Seat headrest active protection device, vehicle and seat headrest active protection method

Abstract

The invention provides a seat headrest active protection device, a vehicle and a seat headrest active protection method.The seat headrest active protection device comprises an air bag, an inflation assembly and a collision sensing assembly, the air bag is arranged on the front portion of a headrest, and the inflation assembly is connected with the air bag; the collision sensing assembly comprises a collision sensor and a pendulum bob, the pendulum bob is rotationally connected to the headrest, and a hammer head is formed at the lower end of the pendulum bob; the collision sensor is arranged behind the hammer head and is in communication connection with the inflation assembly; the hammer head can swing backwards under the inertia effect and hit the collision sensor. The method comprises the following steps: S10, judging whether collision occurs or not through a collision sensing assembly; and S20, if the collision is judged to be generated, controlling an air inflation assembly to inflate the air bag until the air inflation volume threshold value is reached. The purposes of using comfort and driving safety are both considered, and the quality feeling of the whole vehicle is improved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle component technology, specifically relating to an active protection device for a seat headrest and an active protection method for a vehicle and its seat headrest. Background Technology

[0002] Car seats not only provide seating for occupants, but they are also important passive safety devices, integrating safety features such as airbags. Since most car accidents occur at the front, the front seats become the "first to bear the brunt." Secondly, when a collision occurs between two vehicles, most drivers will instinctively swerve to avoid it, turning a frontal collision into a "25% offset collision," and the offset position is precisely the passenger seat. This demonstrates the significant impact of the front seats on driving safety. The front seats mainly consist of headrests, backrests, seat cushions, and armrests. Under normal driving conditions, occupants need some head support, requiring ample headroom, especially for women with ponytails who require even more headroom for enhanced comfort. In a rear-end collision, the body will fall backward due to inertia. The pressure from the vehicle's acceleration or deceleration is concentrated on the vulnerable neck and head, and the headrest acts as a buffer, protecting the head. Therefore, a better whiplash score is crucial; the smaller the headroom, the higher the whiplash score.

[0003] Existing headrests, when designed, increase the back head clearance (improving comfort) but decrease the whiplash score (reducing safety performance), while decreasing the back head clearance (reducing comfort) increases the whiplash score (improving safety performance). It is difficult to simultaneously meet the design requirements of comfort and safety, which affects the overall quality of the vehicle. Summary of the Invention

[0004] This invention provides an active protection device for a seat headrest, a vehicle, and an active protection method for a seat headrest, aiming to solve the problem in the prior art where the design of seat headrests cannot balance safety and comfort.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: In a first aspect, embodiments of the present invention provide an active protection device for a seat headrest, comprising: An air bag, an inflation assembly, and a collision sensing assembly are provided. The air bag is positioned at the front of the headrest, and the inflation assembly is connected to the air bag to inflate it. The collision sensing component includes a collision sensor and a pendulum. The pendulum is rotatably connected to the headrest, and the lower end of the pendulum forms a hammerhead. The collision sensor is located behind the hammerhead and is communicatively connected to the inflation component. The hammerhead can swing backward under inertia and strike the sensing surface of the collision sensor.

[0006] In conjunction with the first aspect, in one possible implementation, the collision sensing component further includes a collision bracket and a swing bracket, the collision bracket having an accommodating space, the swing bracket, the pendulum and the collision sensor all being disposed within the accommodating space, and the upper part of the pendulum being rotatably connected to the swing bracket.

[0007] In conjunction with the first aspect, in one possible implementation, the active protection device for the seat headrest further includes a main support frame, the air bag is connected to the front side of the main support frame, and the inflation assembly and the inflation assembly are both connected to the rear side of the main support frame.

[0008] In some embodiments, the main support is a flat plate, and the plate surface of the main support is set at an angle to the front-rear direction; the air bag is connected to the front plate surface of the main support, and the inflation assembly and the inflation assembly are both connected to the rear plate surface of the main support.

[0009] In some embodiments, the edge of the main support is bent backward to form a main body flange, and the main body flange is provided with a clearance notch for the ventilation pipe to pass through, the ventilation pipe being connected between the air bag and the inflation assembly.

[0010] In some embodiments, the air bag covers the front panel of the main support when it is not inflated.

[0011] Compared with the prior art, the solution shown in this application embodiment does not inflate the airbag under normal driving conditions. If a rear-end collision or other safety accident occurs, the vehicle will generate a huge forward acceleration. Not only will the driver's upper body lean backward due to inertia, but the pendulum will also swing backward under the action of inertia. The pendulum head will hit the sensing surface of the collision sensor. The collision sensor controls the inflation component to quickly inflate the airbag. After the airbag is inflated, it will bulge and reduce the gap behind the head, which will effectively support the head of the driver and passengers and prevent the head of the driver and passengers from swinging backward significantly during the impact, causing head and neck injuries. During normal driving, the airbag is in a contracted state, occupying virtually no space inside the headrest. In the event of a collision, it inflates rapidly to provide effective support behind the head. Therefore, the design allows for a larger gap behind the head, ensuring comfort without compromising collision safety, achieving a balance between comfort and safety. Furthermore, the collision sensing component uses a pendulum-driven impact-triggered inflation mode. The pendulum's inertial swing motion more closely resembles the human body's swing during a collision, making it easier to simulate human movement and ensuring the realism and accuracy of collision triggering. Simultaneously, the pendulum's rapid swing speed effectively improves the sensitivity and response speed of the collision sensor, allowing for faster airbag inflation and ensuring the timely effectiveness of airbag safety protection.

[0012] Secondly, embodiments of the present invention also provide a vehicle including the aforementioned active headrest protection device.

[0013] Compared with the prior art, the solution shown in this application embodiment, by adopting the above-mentioned active headrest protection device, can not only achieve a larger head clearance under normal driving conditions to improve the comfort of use, but also quickly and accurately determine the occurrence of a collision, and then quickly inflate to achieve the effect of head support protection when a collision occurs, so as to achieve the purpose of balancing the comfort of use and the safety of driving, and improve the overall quality of the vehicle.

[0014] Thirdly, embodiments of the present invention also provide an active protection method for a seat headrest, implemented based on the aforementioned active protection device for a seat headrest, the active protection method for a seat headrest comprising the following steps: S10. Determine whether a collision has occurred using the collision sensing component; S20. If a collision is detected, control the inflation component to inflate the air bag until the inflation threshold is reached.

[0015] In conjunction with the third aspect, in one possible implementation, step S20 also includes: S30, Release the gas inside the air bag.

[0016] In some embodiments, the deflation rate in step S30 is lower than the inflation rate in step S20.

[0017] The solution shown in this application embodiment, compared with the prior art, has a larger head-to-rear clearance under normal driving conditions, which improves the comfort of use. It can also quickly and accurately detect collisions when they occur, and quickly inflate the airbags when a collision occurs through a simple control process, thereby achieving the purpose of supporting and protecting the head and rear, taking into account both the comfort of use and the safety of driving. Attached Figure Description

[0018] Figure 1 This is a front view of the assembly of the active headrest protection device and the seat bracket provided in Embodiment 1 of the present invention; Figure 2 This is a rear view of the seat headrest active protection device and seat bracket provided in Embodiment 1 of the present invention. Figure 3 The three-dimensional active protection device for the headrest of the seat provided in Embodiment 1 of the present invention Figure 1 ; Figure 4 The three-dimensional active protection device for the headrest of the seat provided in Embodiment 1 of the present invention Figure 2 ; Figure 5 This is a front view of the collision sensing component used in Embodiment 1 of the present invention; Figure 6 This is a side view of the collision sensing component used in Embodiment 1 of the present invention. Figure 7 This is a side view of the pendulum, swing bracket, and position stabilizer used in Embodiment 2 of the present invention. Figure 1 ; Figure 8 This is a side view of the pendulum, swing bracket, and position stabilizer used in Embodiment 2 of the present invention. Figure 2 ; Figure 9 This is a side view of the pendulum, swing bracket, and position stabilizing component used in Embodiment 3 of the present invention; Explanation of reference numerals in the attached figures: 1. Active headrest protection device; 10. Airbag; 110. First mounting hole; 20. Inflation assembly; 210. Air pump; 220. Inflation bracket; 30. Collision sensing assembly; 310. Collision sensor; 311. Sensing surface; 320. Pendulum; 321. Hammer head; 330. Collision bracket; 331. Accommodation space; 340. Swing bracket; 350. Position stabilizing component; 351. First magnetic component; 352. Second magnetic component; 353. Connecting rope; 3531. Connecting section; 3532. Weakening section; 360. Connecting sleeve; 40. Main body bracket; 410. Main body flange; 411. Bottom main body flange; 412. Pipeline organization space; 420. Clearance notch; 430. Second mounting hole; 50. Wire; 60. Ventilation pipe; 2. Seat bracket. Detailed Implementation

[0019] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0020] Unless otherwise expressly defined, the use of terms such as "first," "second," or "third" in the claims, description, and accompanying drawings of this invention is for distinguishing different objects and not for describing a specific order.

[0021] In the claims, description, and accompanying drawings of this invention, the terms "upper" and "lower" correspond to the vertical direction of the vehicle body; the terms "left" and "right" correspond to the horizontal direction of the vehicle body; and the terms "front" and "rear" correspond to the front-rear direction of the vehicle body. Unless otherwise explicitly defined, the use of terms such as "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "high," and "low" to indicate orientation or positional relationships is based on the orientation and positional relationships shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description. It does not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the specific scope of protection of this invention.

[0022] Unless otherwise expressly defined, the terms "fixed connection" or "fixed connection" used in the claims, description and drawings of this invention should be interpreted broadly to refer to any connection in which there is no displacement or relative rotation relationship between the two parties, including non-removable fixed connection, detachable fixed connection, integral connection and fixed connection by other means or components.

[0023] In the claims, description and accompanying drawings of this invention, the terms "comprising," "having," and variations thereof are used to mean "including but not limited to."

[0024] In the claims, description and drawings of this invention, if the term "bonding connection" is used, its implementation methods include, but are not limited to, bonding welding, bonding adhesive, and connection by threaded connectors after bonding.

[0025] Please refer to the following: Figures 1 to 6 The active headrest protection device 1 provided by the present invention will now be described. The active headrest protection device 1 includes an air bag 10, an inflation assembly 20, and a collision sensing assembly 30. The air bag 10 is placed at the front of the headrest, and the inflation assembly 20 is connected to the air bag 10 to inflate the air bag 10. The collision sensing assembly 30 includes a collision sensor 310 and a pendulum 320. The pendulum 320 is rotatably connected to the headrest, and the lower end of the pendulum 320 forms a hammer head 321. The collision sensor 310 is placed behind the hammer head 321 and is communicatively connected to the inflation assembly 20. The hammer head 321 can swing backward under inertia and hit the sensing surface 311 of the collision sensor 310.

[0026] In this embodiment, the communication connection between the collision sensor 310 and the inflation assembly 20 is achieved through the vehicle computer (ECU) or other control modules independent of the vehicle computer. The collision sensor 310 feeds back its own signal changes to the ECU or control module, and the ECU or control module generates an inflation command. The inflation assembly 20 inflates the air bag 10 according to the inflation command.

[0027] The active headrest protection device 1 of this embodiment is applicable to the headrests of front seats, and also to the headrests of seats; it is not limited to any particular type. The figure shows an embodiment in which the active headrest protection device 1 is installed on the seat bracket 2 of the front seat.

[0028] In this embodiment, the active protection device 1 of the seat headrest is also covered with a flexible outer skin, which satisfies both aesthetic requirements and improves the comfort of the human body in contact with the headrest. Accordingly, an easy-tear line is provided on the flexible outer skin on the front side of the headrest. When the airbag 10 inflates to a certain extent, the easy-tear line on the flexible outer skin is torn, preventing the flexible outer skin from hindering further inflation of the airbag 10. The easy-tear line can be arranged along the circumference of the airbag 10.

[0029] In this embodiment, the sensing surface 311 of the collision sensor 310 refers to the surface of the collision sensor 310 that receives the hammer head 321. After the hammer head 321 impacts the sensing surface 311, it can trigger the mechanical switch, pressure sensing element, etc. inside the collision sensor 310, thereby determining whether a collision has occurred. The collision sensor 310 can be obtained through existing technology (e.g., purchased), and it only needs to be able to sense the impact of the hammer head 321, which will not be described in detail here.

[0030] Compared with the prior art, the active headrest protection device 1 provided in this embodiment does not inflate the airbag under normal driving conditions. If a rear-end collision or other safety accident occurs, the vehicle will generate a huge forward acceleration. Not only will the driver lean backward due to inertia, but the pendulum 320 will also swing backward under the action of inertia. The hammer head 321 will hit the sensing surface 311 of the collision sensor 310. The collision sensor 310 controls the inflation component 20 to quickly inflate the airbag 10. After the airbag 10 is inflated, it will bulge and reduce the gap behind the head, which will effectively support the head of the driver and passenger and prevent the head of the driver and passenger from swinging backward significantly during the impact, causing head and neck injuries. In this embodiment, the airbag is in a contracted state during normal driving, occupying virtually no space inside the headrest. However, in the event of a collision, it can quickly inflate to provide effective support behind the head. Therefore, the design allows for a larger gap behind the head, ensuring comfort without compromising collision safety, thus achieving a balance between comfort and safety. Furthermore, since the collision sensing component 30 uses a pendulum 320 to trigger the collision inflation mode, the inertial swing motion of the pendulum 320 more closely resembles the swinging process of the human body during a collision. This makes it easier to simulate human movement, ensuring the realism and accuracy of the collision trigger. At the same time, the faster swing speed of the pendulum 320 effectively improves the sensitivity and response speed of the collision sensing, allowing for faster inflation of the airbag 10 and ensuring the timeliness of the airbag 10's safety protection.

[0031] In some embodiments, see Figures 1 to 6 The collision sensing assembly 30 also includes a collision bracket 330 and a swing bracket 340. The collision bracket 330 has a receiving space 331, within which the swing bracket 340, pendulum 320, and collision sensor 310 are all housed. The upper part of the pendulum 320 is rotatably connected to the swing bracket 340. The collision bracket 330 integrates the pendulum 320 and the collision sensor 310, allowing the collision sensing assembly 30 to be pre-assembled into a complete installation module, simplifying installation and increasing assembly efficiency. Simultaneously, the receiving space 331 of the collision bracket 330 also protects the pendulum 320 and the collision sensor 310, preventing interference from external components and ensuring their sensing reliability.

[0032] Based on the collision sensing assembly 30, which includes a collision bracket 330 and a swing bracket 340, see [link to previous section] Figures 7 to 9A position stabilizing element 350 is provided between the pendulum 320 and the swing bracket 340, or between the pendulum 320 and the collision bracket 330. This position stabilizing element 350 prevents the pendulum 320 from swinging and impacting the collision sensor 310 due to vehicle bumps during normal driving conditions, and also prevents the pendulum 320 from swinging and impacting the collision sensor 310 due to inertia during vehicle acceleration or deceleration, ensuring that the pendulum 320 only swings during a collision. The state where the vehicle does not collide is defined as the normal state. Furthermore, the pendulum 320 is a rigid component. Based on this, the implementation method of the position stabilizing element 350 to achieve this function is exemplified below: 1) See Figure 7 and Figure 8 A first magnetic attractor 351 is provided on the pendulum 320, and a second magnetic attractor 352 is provided on the swing bracket 340. In the normal state, the first magnetic attractor 351 and the second magnetic attractor 352 attract each other, fixing the overall posture of the pendulum 320, and the hammer head 321 is away from the collision sensor 310. If a vehicle collision occurs, the huge inertial force overcomes the magnetic attraction of the first magnetic attractor 351 and the second magnetic attractor 352, and the hammer head 321 of the pendulum 320 swings backward, thereby impacting the sensing surface 311 of the collision sensor 310.

[0033] Based on method 1), the collision bracket 330 and the main bracket 40 are detachably connected via threaded fasteners. After one use, the collision bracket 330 can be disassembled to expose the pendulum 320. The pendulum 320 can be manually reset by moving it, causing the first magnetic 351 and the second magnetic 352 to re-engage for the next use. Alternatively, a maintenance window can be provided on the side wall of the collision bracket 330. The maintenance window is normally sealed by a cover plate, which can be removed to expose the pendulum 320. The pendulum 320 can then be manually reset by moving it, causing the first magnetic 351 and the second magnetic 352 to re-engage for the next use. Alternatively, when the pendulum 320 is hanging naturally, the first magnetic 351 and the second magnetic 352 correspond to each other and attract each other (for example, the first magnetic 351 is located on the upper part of the connecting sleeve 360, and the second magnetic 352 is located on the upper part of the swing bracket 340, as shown in the figure). In this way, after the pendulum 320 finishes colliding with the collision sensor 310, as the pendulum 320 returns to its natural hanging state, the first magnetic 351 and the second magnetic 352 gradually attract each other, and there is no need to disassemble the collision bracket 330.

[0034] Based on method 1), in order to connect the pendulum 320 and the swing bracket 340, a connecting sleeve 360 ​​is provided at the upper end of the pendulum 320, and the connecting sleeve 360 ​​is rotatably sleeved on the rod-shaped swing bracket 340. In order to realize the setting of the position stabilizing member 350 in method 1), a first magnetic attracting member 351 is provided on the inner wall of the connecting sleeve 360, and a second magnetic attracting member 352 is provided on the outer peripheral surface of the swing bracket 340; one of the first magnetic attracting member 351 and the second magnetic attracting member 352 is a permanent magnet, and the other of the first magnetic attracting member 351 and the second magnetic attracting member 352 is a ferromagnetic material.

[0035] 2) See Figure 9 The pendulum 320 is connected to the front of the collision bracket 330 by a connecting rope 353. Under normal conditions, the connecting rope 353 pulls the pendulum 320 from the front side, causing the hammer head 321 of the pendulum 320 to move away from the collision sensor 310. If a collision occurs, the pendulum 320 tends to swing backward. The huge inertia breaks the connecting rope 353, and the hammer head 321 of the pendulum 320 swings backward, thereby hitting the sensing surface 311 of the collision sensor 310.

[0036] Based on method 2), the collision bracket 330 and the main bracket 40 are detachably connected by means of threaded fasteners, etc. After one use, the collision bracket 330 is removed to expose the pendulum 320, a new connecting rope 353 is replaced, and the connection between the pendulum 320 and the collision bracket 330 is re-established for the next use.

[0037] Based on method 2), the material of the connecting rope 353 can be rubber, silicone, non-woven fabric, etc. The connecting rope 353 has at least two connecting segments 3531 and at least one weakening segment 3532, with the connecting segments 3531 and the weakening segments 3532 distributed alternately. The connecting segment 3531 is used to connect with the collision bracket 330 or the pendulum 320, while the strength of the weakening segment 3532 is less than that of the connecting segment 3531. Under normal conditions, the connecting rope 353 maintains the connection between the pendulum 320 and the collision bracket 330. When a collision occurs, the weakening segment 3532 breaks first, thereby releasing the pendulum 320. In order to achieve the purpose of the weakened segment 3532 breaking first, the diameter of the weakened segment 3532 is smaller than the diameter of the connecting segment 3531, thereby making the strength of the weakened segment 3532 lower than the strength of the connecting segment 3531; or, a number of weakening holes are provided on the weakened segment 3532, thereby making the strength of the weakened segment 3532 lower than the strength of the connecting segment 3531; or, the weakened segment 3532 is a hollow rope segment, thereby making the strength of the weakened segment 3532 lower than the strength of the connecting segment 3531; other embodiments will not be listed here.

[0038] In some more specific configurations of the collision sensing component 30, the vertical centerline of the collision bracket 330 coincides with the vertical centerline of the headrest. Based on this, the vertical centerline of the collision sensor 310 coincides with the vertical centerline of the pendulum 320, or the vertical centerline of the collision sensor 310 and the vertical centerline of the pendulum 320 are offset in the left-right direction, that is, the impact position of the hammer head 321 of the pendulum 320 is offset from the vertical centerline of the sensing surface 311 in the left-right direction.

[0039] In some more specific configurations of the collision sensing components 30, the vertical centerline of the collision bracket 330 is offset from the vertical centerline of the headrest in the left-right direction. Based on this, the vertical centerline of the collision sensor 310 coincides with the vertical centerline of the pendulum 320, or the vertical centerline of the collision sensor 310 is offset from the vertical centerline of the pendulum 320 in the left-right direction, meaning the impact position of the hammer head 321 of the pendulum 320 is offset from the vertical centerline of the sensing surface 311 in the left-right direction.

[0040] In some embodiments, see Figures 1 to 4 The active headrest protection device 1 also includes a main support frame 40, with an airbag 10 connected to the front of the main support frame 40, and an inflation assembly 20 connected to the rear of the main support frame 40. The main support frame 40 divides the internal space of the headrest into front and rear parts. The airbag 10 is located in the front space, while the inflation assembly 20 and the collision sensing assembly 30 are located in the rear space. This allows the airbag 10 to be set larger, and the inflation assembly 20 and the collision sensing assembly 30 do not affect the setting of the airbag 10, thereby providing a larger inflation support area after a collision, further improving the reliability and safety of the support.

[0041] Based on the above implementation method, in order to realize the installation of the collision sensing component 30 and the main support 40, a connecting ear is provided around the collision support 330, and the connecting ear and the main support 40 are fixedly connected by components such as threaded fasteners.

[0042] Based on the above embodiments, see Figures 1 to 4 The main support frame 40 is a flat plate, and the plate surface of the main support frame 40 is set at an angle to the front-rear direction. The air bag 10 is connected to the front plate surface of the main support frame 40, and the inflation assembly 20 is connected to the rear plate surface of the main support frame 40. The plate surface of the main support frame 40 can be perpendicular to the front-rear direction, or form an acute angle of not less than 60° (e.g., 85°, 80°, 75°) with the front-rear direction, so as to meet the function of supporting the head.

[0043] In this embodiment, the main support 40 adopts a plate-shaped component and is designed to be angled with the front-rear direction. This design maximizes the compression of the main support 40's size in the front-rear direction while providing the air bag 10, inflation component 20, and collision sensing component 30 with the maximum installation support area. This minimizes the overall size of the seat headrest active protection device 1 in the front-rear direction, making it easy to install inside the headrest. At the same time, it also provides effective support and shaping.

[0044] Based on the main support 40 being a flat plate component, see [link / reference] Figures 1 to 4 The edge of the main support 40 is bent backward to form a main body flange 410, which improves the torsional and bending resistance of the main support 40 and enhances its structural stability. Based on this, in order to facilitate the installation of the ventilation pipe 60 and prevent friction between the edge of the main body flange 410 and the ventilation pipe 60, which could cause damage or breakage, a clearance notch 420 is provided on the main body flange 410 for the ventilation pipe 60 to pass through. The ventilation pipe 60 connects the air bag 10 and the inflation assembly 20.

[0045] In some more specific embodiments, see Figures 1 to 4 Both sides of the main body flange 410 located at the bottom of the main body support 40 are provided with clearance notches 420. The main body flange 410 between the clearance notches 420 on both sides of the bottom is defined as the bottom main body flange 411. The bottom main body flange 411 is a curved flange, and the center of curvature is located on the front side of the bottom main body flange 411. In this embodiment, the bottom main body flange 411 is set in a curved rolled shape, which forms a pipeline management space 412 extending in the left and right direction between it and the main body support 40. It can accommodate the ventilation pipe 60 (to meet the inflation function of the air bag 10) and the wire (to meet the power supply and control functions of the inflation component 20 and the collision sensing component 30). The wire introduced from the bottom of the seat can pass through the clearance notches 420 on both sides of the bottom and enter the pipeline management space 412. Then, it is led out from the left or right end of the overall pipeline space to the designated wiring and connection position, which facilitates the routing and management of the pipeline. It can not only avoid mutual interference between pipelines, but also effectively reduce the difficulty of later maintenance.

[0046] In practice, to facilitate the entry and exit of pipelines into the pipeline management space 412, a gap is formed between the free side of the bottom main body flange 411 and the rear side of the main body support 40. The pipelines enter and exit the pipeline management space 412 through this gap, which not only provides good cable management but also makes it easier to retrieve and place the pipelines. Alternatively, the free side of the bottom main body flange 411 can also be in close contact with the rear side of the main body support 40; in this case, the pipelines need to enter the space from both ends.

[0047] In some embodiments, the air bag 10 is provided with an air vent, which is connected to the air vent 60. The air vent is located at the bottom of the air bag 10, which can be located on the front wall or the rear wall of the air bag 10. The bottom location can reduce the length of the air vent 60, shorten the air path, and make the air venting speed faster. At the same time, it can also prevent the air bag 10 from excessively pulling the air vent 60 when it inflates.

[0048] Based on the above embodiments, in some specific embodiments of the inflatable component 20, see [link to specific embodiments]. Figures 2 to 4 The inflation assembly 20 includes an air pump 210 and an inflation bracket 220. The air pump 210 is connected to the inflation bracket 220. The inflation bracket 220 has an integrated wiring channel and a ventilation channel. The wiring channel is used to accommodate the wire 50, and the ventilation channel is used to connect the ventilation pipe 60.

[0049] In practice, the inflatable support 220 is a flat plate, with its surface roughly parallel to the surface of the main support 40. Wiring channels and ventilation channels extend along a path parallel to the surface of the inflatable support 220. This design not only meets the needs of wiring and piping but also effectively compresses the size of the inflatable component 20 in the front-to-back direction, avoiding excessive space occupation within the headrest and achieving a compact design. This allows for the addition of other functional modules within the headrest.

[0050] More specifically, the inflatable bracket 220 is provided with a first inflatable mounting position, and the main bracket 40 is provided with a second inflatable mounting position. The first inflatable mounting position and the second inflatable mounting position are connected to each other, thereby realizing the connection between the inflatable component 20 and the main bracket 40. This achieves full utilization of the space on the inflatable bracket 220, eliminating the need to set a connection position on the air pump 210, simplifying the connection structure and improving assembly efficiency. Examples of the specific implementation methods for the first and second inflatable mounting positions are as follows: 1) The first inflatable mounting position is a through hole, and the second inflatable mounting position is a BOSS post. The inflatable bracket 220 and the main support 40 are fixedly connected by threaded fasteners through the through hole and the BOSS post; 2) The first inflatable mounting position is a straight-insertion buckle, and the second inflatable mounting position is a rearward-protruding snap-fit ​​seat. The first inflatable mounting position directly snaps into the snap-fit ​​seat, thereby achieving a fixed connection between the inflatable bracket 220 and the main support 40; 3) The second inflatable mounting position is a rearward-protruding welded support, and the first inflatable mounting position is a welded rib. The first and second inflatable mounting positions are welded together, thereby achieving a fixed connection between the inflatable bracket 220 and the main support 40. It is important to understand that, to ensure assembly reliability, multiple first and second inflatable mounting positions are provided, and there is a one-to-one correspondence between them.

[0051] In some embodiments, see Figure 1In order to make full use of the front space of the flat main support 40 and maximize the inflation support area of ​​the air bag 10, the air bag 10 covers the front plate of the main support 40 when it is not inflated.

[0052] In some embodiments, the connection methods between the air bag 10 and the main support 40 include, but are not limited to, the following: 1) Not shown in the figure, the rear side of the air bag 10 is bonded to the main support 40. The bonding areas correspond to the middle and corners of the air bag 10, respectively. The bonding strength of the middle bonding area is higher than that of the corner bonding areas. Under normal driving conditions, both the middle and corner bonding areas are bonded. After inflation, as the air bag 10 inflates, the middle bonding area remains bonded to prevent the air bag 10 from falling off, while the corner bonding areas are torn open to accommodate the inflated state of the air bag 10.

[0053] 2) See 1 to Figure 4 The air bag 10 has a first mounting hole 110 penetrating its front and rear walls. The edges of the mounting hole are connected to the front and rear walls to ensure a sealed state of the air bag 10. The main support 40 has a second mounting hole 430 corresponding to the first mounting hole 110. The air bag 10 is fixedly connected by fasteners (e.g., threaded fasteners) penetrating the first mounting hole 110 and the second mounting hole 430. To ensure assembly reliability, multiple first mounting holes 110 and multiple second mounting holes 430 are provided, and they correspond one-to-one. Through the fastener connection, the inflation and deflation processes of the air bag 10 do not affect the connection between the air bag 10 and the main support 40, enabling the air bag 10 to be reused and reducing its usage and maintenance costs.

[0054] 3) Not shown in the figure, the edge of the air bag 10 is provided with a connecting edge, which is fixed to the main support 40 by means of adhesive, fastener connection, etc. The rear wall of the air bag 10 is always in contact with the main support 40, and the front wall of the air bag 10 has a large amount of deformation. After inflation, the rear wall of the air bag 10 basically does not deform, while its front wall will bulge forward. The deflation process is based on the same principle.

[0055] Based on the same inventive concept, this application also provides a vehicle including the above-mentioned active headrest protection device 1.

[0056] Compared with the prior art, the vehicle provided in this embodiment, by adopting the above-mentioned active headrest protection device 1, can not only achieve a larger head rear clearance under normal driving conditions to improve the comfort of use, but also quickly and accurately determine the occurrence of a collision, and then quickly inflate to achieve the effect of head rear support protection when a collision occurs, so as to achieve the purpose of balancing the comfort of use and the safety of driving and riding, and improve the overall quality of the vehicle.

[0057] Based on the same inventive concept, this application also provides a method for active protection of a seat headrest, implemented based on the aforementioned active protection device 1 for a seat headrest. The active protection method for a seat headrest includes the following steps: S10. Determine whether a collision has occurred using the collision sensing component 30. S20. If a collision is determined to have occurred, the inflation component 20 is controlled to inflate the air bag 10 until the inflation threshold is reached.

[0058] The active headrest protection method provided in this embodiment, compared with the prior art, has a larger head clearance under normal driving conditions to improve the comfort of use. It can also quickly and accurately detect collisions when they occur. Through a simple control process, the airbag 10 is quickly inflated when a collision occurs, thereby achieving the purpose of supporting and protecting the head, taking into account both the comfort of use and the safety of driving.

[0059] In some embodiments, to avoid the airbag 10 bursting due to over-inflation or the protective effectiveness being affected by excessive inflation time, and to achieve accurate sensing of the air volume inside the airbag 10, the following is an example of how to determine whether the air volume inside the airbag 10 meets the standard: 1) A flow meter is installed at the air outlet of the air pump 210. A timer is integrated on the air pump 210. The flow meter obtains the total amount of gas S delivered by the air pump 210 to the air bag 10 within a certain time. If the total amount of gas S reaches the inflation threshold, the inflation process is judged to be completed and the air pump 210 stops.

[0060] 2) The air pump 210 is equipped with a timer. The timer is used to obtain the working time T of the air pump 210 delivering gas into the air bag 10. If the working time T reaches the predetermined time, it is determined that the inflation volume has reached the inflation volume threshold, the inflation process is completed, and the air pump 210 stops.

[0061] 3) An air pressure gauge is installed inside the air bag 10. The air pressure gauge is used to obtain the air pressure value P inside the air bag 10. If the air pressure value P reaches the specified air pressure value, it is determined that the inflation volume has reached the inflation volume threshold, the inflation process is completed, and the air pump 210 stops.

[0062] It should be understood that the above-mentioned sensing implementation method 1), sensing implementation method 2) and sensing implementation method 3) can be used individually or in combination. For example, a flow meter and a timer can be set at the same time. The inflation process can be judged to be complete only when both the total gas volume S and the working time T reach the standard. Other embodiments will not be listed here.

[0063] In some embodiments, step S20 is followed by step S30, releasing the gas inside the airbag 10. Releasing the gas inside the airbag 10 after inflation prevents the airbag 10 from being inflated for a long time, compressing the back of the head, and causing discomfort to the occupant.

[0064] Based on the above embodiment, the deflation rate in step S30 is lower than the inflation rate in step S20. Because the deflation rate is slower, the airbag 10 will not quickly lose its support for the head, thus preventing secondary injuries caused by the occupant's head hitting the headrest due to loss of support.

[0065] In some specific embodiments, the methods for releasing the gas inside the air bag 10 include, but are not limited to, the following: 1) The air bag 10 is equipped with an exhaust port, and an electrically controlled exhaust valve is provided at the exhaust port. After the air volume in the air bag 10 reaches the inflation threshold, the electrically controlled exhaust valve opens to release the gas in the air bag 10.

[0066] 2) The air pump 210 can not only inflate the air bag 10, but also draw gas from the air bag 10 after the inflation volume in the air bag 10 reaches the inflation volume threshold, thereby releasing the gas in the air bag 10. The air pump 210 is not limited to inflating the air bag 10, but also includes drawing gas from the air bag 10 to achieve degassing. That is, the air pump 210 is a dual-purpose pump for inflation and degassing. This air pump 210 realizes convenient switching between inflation and degassing working states through the combination of a switching valve and the air pump 210 motor. Specifically, the switching valve of the air pump 210, which can be used for both inflation and deflation, includes a housing, a main valve port on the housing that communicates with the external airflow, and a switching valve core on the housing that is located in the main valve port and whose working position can be switched. The housing is also provided with a second valve port for connecting to an inflatable product. The second valve port is provided with a one-way valve whose working state can be switched. By switching the working position of the switching valve core in the main valve port and adjusting the working state of the one-way valve, the air pump 210 can be switched between inflation and deflation. This design makes the air pump 210 simple in structure and easy to operate, and can easily inflate or deflate the air bag 10.

[0067] Based on embodiment 1), in order to accurately control the opening time of the electronically controlled exhaust valve, after the inflation volume in the air bag 10 reaches the inflation volume threshold, a certain time T1 is elapsed before the electronically controlled exhaust valve is opened to release air. Alternatively, based on embodiment 2), in order to accurately control the activation time of the air pump 210's suction function, after the inflation volume in the air bag 10 reaches the inflation volume threshold, a certain time T1 is elapsed before the air pump 210 is controlled to suction gas from the air bag 10. After a collision, when the occupant's head first contacts the inflated airbag 10, the head will tend to swing forward due to the opposing force. If the airbag 10 remains inflated for an extended period, it will cause the occupant's head to swing back and forth repeatedly. This can cause discomfort or even secondary injury. To avoid this problem, by setting a reasonable duration T1, the gas inside the airbag 10 is slowly released after the head first contacts it, and the airbag 10 gradually contracts. During this process, the airbag 10 can absorb the impact force of the head colliding with the airbag 10 again, thus providing cushioning protection for the head and preventing repeated back-and-forth swinging.

[0068] In practice, the duration T1 should not exceed 0.5 seconds. It can be set to 0.4 seconds, 0.2 seconds, 0.1 seconds, or 0 seconds (i.e., deflate immediately after inflation). These values ​​will not be listed here.

[0069] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An active protection device for a seat headrest, characterized in that, include: An air bag (10), an inflation assembly (20), and a collision sensing assembly (30) are provided, wherein the air bag (10) is placed at the front of the headrest, and the inflation assembly (20) is connected to the air bag (10) to inflate the air bag (10); The collision sensing component (30) includes a collision sensor (310) and a pendulum (320). The pendulum (320) is rotatably connected to the headrest, and the lower end of the pendulum (320) forms a hammer head (321). The collision sensor (310) is located behind the hammer head (321) and is communicatively connected to the inflation component (20). The hammer head (321) can swing backward under inertia and hit the sensing surface (311) of the collision sensor (310).

2. The active protection device for a seat headrest as described in claim 1, characterized in that, The collision sensing component (30) further includes a collision bracket (330) and a swing bracket (340). The collision bracket (330) has a receiving space (331). The swing bracket (340), the pendulum (320) and the collision sensor (310) are all disposed in the receiving space (331). The upper part of the pendulum (320) is rotatably connected to the swing bracket (340).

3. The active protection device for a seat headrest as described in claim 1, characterized in that, The active protection device for the seat headrest also includes a main support (40), the air bag (10) is connected to the front side of the main support (40), and the inflation assembly (20) and the inflation assembly (20) are both connected to the rear side of the main support (40).

4. The active protection device for the seat headrest as described in claim 3, characterized in that, The main support (40) is a flat plate, and the plate surface of the main support (40) is set at an angle to the front and rear directions; the air bag (10) is connected to the front plate surface of the main support (40), and the inflation component (20) and the inflation component (20) are both connected to the rear plate surface of the main support (40).

5. The active protection device for a seat headrest as described in claim 4, characterized in that, The edge of the main support (40) is bent backward to form a main flange (410). The main flange (410) is provided with a clearance notch (420) for the ventilation pipe (60) to pass through. The ventilation pipe (60) is connected between the air bag (10) and the inflation assembly (20).

6. The active protection device for a seat headrest as described in claim 4, characterized in that, The air bag (10) covers the front panel of the main support (40) when it is not inflated.

7. A vehicle, characterized in that, Includes the active headrest protection device as described in any one of claims 1-6.

8. A method for active protection of a seat headrest, implemented based on the active protection device for a seat headrest as described in any one of claims 1-6, characterized in that, The active protection method for the seat headrest includes the following steps: S10. Determine whether a collision has occurred using the collision sensing component (30); S20. If a collision is determined to occur, the inflation component (20) is controlled to inflate the air bag (10) until the inflation threshold is reached.

9. The active protection method for a seat headrest as described in claim 8, characterized in that, Step S20 is followed by: S30, release the gas inside the gas bag (10).

10. The active protection method for a seat headrest as described in claim 9, characterized in that, The deflation rate in step S30 is lower than the inflation rate in step S20.

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