reclining conditions", this invention, through the cooperation of the above structures, can effectively provide multiple protection effects for occupants in a reclining position at a large angle in the protective compartment when a frontal collision occurs, thereby improving the safety of use. 2. When a frontal collision occurs and the zero-gravity seat moves forward, the guide bar moves forward along the linear guide rail. At this time, the seat cushion moves forward with the damper, and the guide rod moves along the guide hole. The damper can be limited by the mounting plate. At this time, the damper is compressed by force. The damper, together with the shock-absorbing spring, can play a buffering and shock-absorbing role, slowing down the forward movement speed of the seat cushion. Compared with the zero-gravity seat structure in the existing technology "A method for occupant protection in a frontal collision under a large tilt angle of a zero-gravity seat", the present invention can slow down the forward movement speed of the seat cushion through the cooperation of the above structures, thereby improving the riding comfort of the zero-gravity seat. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is an anatomical diagram of the seat assembly structure of the present invention; Figure 3 This is a bottom view of the seat assembly structure of the present invention; Figure 4 This is an exploded view of the waist tightening component structure of the present invention; Figure 5 This is an anatomical diagram of the actuator structure of the seat tilting and adjusting mechanism of the present invention; Figure 6 This is a structural disassembly diagram of the shock absorption and protection component of the present invention; Figure 7 This is a flowchart of the frontal collision safety protection design method for the zero-gravity seat of the present invention.

[0017] In the diagram: 100, Seat assembly; 101, Seat cushion; 102, Seat backrest; 103, Anti-collision airbag; 104, Air intake; 105, Front collision sensor; 106, Airbag controller; 107, Seat backrest angle sensor; 108, First hinge shaft; 109, Second hinge shaft; 110, Limiting hole; 111, Annular groove; 112, Hinge ring; 113, Position adjustment slide; 114, Mounting block; 115, Mounting screw hole; 116, Guide strip; 200, Waist support assembly; 201, Mounting housing; 202, Waist support belt; 203, Vent hole; 204, Buffer strip; 205, Clip; 206, Locking pin; 207, Locking block; 208, Spring coil; 209, Rotary shaft; 210, Ratchet; 211, Mounting plate; 212 213. Arc-shaped block; 214. Arc-shaped groove; 215. Position adjustment slide bar; 226. Rotary disk; 227. Connecting groove; 300. Seat flip adjustment mechanism actuator assembly; 301. Dual-axis motor; 302. First synchronous pulley; 303. Second synchronous pulley; 304. Synchronous belt; 305. First limit shaft; 306. Second limit shaft; 311. Positioning shaft; 312. Positioning hole; 321. Fastening screw hole; 322. Fastening bolt; 323. Limiting piece; 331. Connecting screw hole; 332. Connecting bolt; 400. Vibration damping protection assembly; 401. Linear guide rail; 402. Mounting plate; 403. Damper; 404. Vibration damping spring; 405. Fixing block; 406. Fixing groove; 407. Mounting bolt; 411. Guide rod; 412. Guide hole. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Example 1 Please see Figures 1-7 The present invention provides a zero-gravity seat, including a seat assembly 100, a lumbar support assembly 200, and a seat flip adjustment mechanism execution assembly 300; The seat assembly 100 includes a seat cushion 101, a seat back 102 hinged to the upper end of the seat cushion 101, an anti-collision airbag 103 installed on the surface of the seat back 102, an air inlet 104 on one side of the anti-collision airbag 103, a front collision sensor 105 installed at the front end of the seat cushion 101, an airbag controller 106 and a seat back angle sensor 107 respectively installed on one side of the seat back 102, a first hinge shaft 108 fixedly connected to the rear end of the seat cushion 101, a second hinge shaft 109 fixedly connected to the lower end of the seat back 102, and a limit hole 110 opened inside the first hinge shaft 108. The lumbar support assembly 200 includes a mounting shell 201 installed on one side of the seat cushion 101. A lumbar support belt 202 is installed on the upper end of the mounting shell 201. Several ventilation holes 203 are opened on the surface of the lumbar support belt 202. Several buffer strips 204 are installed inside the lumbar support belt 202. A locking head 205 is movably installed at the end of the lumbar support belt 202. Two locking pins 206 are locked inside the lumbar support belt 202. A locking block 207 is installed on the other side of the seat cushion 101. A spring coil 208 is fixedly connected to the lower end of the lumbar support belt 202. A rotating shaft 209 is fixedly connected inside the spring coil 208. A ratchet 210 is fixedly connected to the end of the rotating shaft 209. The seat tilting and adjusting mechanism actuator 300 includes a dual-axis motor 301 installed inside the second hinge shaft 109. Both ends of the dual-axis motor 301 are equipped with first synchronous pulleys 302. Both ends of the first hinge shaft 108 are movably equipped with second synchronous pulleys 303. A synchronous belt 304 connects the first synchronous pulleys 302 and the second synchronous pulleys 303. The opposing surfaces of the two second synchronous pulleys 303 are respectively fixedly connected to a first limiting shaft 305 and a second limiting shaft 306. The first limiting shaft 305 and the second limiting shaft 306 are both inserted into the inside of the limiting hole 110.

[0020] In one specific embodiment, the seat assembly 100, in conjunction with the lumbar support assembly 200 and the seat tilt adjustment mechanism actuator 300, not only effectively protects occupants in a reclining position during a frontal collision, thus improving safety, but also mitigates the forward movement of the seat cushion 101, enhancing comfort. During use, the airbag controller 106 within the seat assembly 100 receives collision signals from the frontal impact sensor 105 and status signals from the seat back angle sensor 107. A built-in program automatically determines whether a high-intensity collision has occurred based on the amplitude of the collision signal, while simultaneously controlling the seat back angle... The real-time seat back angle signal obtained by sensor 107 is also transmitted to airbag controller 106. Once the collision signal exceeds the set threshold and the result is determined to be a high-intensity frontal collision, airbag controller 106 immediately sends action commands to the corresponding lumbar support assembly 200 and seat tilt adjustment mechanism execution assembly 300 according to the real-time seat back angle status signal. At this time, the locking pin 206 in lumbar support assembly 200 is engaged inside the locking block 207. When lumbar support assembly 200 receives the deployment command, the lumbar support belt 202 is pulled by the sudden forward lean of the occupant's body, which allows the elastic material lumbar support belt 202 to stretch with the spring coil 208, thereby providing a cushioning effect to the occupant and preventing injury. The presence of the spring coil 208 provides cushioning and restraint, while the presence of several rubber buffer strips 204 further enhances the cushioning and protection, thereby increasing the safety of the occupant's lumbar region. When the angle between the seat cushion 101 and the seat back 102 is greater than 90° and the angle between the occupant's torso and thighs is 120°, the seat back angle sensor 107 controls the dual-axis motor 301 to rotate. The rotation of the dual-axis motor 301 causes the first synchronous pulleys 302 at both ends to rotate counterclockwise, which, in conjunction with the synchronous belt 304, causes the second synchronous pulleys 303 to rotate counterclockwise. The two second synchronous pulleys 303 simultaneously drive the first limiting shaft 305 and the second limiting shaft 306 to rotate, ensuring the seat... With the seat back 102 fixed, the angles of the first hinge shaft 108 and the seat cushion 101 can be adjusted, thereby reducing the angle between the occupant's torso and thighs from 120° to 90° in a semi-reclining posture. At this time, the seat cushion 101 supports the pelvis in the X-direction to prevent the occupant from falling forward, thus enhancing the protection of the occupant's body. When the airbag controller 106 determines that a high-intensity collision has occurred based on the signal from the front collision sensor 105 and the angle of the seat back 102 is less than 30°, it means that the occupant is in a normal sitting posture. The seat tilt adjustment mechanism actuator 300 does not need to adjust the angle of the seat cushion 101, and the anti-collision airbag 103 does not need to deploy. In this case, the airbag controller 106 only sends a deployment command to the lumbar support assembly 200.Based on the aforementioned protection logic for different backrest tilt angles, in the event of a frontal collision, this system's protection scheme can safely restrain occupants in their seats, thereby preventing secondary collisions and personal injury, and improving the comfort of the seat assembly 100. Therefore, it effectively provides multiple layers of protection for occupants in a reclining position within the protective compartment during a frontal collision, thus enhancing overall safety.

[0021] Please see Figure 2 and Figure 3 The side surface of the first hinge shaft 108 has two annular grooves 111. The lower end of the second hinge shaft 109 is fixedly connected to two hinge rings 112. Both hinge rings 112 are hinged inside the annular grooves 111. The two sides of the seat cushion 101 have two position adjustment slides 113. The lower end of the seat cushion 101 is fixedly connected to a mounting block 114. The surface of the mounting block 114 is provided with mounting screw holes 115.

[0022] In one specific embodiment, the hinge ring 112 is hinged inside the annular groove 111. When the seat cushion 101 rotates, the hinge ring 112 rotates around the first hinge axis 108, thus improving the smoothness of the seat cushion 101 angle adjustment. The mounting block 114, in conjunction with the mounting screw hole 115, can improve the installation tightness and ease of disassembly and replacement of the damper 403.

[0023] Please see Figure 4 Mounting housing 201 has mounting plates 211 installed at both ends. A rotating shaft 209 is rotatably connected to the inside of the mounting plates 211. The inner walls of both ends of mounting housing 201 are equipped with several arc-shaped blocks 212 in a circular array at equal intervals. Several arc-shaped grooves 213 are opened on the side surface of the mounting plates 211. Several arc-shaped blocks 212 are snapped into the inside of the arc-shaped grooves 213. Two position adjustment slides 214 are fixedly connected to the opposite surfaces of mounting housing 201 and snap-fit ​​blocks 207. The two position adjustment slides 214 are slidably connected to the inside of position adjustment grooves 113.

[0024] In one specific embodiment, the mounting shell 201, in conjunction with the mounting plate 211, can improve the rotational connection stability of the spring coil 208. By controlling the position adjustment slide 214 to move along the position adjustment slide groove 113, the position of the waist tightening belt 202 on the seat cushion 101 can be adjusted to suit occupants of different body types, thereby enhancing the versatility of the seat assembly 100. The arc-shaped block 212, which engages inside the arc-shaped groove 213, can improve the ease of disassembly and replacement of the mounting plate 211.

[0025] Please see Figure 4One end of the rotating shaft 209 is fixedly connected to the rotating disk 221, and the upper end of the mounting shell 201 is provided with a connecting groove 222, and the waist tightening belt 202 is inserted and connected inside the connecting groove 222.

[0026] In one specific embodiment, the rotating disk 221 can be used to rotate the rotating shaft 209 by means of force, so as to be rolled up or unrolled with the waist tightening belt 202, and the connecting groove 222 can limit the waist tightening belt 202.

[0027] Please see Figure 5 The dual-axis motor 301 has a positioning shaft 311 fixedly connected to both ends, and the surfaces of the two first synchronous pulleys 302 are provided with positioning holes 312. The positioning shaft 311 is keyed to the inside of the positioning hole 312.

[0028] In one specific embodiment, the positioning shaft 311 is inserted into the positioning hole 312, which can significantly improve the installation stability and ease of disassembly and replacement between the first synchronous pulley 302 and the dual-axis motor 301.

[0029] Please see Figure 5 Both ends of the dual-axis motor 301 are provided with fastening screw holes 321, and fastening bolts 322 are connected to the internal threads of the fastening screw holes 321. Limiting plates 323 are fixedly connected to the ends of the fastening bolts 322.

[0030] In one specific embodiment, the fastening bolt 322 is threaded into the fastening bolt hole 321. Together with the limiting piece 323, it can limit the first synchronous pulley 302, preventing the first synchronous pulley 302 from falling off during rotation, thus improving the safety of use.

[0031] Please see Figure 5 The end of the first limiting shaft 305 is provided with a connecting screw hole 331, and the end of the second limiting shaft 306 is fixedly connected with a connecting bolt 332, which is threaded into the inside of the connecting screw hole 331.

[0032] In one specific embodiment, the threaded connection of the connecting bolt 332 inside the connecting bolt hole 331 can enhance the tightness of the threaded connection between the first limiting shaft 305 and the second limiting shaft 306 and the ease of disassembly and replacement.

[0033] Please see Figure 6It also includes a shock-absorbing protection component 400, which includes two linear guide rails 401 installed at the lower end of the seat cushion 101. Guide bars 116 are slidably connected inside the two linear guide rails 401. Mounting plates 402 are movably installed at the ends of the two linear guide rails 401. A damper 403 is installed between the two linear guide rails 401. A shock-absorbing spring 404 is provided on the side surface of the damper 403. Fixing blocks 405 are fixedly connected to the opposite surfaces of the two linear guide rails 401. Fixing grooves 406 are opened at both ends of the mounting plate 402. The fixing blocks 405 are inserted into the inside of the fixing grooves 406. A mounting bolt 407 is fixedly connected to one end of the damper 403. The mounting bolt 407 is threaded into the inside of the mounting screw hole 115.

[0034] In one specific embodiment, when a car is involved in a head-on collision, the guide bar 116 moves forward along the linear guide rail 401. At this time, the seat cushion 101 moves forward with the damper 403, and the guide rod 411 moves along the guide hole 412. The mounting plate 402 can limit the damper 403. As the damper 403 is compressed, the damper 403, together with the shock-absorbing spring 404, can achieve the effect of buffering and shock absorption, slowing down the forward movement speed of the seat cushion 101, thereby improving comfort.

[0035] Please see Figure 6 One end of the damper 403 is fixedly connected to a guide rod 411, and a guide hole 412 is opened on the surface of the mounting plate 402, and the guide rod 411 is inserted into the inside of the guide hole 412.

[0036] In one specific embodiment, when the damper 403 moves, the guide rod 411 moves along the guide hole 412, which can significantly improve the positioning effect of the damper 403 and thus improve the safety of use.

[0037] Working principle: During use, the airbag controller 106 in the seat assembly 100 receives the collision signal from the front collision sensor 105 and the status signal from the seat back angle sensor 107. Through a built-in program, it automatically determines whether a high-intensity collision has occurred based on the amplitude of the collision signal. At this time, the real-time seat back angle signal obtained by the seat back angle sensor 107 is also transmitted to the airbag controller 106. Once the collision signal exceeds a set threshold, resulting in a judgment of a high-intensity frontal collision, the airbag controller 106 immediately sends action commands to the corresponding lumbar support assembly 200 and seat tilt adjustment mechanism execution assembly 300 based on the real-time angle status signal of the seat back 102. This activates the lumbar support assembly. The latch 206 in component 200 engages inside the latch block 207. When the lumbar tightening component 200 receives an activation command, the lumbar tightening belt 202, under the sudden forward lean of the occupant, is pulled, controlling the elastic material of the lumbar tightening belt 202 to extend along with the spring coil 208, thus providing a cushioning effect to the occupant and preventing strangulation injuries. Simultaneously, the presence of the spring coil 208 provides cushioning and limiting effects. Finally, several rubber cushioning strips 204 further enhance the cushioning and protection effect, thereby increasing the safety of the occupant's lumbar region. When the angle between the seat cushion 101 and the seat back 102 is greater than 90°, and the angle between the occupant's torso and thighs is 120°, the angle of the seat back... Sensor 107 controls the rotation of the dual-axis motor 301. The rotation of the dual-axis motor 301 causes the first synchronous pulleys 302 at both ends to rotate counterclockwise. This, in conjunction with the synchronous belt 304, drives the second synchronous pulleys 303 to rotate counterclockwise. Simultaneously, the two second synchronous pulleys 303 drive the first limiting shaft 305 and the second limiting shaft 306 to rotate respectively. This allows for adjustment of the angles of the first hinge shaft 108 and the seat cushion 101 while ensuring the seat back 102 remains fixed. Therefore, it can reduce the occupant's torso-thigh angle from 120° to 90° in a semi-reclining posture. Furthermore, the seat cushion 101 supports the pelvis in the X-direction, preventing the occupant from sinking, thus enhancing the protection of the occupant's body. When the airbag controller 106 receives data from the front impact sensor 105... When the signal indicates a high-intensity collision and the angle of the seat back 102 is less than 30°, it means the occupant is in a normal sitting posture. Therefore, the seat adjustment mechanism 300 does not need to adjust the angle of the seat cushion 101, and the anti-collision airbag 103 does not need to deploy. The airbag controller 106 then only sends a deployment command to the lumbar support assembly 200. Based on the protection logic for different backrest angles, this system can safely restrain the occupant in the seat during a frontal collision, thus preventing secondary collisions and personal injury. This improves the comfort of the seat assembly 100 and effectively provides multiple layers of protection for occupants in a reclining position within the protective compartment during a frontal collision.This can significantly improve safety during use.

[0038] A frontal collision safety protection design method for the aforementioned zero-gravity seat includes the following steps: S1: Collision signal response and command transmission. When the seat assembly 100 causes the occupant to lean forward due to braking inertia, the airbag controller 106 receives the collision signal from the front collision sensor 105 and the angle signal from the seat back angle sensor 107. If the collision signal exceeds the threshold and is determined to be a high-intensity frontal collision, the airbag controller 106 sends a command according to the angle of the seat back 102: when the back angle is >30°, it simultaneously sends a detonation command to the lumbar tightening assembly 200 and the seat flip adjustment mechanism execution assembly 300. S2: Multi-component collaborative protection. After receiving the command, the seat tilt adjustment mechanism actuator 300 drives the seat cushion 101 to rotate 30° counterclockwise around the Y-axis, reducing the angle between the occupant's torso and thighs from 120° to 90°, and supporting the pelvis in the X direction to prevent sag. After receiving the command, the lumbar tightening component 200 tightens the lumbar seat belt to restrain the pelvis and upper torso to prevent excessive forward tilting. At the same time, the anti-collision airbag 103 deploys to support the upper torso and buffer inertial force to prevent head and neck stretching. S3: Differentiated protection logic. When the seat back 102 angle is ≤30°, there is no need to adjust the seat cushion angle or deploy the airbag. The airbag controller 106 only sends a deployment command to the lumbar tightening component 200. Through the above differentiated logic, the occupant can be safely restrained in the seat to avoid secondary collisions and personal injury, and ensure user comfort.

[0039] Specifically, the process of this safety protection design method for frontal collisions of zero-gravity seats is as follows: When a vehicle experiences a frontal collision or sudden braking, causing the occupant on the seat assembly 100 to lean forward due to inertia, the front collision sensor 105 at the front of the seat cushion 101 will immediately capture the collision impact signal. At the same time, the seat back angle sensor 107 on one side of the seat back 102 will collect the current tilt angle data of the seat back 102 in real time. These two key signals are synchronously transmitted to the airbag controller 106 on the seat back 102. The airbag controller 106 analyzes the amplitude of the collision signal through its built-in program: if the signal strength does not exceed the preset threshold, it is determined to be a minor collision or normal braking, and no protection action is triggered; if the signal strength exceeds the threshold, it is determined to be a high-intensity frontal collision. At this time, the airbag controller 106 combines the angle signal of the seat back 102 to start the differentiated command logic. When the backrest angle is greater than 30 degrees, it immediately sends a trigger command to the lumbar tightening component 200 and the seat flip adjustment mechanism execution component 300 simultaneously to ensure that the two core protection components respond at the same time. When the backrest angle is less than or equal to 30 degrees, it only sends a trigger command to the lumbar tightening component 200 to avoid unnecessary component actions.

[0040] After receiving the ignition command, the dual-axis motor 301, internally mounted on the second hinge shaft 109, quickly starts, driving the first synchronous pulleys 302 at both ends to rotate. Power is then transmitted via the synchronous belt 304 to the second synchronous pulleys 303 at both ends of the first hinge shaft 108, thereby driving the first limiting shaft 305 and the second limiting shaft 306, which are fixedly connected to the second synchronous pulleys 303, to rotate within the limiting holes 110 of the first hinge shaft 108, ultimately causing the seat cushion 1 to rotate. 01 Rotates 30 degrees counterclockwise around the Y-axis, instantly raising the occupant's thighs and reducing the torso-thigh angle from 120 degrees in a semi-reclining position to 90 degrees. This allows the seat cushion 101 to provide stable support for the occupant's pelvis in the X direction, effectively preventing the risk of "sinking" due to the occupant sliding forward due to inertia. At the same time, after receiving the detonation command, the spring coil 208 inside the mounting shell 201 of the lumbar tightening component 200 releases the pre-tension force, driving the rotating shaft 209 to rotate and causing the lumbar tightening belt 202 to tighten quickly. Because the end of the lumbar support belt 202 is fixed to the buckle 207 on the other side of the seat cushion 101 by the pin 206, it applies restraint force from both sides of the occupant's waist during the tightening process. On the one hand, it further stabilizes the pelvis on the seat cushion 101, and on the other hand, it limits the forward tilt of the upper torso, preventing the upper body from excessively lurching forward due to inertia. At the same time, the rubber buffer strip 204 inside the lumbar support belt 202 can alleviate the impact force at the moment of tightening and prevent injury to the occupant. The ventilation holes 203 on the surface ensure the comfort of the contact area. The anti-collision airbag 103 on the surface of the seat back 102 will be quickly inflated and deployed through the air inlet 104 under the command of the airbag controller 106, surrounding the upper torso and both sides of the head and neck of the occupant. It not only provides support, but also buffers the impact force between the upper body of the occupant and the seat back 102, preventing head and neck injuries caused by excessive stretching. This forms a triple protection of "seat cushion support below, lumbar support belt in the middle, and airbag cushioning above".

[0041] When the seat backrest angle 102 is less than or equal to 30 degrees, the occupant's body is in a relatively upright, normal sitting posture. The traditional seatbelt provides basic restraint, thus eliminating the need to activate the seat tilt adjustment mechanism 300 to adjust the seat cushion angle or deploy the anti-collision airbag 103. At this time, only the lumbar support component 200 responds to the command. Through the tightening action of the lumbar support belt 202, it assists the traditional seatbelt in enhancing the lumbar restraint effect, preventing relative sliding between the occupant's waist and the seat due to inertia and further improving the stability of the protection. This also avoids the cost waste and false triggering risks associated with unnecessary component actions. Through precise signal judgment and differentiated component coordination, the problem of traditional protection schemes failing in a semi-reclined posture is solved, while also ensuring protection efficiency in a normal sitting posture. Ultimately, this achieves the core objective of safely restraining the occupant in the seat, preventing secondary collisions and personal injury, while also ensuring comfort in different scenarios.

[0042] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0043] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A zero-gravity seat, characterized in that, include: A seat assembly (100) includes a seat cushion (101), a seat back (102) hinged to the upper end of the seat cushion (101), an anti-collision airbag (103) installed on the surface of the seat back (102), an air inlet (104) provided on one side of the anti-collision airbag (103), a front collision sensor (105) installed at the front end of the seat cushion (101), an airbag controller (106) and a seat back angle sensor (107) respectively installed on one side of the seat back (102), a first hinge shaft (108) fixedly connected to the rear end of the seat cushion (101), and a second hinge shaft (109) fixedly connected to the lower end of the seat back (102). A limit hole (110) is opened inside the first hinge shaft (108). A waist tightening assembly (200) includes a mounting shell (201) installed on one side of a seat cushion (101), a waist tightening belt (202) installed at the upper end of the mounting shell (201), a plurality of ventilation holes (203) opened on the surface of the waist tightening belt (202), a plurality of buffer strips (204) installed inside the waist tightening belt (202), a locking head (205) movably installed at the end of the waist tightening belt (202), two locking pins (206) locked inside the waist tightening belt (202), a locking block (207) installed on the other side of the seat cushion (101), a spring coil (208) fixedly connected to the lower end of the waist tightening belt (202), a rotating shaft (209) fixedly connected inside the spring coil (208), and a ratchet (210) fixedly connected to the end of the rotating shaft (209). The seat flip adjustment mechanism actuation assembly (300) includes a dual-axis motor (301) installed inside the second hinge shaft (109). Both ends of the dual-axis motor (301) are equipped with first synchronous pulleys (302). Both ends of the first hinge shaft (108) are movably equipped with second synchronous pulleys (303). A synchronous belt (304) is connected between the first synchronous pulleys (302) and the second synchronous pulleys (303). The opposite surfaces of the two second synchronous pulleys (303) are respectively fixedly connected with a first limiting shaft (305) and a second limiting shaft (306). The first limiting shaft (305) and the second limiting shaft (306) are both inserted into the inside of the limiting hole (110).

2. The zero-gravity seat according to claim 1, characterized in that: The first hinge shaft (108) has two annular grooves (111) on its side surface. The lower end of the second hinge shaft (109) is fixedly connected to two hinge rings (112). Both hinge rings (112) are hinged inside the annular grooves (111). The seat cushion (101) has two position adjustment slides (113) on both sides. The lower end of the seat cushion (101) is fixedly connected to a mounting block (114). The surface of the mounting block (114) is provided with mounting screw holes (115).

3. The zero-gravity seat according to claim 1, characterized in that: Mounting discs (211) are mounted on both ends of the mounting shell (201). The rotating shaft (209) is rotatably connected to the inside of the mounting disc (211). Several arc-shaped blocks (212) are equidistantly mounted in a circular array on the inner walls of both ends of the mounting shell (201). Several arc-shaped grooves (213) are opened on the side surface of the mounting disc (211). Several arc-shaped blocks (212) are snapped into the inside of the arc-shaped grooves (213). Two position adjustment slides (214) are fixedly connected to the opposite surfaces of the mounting shell (201) and the snap block (207). The two position adjustment slides (214) are slidably connected to the inside of the position adjustment groove (113).

4. The zero-gravity seat according to claim 1, characterized in that: One end of the rotating shaft (209) is fixedly connected to a rotating disk (221), and the upper end of the mounting shell (201) is provided with a connecting groove (222). The waist tightening belt (202) is inserted and connected inside the connecting groove (222).

5. The zero-gravity seat according to claim 1, characterized in that: The dual-axis motor (301) is fixedly connected to both ends of a positioning shaft (311), and the surfaces of the two first synchronous pulleys (302) are provided with positioning holes (312), and the positioning shaft (311) is keyed to the inside of the positioning hole (312).

6. The zero-gravity seat according to claim 1, characterized in that: Both ends of the dual-axis motor (301) are provided with fastening screw holes (321), and fastening bolts (322) are connected to the internal threads of the fastening screw holes (321). A limit piece (323) is fixedly connected to the end of the fastening bolts (322).

7. The zero-gravity seat according to claim 1, characterized in that: The end of the first limiting shaft (305) is provided with a connecting screw hole (331), and the end of the second limiting shaft (306) is fixedly connected with a connecting bolt (332), which is threaded into the inside of the connecting screw hole (331).

8. The zero-gravity seat according to claim 1, characterized in that: It also includes a shock-absorbing protection component (400), which includes two linear guide rails (401) installed at the lower end of the seat cushion (101). Guide bars (116) are slidably connected inside the two linear guide rails (401). Mounting plates (402) are movably installed at the ends of the two linear guide rails (401). A damper (403) is installed between the two linear guide rails (401). A shock-absorbing spring (404) is provided on the side surface of the damper (403). Fixing blocks (405) are fixedly connected to the opposite surfaces of the two linear guide rails (401). Fixing grooves (406) are opened at both ends of the mounting plate (402). The fixing blocks (405) are inserted into the inside of the fixing grooves (406). A mounting bolt (407) is fixedly connected to one end of the damper (403). The mounting bolt (407) is threaded into the inside of the mounting screw hole (115).

9. The zero-gravity seat according to claim 8, characterized in that: One end of the damper (403) is fixedly connected to a guide rod (411), and a guide hole (412) is opened on the surface of the mounting plate (402), and the guide rod (411) is inserted into the inside of the guide hole (412).

10. A frontal collision safety protection design method for the zero-gravity seat according to any one of claims 1-9, characterized in that: The following steps are included: S1: Collision signal response and command transmission. When the seat assembly (100) causes the person to lean forward due to braking inertia, the airbag controller (106) receives the collision signal from the front collision sensor (105) and the angle signal from the seat back angle sensor (107). If the collision signal exceeds the threshold and is determined to be a high-intensity frontal collision, the airbag controller (106) sends a command according to the angle of the seat back (102): when the back angle is >30°, it simultaneously sends an activation command to the lumbar tightening assembly (200) and the seat flip adjustment mechanism execution assembly (300). S2: Multi-component collaborative protection. After receiving the command, the seat tilt adjustment mechanism actuator (300) drives the seat cushion (101) to rotate counterclockwise by 30° around the Y-axis, reducing the angle between the occupant's torso and thighs from 120° to 90°, and supporting the pelvis in the X direction to prevent sag. After receiving the command, the lumbar tightening component (200) tightens the lumbar seat belt to restrain the pelvis and upper torso to prevent excessive forward tilting. At the same time, the anti-collision airbag (103) deploys to support the upper torso and buffer inertial force to prevent head and neck stretching. S3: Differentiated protection logic. When the seat back (102) angle is ≤30°, there is no need to adjust the seat cushion angle and deploy the airbag. The airbag controller (106) only sends the deployment command to the lumbar tightening component (200). Through the above differentiated logic, the occupant can be safely restrained in the seat to avoid secondary collisions and personal injury, and ensure the comfort of use.

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