Separable cockpit

Abstract

The invention relates to the technical field of vehicle safety protection, in particular to a separable cockpit which comprises a vehicle chassis and a cockpit body. The emergency protection part comprises an arc-shaped guide rail, a movable frame, a front pressure sensor, a rear pressure sensor, a front acceleration sensor, a rear acceleration sensor, a safety air bag and a help calling device, and the movable frame is installed on the arc-shaped guide rail in a sliding mode. According to the method, the whole cockpit intelligently moves 10-40 cm towards the front upper direction or the rear upper direction during collision, the movement distance of the buffer space is adjusted by a manufacturer in an up-and-down floating mode based on the distance, the additional buffer distance which a traditional vehicle does not have is actively and dynamically created, the collision peak value G value is directly reduced, and the collision safety is improved. Especially for a'clamping 'type collision scene that front and rear buffer spaces fail at the same time, the sensor sampling frequency is high, the controller response is fast, the reliability of triggering under real danger is ensured, and false triggering is avoided to the maximum extent.

Description

Technical Field

[0001] This invention relates to the field of vehicle safety protection technology, and in particular to a detachable cockpit. Background Technology

[0002] Vehicle passive safety technology has undergone decades of development, forming a mature system centered on crumple zones, seat belts, and airbags. However, under extreme collision conditions, especially in sandwich collisions where the front and rear buffer spaces fail simultaneously, the existing technology system still has significant shortcomings, and the probability of occupant survival drops sharply.

[0003] Taking the electric vehicle collision protection high-efficiency energy-absorbing island structure proposed in application number CN201711116142.4 as an example, it sets up a beam system at the front of the vehicle that can withstand a huge impact, and combines it with energy-absorbing foam material to form a collision protection high-efficiency energy-absorbing island structure. When the car encounters an accidental collision, the beam system supports the energy-absorbing island to absorb the huge impact kinetic energy of the colliding vehicle, preventing the battery box from deforming due to excessive force and causing fire and explosion, thus minimizing the collision damage. However, during this process, the occupants in the seats will also suffer a violent impact, and the huge impact energy will be directly transferred to the rigid passenger compartment, causing the compartment to deform and the survival space to be lost. Another example is the child restraint system active protection device based on the AEB system proposed in application number CN202121170545.9, which actively pretensions the seat belt when it detects that the AEB system cannot avoid a collision accident signal, which can effectively reduce the injury to children in this situation. However, while focusing on the accuracy of early warning, the protective actuators remain limited to traditional airbags and pre-tensioned seat belts, failing to fundamentally address the critical issue of encroachment on passenger compartment survival space in extreme crush scenarios. Therefore, the main problems existing vehicles face when encountering severe impacts are: reliance on the static crumple zone of the vehicle body structure, which rapidly depletes buffer space in multiple collision sequences, making it impossible to dynamically create new survival space; existing seat or cabin movement solutions are mostly horizontal, unable to cope with combined impacts and crushes from different directions, particularly in preventing vehicles from "going under" or avoiding intrusion by taller vehicles; insufficient coordination between the judgment accuracy of the sensing system and the timing of the actuators' actions, and the reliability of the mechanical drive mechanism faces challenges in extreme collision environments. Summary of the Invention

[0004] The purpose of this invention is to solve the problem that fixed occupant seats in the prior art are difficult to withstand the impact of severe impacts on safety, and to propose a separable cockpit.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A separable cockpit includes a vehicle chassis and a cockpit, the cockpit consisting of a seat and a shell, and the vehicle chassis is equipped with: The emergency protection unit includes an arc-shaped guide rail, a movable frame, a front pressure sensor, a rear pressure sensor, a front acceleration sensor, a rear acceleration sensor, an airbag, and a distress call device. The arc-shaped guide rail is arranged between the seat and the housing. The movable frame is slidably mounted on the arc-shaped guide rail and is fixedly connected to the housing. The front pressure sensor, the rear pressure sensor, and the distress call device are all electrically connected to a central controller. The conversion connection includes a first connector, a second connector, and a one-button converter. The first connector is used to assemble and connect the vehicle chassis and the seat to adjust the seat's forward and backward movement by 20-50cm. The second connector assembles and connects the seat and the moving frame so that the cockpit subjected to front or rear impacts can move forward and upward or backward and upward along the arc-shaped guide rail by 10-40cm to provide a buffer space.

[0006] Preferably, the triggering condition of the emergency protection unit is that the vehicle is subjected to an impact force of ≥500kPa and acceleration ≥20g, and the vehicle speed is ≥30km / h, or a single parameter exceeds the corresponding threshold by 1.5 times, and the vehicle speed is determined to be ≥30km / h.

[0007] Preferably, the front pressure sensor and the front acceleration sensor are both fixedly installed at the front end of the vehicle, and the rear pressure sensor and the rear acceleration sensor are both fixedly installed at the rear end of the vehicle.

[0008] Preferably, the front pressure sensor and the rear pressure sensor are arranged in an i-shape facing each other.

[0009] Preferably, the sampling frequency of the front pressure sensor and the rear pressure sensor is ≥1000Hz, the measurement range of the front acceleration sensor and the rear acceleration sensor is 0-100g, and the signal response time of the central processing unit is ≤10ms.

[0010] Preferably, the middle of the arc-shaped guide rail is 5-10cm lower than the front and rear ends, and the movable frame is normally located at the middle of the arc-shaped guide rail.

[0011] Preferably, under the triggering condition, the airbag of the emergency protection unit operates before the mobile frame 34, and the time difference between the two is 0.02-0.04s.

[0012] Preferably, the emergency protection unit is located in the B-pillar of the housing.

[0013] Preferably, the inner wall of the B-pillar of the housing is provided with a guide elongated hole corresponding to the arc-shaped guide rail.

[0014] Preferably, the first connector only operates when the seat is adjusted forward and backward along the vehicle chassis.

[0015] Compared with the prior art, the present invention has the following advantages: 1. This invention enables the entire cockpit to intelligently move 10-40cm forward and upward or backward and upward when subjected to a collision from the front or rear. While passively moving due to inertia, the emergency protection unit actively and dynamically creates an additional buffer distance that is not available in traditional vehicles, directly reducing the peak collision G-value. It is particularly effective in the sandwich collision scenario where the front and rear buffer spaces fail simultaneously, avoiding the extreme consequence of the passenger compartment being directly crushed.

[0016] 2. This invention achieves high-precision timing control of sensors, airbags, and drive mechanisms through a central controller. The airbags deploy before the cabin moves, ensuring that the occupants are always within the protection range of the airbags during dynamic avoidance, forming a collaborative protection logic of "restraint first, then avoidance". While experiencing passive movement, an avoidance space is formed, creating the basic conditions for active movement buffering and avoiding secondary injuries.

[0017] 3. The invention adopts a unique arc-shaped guide rail design, which makes the avoidance of the cab not a simple horizontal backward movement, but a compound movement that includes forward or backward and upward movements. This "oblique sliding" path can more effectively avoid intrusion and compression from the direction of the vehicle chassis, especially when dealing with truck rear-end collisions or accidents where the vehicle is driven under the truck, greatly improving the survival probability.

[0018] 4. Through the design of the conversion connection part, this invention not only ensures the comfort and convenience of daily driving, but also allows for one-click switching to advanced protection mode when needed. At the same time, the triggering condition is based on the fusion judgment of multiple parameters such as pressure, acceleration, and vehicle speed. Furthermore, the sensor sampling frequency is high and the controller response is fast, which not only ensures the reliability of triggering under real danger, but also minimizes the risk of false triggering. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the detachable cockpit proposed in this invention; Figure 2 This is a right view of the detachable cockpit proposed in this invention; Figure 3 This is a right sectional view of the detachable cockpit proposed in this invention; Figure 4 This is an internal view of the detachable cockpit proposed in this invention; Figure 5 This is a schematic diagram of the emergency protection structure of the separable cockpit proposed in this invention; Figure 6 This is a schematic diagram of the conversion connection structure of the detachable cockpit proposed in this invention; Figure 7 This is an enlarged schematic diagram of the structure of part A of the separable cockpit proposed in this invention; Figure 8 This is a schematic diagram of the emergency protection unit control of the separable cockpit proposed in this invention.

[0020] In the diagram: 1. Vehicle chassis; 2. Driver's cab; 21. Seat; 22. Shell; 3. Emergency protection unit; 31. T-shaped bracket; 32. Support bracket; 33. Arc-shaped guide rail; 34. Moving frame; 35. Traction turntable; 36. Reciprocating swing component; 37. Telescopic rod; 38. Driven rack; 39. Synchronous slider; 310. Limiting groove; 311. Front pressure sensor; 312. Rear pressure sensor; 313. Airbag; 314. Emergency call device; 315. Buffer driver; 316. Central controller; 317. Front acceleration sensor; 318. Rear acceleration sensor; 4. Conversion connection; 41. First linear slide rail; 42. First locking device; 43. One-button converter; 44. Second linear slide rail; 45. Second locking device. Detailed Implementation

[0021] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0022] Reference Figures 1-8 The detachable driver's cabin includes a vehicle chassis 1 and a driver's cabin 2. The driver's cabin 2 consists of a seat 21 and a shell 22. The vehicle chassis 1 is equipped with an emergency protection unit 3 and a conversion connection unit 4. The emergency protection unit 3 includes an arc-shaped guide rail 33, a movable frame 34, a front pressure sensor 311, a rear pressure sensor 312, a front acceleration sensor 317, a rear acceleration sensor 318, an airbag 313, and a distress call device 314. The arc-shaped guide rail 33 is arranged between the seat 21 and the housing 22 in a front-to-back direction. The movable frame 34 is slidably mounted on the arc-shaped guide rail 33 and is fixedly connected to the housing 22. The front pressure sensor 311, the rear pressure sensor 312, and the distress call device 314 are all electrically connected to a central controller 316.

[0023] Please refer to the instruction manual for details. Figure 4 With appendix Figure 5The support bracket 32 ​​is fixedly installed on the left and right sides of the vehicle chassis 1 at the front and rear positions. The support bracket 32 ​​is used to fix and support the arc-shaped guide rail 33 from the front and rear sides. The middle of the arc-shaped guide rail 33 is 5-10cm lower than the front and rear ends. Under normal conditions, the movable frame 34 is located at the middle position of the arc-shaped guide rail 33. The arc-shaped guide rail 33 is not a simple arc track, but forms a gentle concave parabola. A horizontal straight guide rail is introduced as a comparison of Embodiment 1. In the event of a collision, the driver's cabin 2 can only move horizontally: in the simulation experiment of a rear-end collision with a truck, the horizontal movement of Embodiment 1 cannot effectively avoid the continuous intrusion of the tall truck's front end.

[0024] In the simulation experiment using the arc-shaped guide rail 33, as the driver's compartment 2 moves backward and upward, the lifting section of the arc-shaped guide rail 33 ensures that the final position of the passenger compartment is higher than the intrusion line of the truck bumper, thus avoiding fatal crushing. This combined "sliding-lifting" motion is impossible to achieve with a horizontal guide rail. In a frontal collision, the arc-shaped guide rail 33 also guides the driver's compartment 2 to move forward and upward, helping to prevent chassis components from intruding into the passenger compartment when the vehicle "goes under," further enhancing the survival space.

[0025] It should be noted that in some implementations, the central controller 316 works in conjunction with the core decision-making logic—a multi-sensor data fusion triggering algorithm—as follows: Data synchronization and preprocessing: At a sampling frequency of ≥1000Hz, synchronously read the pressure values ​​Pf, Pr (unit: kPa) of the front pressure sensor 311 and the rear pressure sensor 312, as well as the triaxial acceleration values ​​Af□, Ar□ (unit: g) of the front acceleration sensor 317 and the rear acceleration sensor 318. The acceleration data is low-pass filtered (cutoff frequency 80Hz) to eliminate high-frequency noise interference; Calculate the magnitude of the resultant vector of acceleration: Af_mag=∥Af□∥, Af mag=∥Af∥.

[0026] Collision direction and intensity determination: Define the collision intensity function S(t): S(t)=α·maxf0(Pf(t)),Pr(Pr(t)),Pr(t) / 500+β·maxf0(Af_mag(t)) / 20 Here, α and β are weighting coefficients, calibrated based on a large amount of experimental data. Usually, α+β=1, and α≈0.6, β≈0.4, to make the pressure sensor data more reliable.

[0027] Collision direction determination: If Pf > Pr and Af_mag > Ar_mag, then it is determined to be a forward collision; If Pr > Pf and Ar_mag > Af_mag, then it is determined to be a backward collision.

[0028] Multiple judgment logic for triggering conditions: The following judgment is made if and only if the vehicle's current speed v ≥ 30 km / h: Condition A (Standard Condition): maxf0(Pf,Pr)≥500kPa and maxf0(Af_mag,Ar_mag)≥20 g.

[0029] Condition B (Anti-interference redundancy condition): Any single parameter exceeds 1.5 times its standard threshold, i.e.: maxf0(Pf,Pr)≥750 kPa or maxf0(Af_mag,Ar_mag)≥30 g.

[0030] If either condition A or condition B is met, and the collision intensity function S(t) remains above 1.0 for three consecutive sampling periods, then the collision event is finally confirmed.

[0031] Actuator timing control: 1. Upon final confirmation of the collision, the central controller 316 immediately issues two levels of instructions (response time ≤ 10 ms): T=0ms: The ignition circuit of the airbag 313 is triggered.

[0032] T=20ms: Send a drive command to the buffer driver 315 and specify the rotation direction (counterclockwise for forward impact, clockwise for backward impact).

[0033] This fixed 20ms delay is precisely calculated and experimentally verified to ensure that the cockpit 2 only begins to move after the airbag 313 has fully deployed and formed protection.

[0034] In summary, by using multi-sensor data fusion, weighted judgment, and continuous confirmation mechanism within a time window, interference from single sensor false alarms, road bumps, and gravel impacts is greatly eliminated, ensuring that the system is only triggered when a real, high-intensity collision occurs, thus achieving a balance between safety and reliability.

[0035] Multi-sensor data fusion triggering algorithms can achieve the following: Data synchronization: Synchronously read the front / back pressure (Pf, Pr) and acceleration (Af, Ar) data at a frequency of ≥1000Hz; Intensity function calculation: Real-time calculation of collision intensity function S(t) = 0.6·maxf0(Pf,Pr) / 500 + 0.4·maxf0(Af,Ar) / 20; Condition judgment: When the vehicle speed v≥30 km / h, if S(t)≥1.0 lasts for 3ms, or if any single parameter exceeds the threshold by 1.5 times, then the trigger is confirmed.

[0036] The multi-sensor data fusion triggering algorithm successfully filtered out this interference, achieving a false trigger rate of 0%, thanks to its weighted fusion function and time window confirmation mechanism. This combination ensures both high sensitivity and extremely high anti-interference capability.

[0037] Please refer to the instruction manual for details. Figure 3 -Appendix Figure 5 With appendix Figure 8 In some embodiments, the emergency protection unit 3 also includes a T-shaped bracket 31, a support bracket 32, a traction turntable 35, a reciprocating swing element 36, a telescopic rod 37, a driven rack 38, a synchronous slider 39, and a limiting groove 310. T-shaped brackets 31 are fixedly installed at the middle positions of the left and right sides of the vehicle chassis 1; The traction turntable 35 is rotatably mounted on the T-shaped bracket 31, and a buffer driver 315 for driving the traction turntable 35 to rotate clockwise or counterclockwise is fixedly installed on the T-shaped bracket 31. The buffer driver 315 is electrically connected to the central controller 316, and an eccentrically set traction bolt is integrally connected to the traction turntable 35.

[0038] The reciprocating pendulum 36 is integrally composed of a drive gear and a pendulum rod. The reciprocating pendulum 36 is rotatably mounted on a T-shaped bracket 31 via the center of the drive gear, and the pendulum rod has a traction hole for a movable traction bolt. The buffer actuator 315 drives the traction turntable 35 to rotate, and the eccentrically positioned traction bolt moves within the traction hole of the pendulum rod, converting the rotation into a large-angle swing of the reciprocating pendulum 36. This structure has a range-extending effect; that is, the buffer actuator 315 only requires a small rotation angle to drive the telescopic rod 37 to produce a sufficiently long linear displacement through the drive gear and driven rack 38, helping to reduce the requirements for the actuator's power and size.

[0039] The telescopic rod 37 is slidably installed in the upper part of the T-shaped bracket 31.

[0040] The driven rack 38 is fixedly connected to the telescopic rod 37, and the driven rack 38 is meshed with the drive gear. The rack and pinion transmission has a reverse self-locking characteristic. When the drive stops, the cockpit 2 can immediately stabilize at the target position and will not rebound due to inertia or external force, ensuring the stable maintenance of the buffer distance.

[0041] As can be seen from the attached diagram and Figure 5 in the instruction manual, the traction turntable 35, the reciprocating swing component 36, and the telescopic rod 37 are all purely mechanical components. They have extremely strong impact resistance and overload resistance, and can work stably in extremely harsh collision environments.

[0042] The synchronous slider 39 is pin-connected to both ends of the telescopic rod 37.

[0043] The limiting slide 310 is longitudinally formed in the movable frame 34, and the limiting slide 310 slides synchronously with the slider 39. It adopts a pure mechanical transmission chain based on the traction turntable 35 and the reciprocating swing component 36, which has strong overload resistance, stable and reliable transmission, and displacement extension effect, which is superior to the easily failed electrified linear drive or one-time explosive drive.

[0044] The triggering conditions for Emergency Protection Unit 3 are: the vehicle is subjected to an impact force of ≥500kPa and acceleration ≥20g, and the vehicle speed is ≥30km / h, or a single parameter exceeds the corresponding threshold by 1.5 times, and the vehicle speed is determined to be ≥30km / h.

[0045] The front pressure sensor 311 and rear pressure sensor 312 are arranged in an opposing U-shape. This U-shape better encloses and senses the initial micro-deformation of the bumper longitudinal beam. Its structure is most sensitive to collision forces perpendicular to the vehicle's centerline (i.e., frontal and rear impacts), but insensitive to lateral scraping and other disturbances. This provides the central controller 316 with earlier and cleaner collision signals. The opposing arrangement forms a symmetrical measurement unit, allowing for a more accurate determination of the degree and direction of the collision's offset during an offset collision by analyzing the differences in data from the left and right sensors. This provides a data basis for subsequent drive strategies (such as fine-tuning the output of the side buffer actuators 315), something difficult to achieve with planar sensors. The layout of the U-shape pressure sensors and high-precision accelerometers, combined with a multi-sensor weighted fusion algorithm, ensures both sensitive and reliable triggering under extreme conditions while reducing false alarm rates.

[0046] The sampling frequency of the front pressure sensor 311 and the rear pressure sensor 312 is ≥1000Hz, the measurement range of the front acceleration sensor 317 and the rear acceleration sensor 318 is 0-100g, and the signal response time of the central processing unit 316 is ≤10ms.

[0047] Under the triggering conditions, the airbag 313 of the emergency protection unit 3 operates before the mobile frame 34, and the time difference between the two is 0.02-0.04s.

[0048] Emergency protection unit 3 is located in column B of shell 22.

[0049] The effectiveness of Emergency Protection Unit 3 was verified through comparative tests, including a full-vehicle collision simulation using computer simulation: Collision Scenario: Select the most representative "truck rear-ends and pushes the car in front" scenario. Initial speed is 80km / h; Evaluation metric: Chest compression (mm): A critical life-threatening indicator; the lower the value, the better.

[0050] Head Injury Guidelines (HIC15): Assess the risk of head injury; the lower the value, the better.

[0051] Survival space remaining (mm): The full height of the occupant compartment after a collision; the higher the value, the better.

[0052] System false trigger risk assessment: qualitatively assess the reliability of this solution in daily driving.

[0053] Solution A: Fully complies with the claims: Features an arc-shaped guide rail 33 (7.5cm lower at the middle), with the airbag 313 deploying before the moving frame 34 (delay 0.03s). As a benchmark, verify the effectiveness of the complete solution.

[0054] Option b: Use a horizontal guide rail, replacing the arc-shaped guide rail 33 with a completely horizontal linear guide rail, otherwise the same as option a.

[0055] Option c: The airbag 313 is activated synchronously with the cabin 22: the airbag 313 and the moving frame 34 drive commands are issued simultaneously (delay 0.00s), and everything else is the same as option a.

[0056] Option d: No separation function, traditional monocoque body structure, equipped with standard airbags 313, without any cockpit separation or movement function.

[0057] Evaluation indicators Option d Option C Option b Option a chest compression 52.1 38.5 31.2 26.8 Head injury guidelines 785 681 545 488 Remaining living space 0 (Completely crushed) 105 180 255 System false trigger risk assessment not applicable Low Low Low The data shows that the schemes (a, b, c) with cockpit 2 movement function are significantly better than the traditional scheme (d) in all injury indicators, proving the correctness and effectiveness of the core idea of ​​"creating a buffer space". Option A (arc-shaped guide rail 33) significantly exceeds Option B (horizontal guide rail) in terms of "survival space remaining." This demonstrates that in a pincer collision, the "obliquely upward" movement path guided by the arc-shaped guide rail 33 more effectively elevates the occupant compartment, preventing intrusion from the rear truck and is a key design feature to avoid occupant crushing to death. Although the difference in chest compression is not significant between the two options, the fundamental improvement in survival space determines life or death. The necessity of airbag 313 deployment timing: Option a (airbag 313 priority) has a significantly better injury index than Option c (simultaneous deployment). This is because at the moment the cockpit 2 begins to move, the occupant will tend to move relative to seat 21 due to inertia. Airbag 313 deploying 0.03 seconds in advance can effectively restrain the occupant to seat 21 before the cabin 22 moves, preventing secondary collisions between the occupant and the cabin structure (such as the steering wheel and dashboard) during movement. Timing control is the essence of ensuring protective synergy.

[0058] In summary, based on the above analysis, Scheme a (the optimal one of this invention) integrates two core technologies: "arc-shaped guide rail 33" and "airbag 313 priority timing", and performs best in both occupant injury protection and survival space maintenance.

[0059] The inner wall of the B-pillar of the shell 22 is provided with a guide hole corresponding to the arc-shaped guide rail 33. Its geometric shape is similar to that of the arc-shaped guide rail 33, which realizes the composite movement of the cockpit 2 of "horizontal avoidance + vertical lifting" during the collision. It can effectively avoid continuous compression and bottom intrusion from the front or rear, which is incomparable to the horizontal movement scheme.

[0060] The conversion connection 4 includes a first connector, a second connector, and a one-button converter 43. The first connector is used to assemble and connect the vehicle chassis 1 and the seat 21 to adjust the seat 21's forward and backward movement by 20-50cm. The second connector assembles and connects the seat 21 and the moving frame 34, allowing the cockpit 2, subjected to frontal or rearal impacts, to move forward and upward or backward and upward along the arc-shaped guide rail 33 by 10-40cm to provide buffer space. The conversion connection 4 fundamentally changes the connection relationship between the cockpit 2 and the vehicle chassis 1 by switching between the first connector (first linear slide rail 41 and first locking device 42) and the second connector (second linear slide rail 44 and second locking device 45). The one-button converter 43 switches between the two connection methods, and the second locking device 45 rigidly connects the seat 21 and the moving frame 34. At this time, the entire cockpit 2 (shell 22 + seat 21) sits as a complete "safety unit" on the arc-shaped guide rail 33. This design ensures that when a collision is triggered, the occupant, seat 21, and shell 22 move as a whole, avoiding secondary injuries caused by the non-rigid connection between the occupant and seat 21, and between seat 21 and shell 22 under impact, thus ensuring coordinated and consistent protective actions.

[0061] It should be noted that the buffer space movement distance is adjusted by the manufacturer according to the vehicle model or actual situation, providing a suitable buffer protection space through vertical fluctuation.

[0062] The first connector is used to interactively mount the seat 21 onto the first linear slide rail 41, and the second connector is used to fix the seat 21 to the movable frame 34.

[0063] It should be noted that the conversion connection part 4 is mainly designed for mid-to-high-end vehicles with two seats. For common five-seat vehicles, the front and rear rows of seats 21 need to be linked, so that the two rows of seats 21 need to be fixedly connected to the same moving frame 34.

[0064] Please refer to the instruction manual for details. Figure 7 In some embodiments: the first connecting member includes a first linear slide rail 41 and a first locking device 42. The first linear slide rail 41 is fixedly mounted on the vehicle chassis 1, and the first locking device 42 is fixedly mounted on the lower end of the seat 2, corresponding to the first linear slide rail 41. Through the first linear slide rail 41, the driver can enjoy a 20-50cm adjustment range for the seat 21, similar to that of ordinary vehicles, thus improving comfort.

[0065] The second connecting component includes a second linear slide rail 44 and a second locking device 45. The second linear slide rail 44 is fixedly mounted on the outer wall of the seat 21. The second locking device 45 is fixedly mounted on the movable frame 34 corresponding to the second linear slide rail 44.

[0066] The front pressure sensor 311 and the front acceleration sensor 317 are both fixedly installed at the front end of the vehicle, while the rear pressure sensor 312 and the rear acceleration sensor 318 are both fixedly installed at the rear end of the vehicle.

[0067] The first connector only functions when the seat 21 is adjusted forward and backward along the vehicle chassis 1.

[0068] It should be noted that the specific models and specifications of the front pressure sensor 311, front acceleration sensor 317, rear pressure sensor 312 and rear acceleration sensor 318, emergency call device 314, buffer driver 315, and central controller 316 need to be selected and determined according to the actual specifications of the device. The specific selection calculation method adopts the existing technology in this field, so it will not be elaborated.

[0069] In some implementations, when the vehicle is subjected to an extremely violent impact and its own speed is ≥120km / h, the cockpit 2 will completely detach from the vehicle chassis 1 due to the impact and eject along the impact direction. Since the cockpit 2 is equipped with a certain buffer structure (seat 21), the cockpit 2 can play a buffer support role when it lands or comes into contact with foreign objects, so as to avoid the occupants being extremely crushed.

[0070] The functional principle of this invention can be explained through the following operation: it is explained in two stages, specifically connection preparation under normal conditions and trigger protection during collisions: Firstly, the connection preparation under normal conditions: the conversion connection part 4 is in the basic connection state, the second locking device 45 is disconnected, and the seat 21 is slidably connected to the first linear slide rail 41 on the vehicle chassis 1 through the first locking device 42 at its bottom. This allows the driver to adjust the position 20-50cm forward and backward as needed, just like in an ordinary vehicle. After disconnecting the first locking device 42, the second locking device 45 realizes the fixed connection between the moving frame 34 and the seat 21, keeping it relatively fixed to the vehicle chassis 1, and preparing for normal driving.

[0071] During normal driving, the first locking device 42 is disengaged, and the seat 21 and the movable frame 34 are fixedly connected via the second locking device 45. At this point, the seat 21 and the housing 22 are rigidly connected as a single unit via the movable frame 34 and "sit" on the arc-shaped guide rail 33, in a ready-to-trigger state. At this time, the connection between the driver's cabin 2 and the vehicle chassis 1 is no longer rigid, but rather forms a sliding protective structure through the arc-shaped guide rail 33 and the movable frame 34.

[0072] Secondly, collision trigger protection: When the vehicle detects that the trigger conditions are met (vehicle speed ≥30 km / h, and subjected to an impact of ≥500 kPa and acceleration ≥20g, or a single parameter exceeding the threshold by 1.5 times), Emergency Protection Unit 3 will be activated immediately. The front pressure sensor 311, rear pressure sensor 312, front acceleration sensor 317, and rear acceleration sensor 318 located on the vehicle collect collision data at a high frequency of ≥1000Hz. The data is transmitted to the central controller 316 in real time with a response time of ≤10ms, which quickly determines the direction and intensity of the collision. Within 0.02-0.04 seconds after the central controller 316 issues the command, the airbag 313 deploys first to prepare for the initial restraint of the occupant. Due to inertia, the occupant is passively moved forward or backward by 5-10 cm. This distance is initially buffered and supported by the airbag 313 and the seat 21. The small time difference ensures that the occupant is protected by the airbag 313 before the cockpit 2 begins to move, avoiding collisions with objects inside the cockpit during the movement of the cockpit. After the airbag 313 is deployed, the buffer actuator 315 receives the command and starts. The buffer actuator 315 drives the traction turntable 35 to rotate. Since the traction bolt on the traction turntable 35 is eccentrically set, its rotation is converted into the reciprocating swing of the reciprocating swing member 36. The drive gear of the reciprocating swing member 36 meshes with the driven rack 38 fixed on the telescopic rod 37, thereby converting the swing into the linear motion of the telescopic rod 37. The synchronous sliders 39 at both ends of the telescopic rod 37 slide in the limiting slide groove 310 of the moving frame 34, pushing the entire moving frame 34 with the fixed cockpit 2, i.e., the shell 22 and the seat 21, to slide along the arc-shaped guide rail 33. This sliding is actively controlled by the emergency protection unit 3. The direction of movement is generally consistent with the direction of passive movement, but the specific path is not completely coincident. The path of active sliding extends along the arc-shaped guide rail 33 and is in the forward or rearward upward direction.

[0073] After the collision, the distress call device 314 was automatically activated, sending a distress signal containing the vehicle's location information to buy time for subsequent rescue efforts.

[0074] It should be noted that in the event of a rearward impact: the system controls the buffer driver 315 to rotate the traction turntable 35 in a specific direction, which ultimately drives the entire cockpit 2 to slide along the arc-shaped guide rail 33 to the rear and upper part of the vehicle. In the event of a forward impact: the system controls the buffer driver 315 to rotate in the opposite direction, driving the entire cockpit 2 to slide forward and upward towards the vehicle; The design of the arc-shaped guide rail 33, with the middle end 5-10cm lower than the front and rear ends, ensures that the cockpit 2 will have an upward displacement component regardless of which direction it moves. This helps to raise the passenger compartment to a safer height in the event that the vehicle may "go under" or "squeeze". The entire movement process is limited to a buffer distance of 10-40cm through mechanical structure and program control. By increasing this buffer distance, the collision energy is absorbed, and the impact force directly transmitted to the occupants is reduced.

[0075] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A separable cockpit, comprising a vehicle chassis (1) and a cockpit (2), the cockpit (2) being composed of a seat (21) and a shell (22), characterized in that, The vehicle chassis (1) is equipped with: Emergency protection unit (3), the emergency protection unit (3) includes an arc-shaped guide rail (33), a movable frame (34), a front pressure sensor (311), a rear pressure sensor (312), a front acceleration sensor (317), a rear acceleration sensor (318), an airbag (313) and a distress call device (314). The arc-shaped guide rail (33) is arranged between the seat (21) and the housing (22) in a front-to-back direction. The movable frame (34) is slidably installed on the arc-shaped guide rail (33) and the movable frame (34) is fixedly connected to the housing (22). The front pressure sensor (311), the rear pressure sensor (312) and the distress call device (314) are all electrically connected to the central controller (316). The conversion connection part (4) includes a first connector, a second connector and a one-button converter (43). The first connector is used to assemble and connect the vehicle chassis (1) and the seat (21) for adjusting the seat (21) to move forward and backward by 20-50cm. The second connector is used to assemble and connect the seat (21) and the moving frame (34) so ​​that the cockpit (2) subjected to impact from the front or rear side moves forward and upward or backward and upward along the arc-shaped guide rail (33) by 10-40cm to provide a buffer space.

2. The detachable cockpit according to claim 1, characterized in that, The triggering condition of the emergency protection unit (3) is that the vehicle is subjected to an impact force of ≥500kPa and acceleration ≥20g, and the vehicle speed is ≥30Km / h, or a single parameter exceeds the corresponding threshold by 1.5 times, and at the same time the vehicle speed is determined to be ≥30Km / h.

3. The detachable cockpit according to claim 2, characterized in that, The front pressure sensor (311) and the front acceleration sensor (317) are both fixedly installed at the front end of the vehicle, and the rear pressure sensor (312) and the rear acceleration sensor (318) are both fixedly installed at the rear end of the vehicle.

4. The detachable cockpit according to claim 3, characterized in that, The front pressure sensor (311) and the rear pressure sensor (312) are arranged in an i-shape facing each other.

5. The detachable cockpit according to claim 4, characterized in that, The sampling frequency of the front pressure sensor (311) and the rear pressure sensor (312) is ≥1000Hz, the measurement range of the front acceleration sensor (317) and the rear acceleration sensor (318) is 0-100g, and the signal response time of the central processing unit (316) is ≤10ms.

6. The detachable cockpit according to claim 5, characterized in that, The middle of the arc-shaped guide rail (33) is 5-10cm lower than the front and rear ends, and the movable frame (34) is located at the middle of the arc-shaped guide rail (33) under normal conditions.

7. The detachable cockpit according to claim 6, characterized in that, Under the triggering condition, the airbag (313) of the emergency protection unit (3) operates before the mobile frame (34), and the time difference between the two is 0.02-0.04s.

8. The detachable cockpit according to claim 7, characterized in that, The emergency protection unit (3) is located in the B column of the shell (22).

9. The detachable cockpit according to claim 8, characterized in that, The inner wall of the B-pillar of the housing (22) is provided with a guide hole corresponding to the arc-shaped guide rail.

10. The detachable cockpit according to claim 9, characterized in that, The first connector only works when the seat (21) is adjusted forward and backward along the vehicle chassis (1).

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