Buffering seat and vehicle
By using a purely mechanically linked cushioning seat design, the seat automatically tilts backward using the vehicle's inertia, solving the problem of protection function failure caused by electronic control system malfunction and improving the passive safety of car seats.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- 朱俊宇
- Filing Date
- 2026-02-09
- Publication Date
- 2026-05-12
AI Technical Summary
Existing car seats rely on electronic control systems that are prone to malfunction due to power failure during emergency braking or collisions, making it difficult to effectively mitigate the violent impact between occupants and the steering wheel or dashboard.
The seat features a purely mechanical linkage design. Through the rotational structure of the front and rear support components, combined with damping components and inertial sliders, the seat automatically tilts backward using the vehicle's inertial force, avoiding reliance on electronic control systems.
Without external power supply or sensor feedback, the seat can reliably and automatically tilt backward, reducing the occupant's forward thrust, minimizing the risk of chest and head impacts, and improving passive safety.
Smart Images
Figure CN122008985A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of vehicle seat technology, and particularly relates to a cushioned seat and vehicle. Background Technology
[0002] In the continuous development of the automotive industry, car seats, as a crucial component of the vehicle interior, directly impact the safety of drivers and passengers through their performance and design. During driving, various road conditions are inevitable, such as emergency braking. When a car experiences emergency braking, occupants are thrown forward due to inertia. Current car seat designs have limitations in addressing this safety hazard. While some models are equipped with airbags, it's still difficult to completely avoid or effectively mitigate the violent collisions between the body and the steering wheel, dashboard, and other components. Other models employ sensor-linked motor and electronic control systems, attempting to cushion the impact through active seat tilting and rotation.
[0003] However, a collision often causes the vehicle's power system to fail or electronic components to be damaged, which may cause sensors to malfunction, preventing the seat from performing protective actions in a timely and stable manner. Summary of the Invention
[0004] This invention provides a cushioned seat and vehicle that can solve the safety hazard of existing car seats causing the driver and passengers to violently collide with the steering wheel or dashboard due to inertia during emergency braking or collisions. In particular, it avoids the technical problem of the protection function failing due to power failure of the electronic control system.
[0005] To address the aforementioned problems, one embodiment of the present invention provides a buffer seat for installation on a vehicle body, comprising a seat body, a front support member, a rear support member, and a damping assembly. The first end of the front support member is fixedly connected to the front end of the seat body, and the second end of the front support member is rotatable relative to the vehicle body around a first axis. The first end of the rear support member is rotatably installed at the rear end of the seat body around a second axis. The first and second axes are parallel and both extend along the left-right direction of the vehicle body. The damping assembly is installed on the vehicle body and can limit the second end of the rear support member. When the inertial slider of the damping assembly moves forward relative to the vehicle body, the damping assembly releases the limitation on the second end of the rear support member, causing the seat body to rotate and tilt backward around the first axis.
[0006] In one optional embodiment, the damping assembly includes a mounting bracket, a guide rod, an inertial slider, and a damping elastic element. The mounting bracket is mounted on the vehicle body, the guide rod is mounted on the mounting bracket, and the guide rod extends along the front-rear direction of the vehicle body. The damping elastic element and the inertial slider are both sleeved on the guide rod, and the inertial slider can compress the damping elastic element to move forward relative to the vehicle body under the action of inertia.
[0007] In one optional embodiment, the damping assembly further includes a limiting member, which is vertically movable and mounted on the mounting bracket. The upper surface of the inertial slider is provided with a first guide groove and a second guide groove, both of which extend along the front-rear direction of the vehicle body and are connected by a transition surface. The bottom of the first guide groove is higher than the bottom of the second guide groove. When the limiting member is located in the first guide groove, the limiting member can limit the second end of the rear support member; when the limiting member is located in the second guide groove, the limiting member can release the limitation on the second end of the rear support member.
[0008] In one optional embodiment, the limiting member includes a limiting roller and a limiting shaft. The limiting shaft is coaxially mounted on the side of the limiting roller, and the axis of the limiting shaft is parallel to the second axis. The mounting bracket is provided with a vertical mounting hole, and the limiting shaft is limited to the vertical mounting hole and can move vertically along the vertical mounting hole.
[0009] In one alternative embodiment, a rolling element is rotatably mounted on the second end of the rear support member, the rotation axis of the rolling element being parallel to the second axis, and a limiting member is capable of abutting against the rolling element to restrict the second end of the rear support member.
[0010] In one optional embodiment, the mounting bracket has a guide hole that extends along the front-rear direction of the vehicle body, and the second end of the rear support member has a limiting rod that slides within the guide hole.
[0011] In an alternative embodiment, the damping assembly further includes a first elastic element, a first end of which is connected to the mounting bracket, and a second end of which is connected to the second end of the rear support member. The first elastic element enables the second end of the rear support member to have a tendency to move forward.
[0012] In one alternative embodiment, the cushioned seat further includes a second elastic element, a first end of which is connected to the seat body and a second end of which is connected to the vehicle body. The second elastic element enables the seat body to have a tendency to rotate and tilt backward about a first axis.
[0013] On the other hand, embodiments of the present invention provide a vehicle, including a body and a buffer seat as described above, wherein the second end of the front support rotates relative to the body about a first axis, and a damping assembly is mounted on the body.
[0014] In one alternative embodiment, the vehicle body is equipped with a fixed seat, and the second end of the front support member is rotatably mounted on the fixed seat about a first axis.
[0015] The cushioned seat and vehicle provided in this invention offer at least the following advantages compared to existing technologies: A first end of a front support member is fixedly connected to the front end of the seat body, and the second end of the front support member can rotate relative to the vehicle body around a first axis. The first end of a rear support member is rotatably mounted to the rear end of the seat body around a second axis. The first and second axes are parallel and both extend along the left-right direction of the vehicle body, achieving stable support for the seat during normal driving. A damping component is installed on the vehicle body, limiting the second end of the rear support member. When the inertial slider of the damping component moves forward relative to the vehicle body, the damping component releases the limitation on the second end of the rear support member, allowing the seat body to rotate and tilt backward around the first axis. This solves the problem of protection function failure due to power failure in existing electronic control systems. This design achieves automatic seat tilting through pure mechanical linkage, without relying on an electric system. It is reliable, simple in structure, low in cost, and has a low failure rate, effectively reducing the forward thrust of occupants, lowering the risk of chest and head impacts, and improving passive safety. Attached Figure Description
[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0017] Figure 1 This is a schematic diagram of the structure of a buffer seat provided in one embodiment of the present invention. Figure 1 ; Figure 2 for Figure 1 Enlarged view of region A in the middle; Figure 3 This is a front view of a cushioned seat provided in one embodiment of the present invention; Figure 4 for Figure 3 Enlarged view of region B in the middle; Figure 5 This is a schematic diagram of the structure of a buffer seat provided in one embodiment of the present invention. Figure 2 ; Figure 6 This is a schematic diagram of the structure of the inertial slider of the buffer seat provided in one embodiment of the present invention.
[0018] The reference numerals in the accompanying drawings are as follows: 100-Buffer seat, 110-Seat body, 120-Front support, 130-Rear support, 131-Rolling element, 132-Limiting rod, 140-Damping assembly, 141-Mounting bracket, 142-Guide rod, 143-Inertia slider, 144-Damping elastic element, 145-Limiting element, 146-First guide groove, 147-Second guide groove, 148-Limiting roller, 149-Limiting shaft, 150-Vertical mounting hole, 151-Guide hole, 152-First elastic element, 153-Transition surface, 160-Second elastic element, 200-Body body, 210-Fixed seat. Detailed Implementation
[0019] To make the technical problems solved, the technical solutions, and the beneficial effects of this invention clearer, the 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 invention and are not intended to limit the invention.
[0020] In the description of this invention, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do 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 a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.
[0021] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.
[0022] Please see Figure 1This application provides a buffer seat 100 for installation on a vehicle body 200, including a seat body 110, a front support member 120, a rear support member 130, and a damping assembly 140. The first end of the front support member 120 is fixedly connected to the front end of the seat body 110, and the second end of the front support member 120 is rotatable relative to the vehicle body 200 around a first axis. The first end of the rear support member 130 is rotatably installed on the rear end of the seat body 110 around a second axis. The first axis and the second axis are parallel and both extend along the left and right directions of the vehicle body 200.
[0023] The damping assembly 140 is installed on the vehicle body 200. The damping assembly 140 can limit the second end of the rear support member 130. When the inertial slider 143 of the damping assembly 140 moves forward relative to the vehicle body 200, the damping assembly 140 releases the limit on the second end of the rear support member 130, so that the seat body 110 rotates and tilts backward about the first axis.
[0024] The seat body 110 refers to the rigid support structure used to support the driver and passengers. Its main body is composed of a metal frame and a foam seat / backrest. Its front and rear ends are respectively provided with installation interfaces for connecting the front support 120 and the rear support 130. The installation interface is a welded ear plate, a bolt hole array or a hinged support. The specific form is set according to the actual assembly requirements. This application embodiment does not make any special limitation on this.
[0025] The front support member 120 is a plate-shaped or rod-shaped load-bearing component, such as a second support plate, or a double wishbone connecting rod, a U-shaped bracket, or a hollow steel pipe; its first end is fixedly connected to the front end of the seat body 110 by bolts, rivets, or welding; its second end is provided with a first rotating shaft, the axis of which is the first axis, extending horizontally along the left and right direction of the vehicle body 200; the first rotating shaft is rotatably mounted in a fixed seat 210 on the vehicle body 200, and a first bearing is embedded in the fixed seat 210 to reduce rotational friction; the front support member 120 undertakes the main support and guiding functions during the seat tilting process, and its structural strength meets the requirements of static load and dynamic impact load.
[0026] The rear support member 130 is an inclined plate-shaped or rod-shaped component, such as a first support plate, or a swing arm, rocker arm, or L-shaped connecting rod; its first end is provided with a second rotating shaft, the axis of which is the second axis, parallel and in the same direction as the first axis; the second rotating shaft is rotatably mounted in the connector at the rear end of the seat body 110, the connector has a through hole and cooperates with the second bearing; the second end of the rear support member 130 is a free end, its movement trajectory is constrained by the damping component 140, it is limited in the normal state, and can slide or swing along a predetermined path after being unlocked during emergency braking, thereby releasing the rotational freedom of the seat body 110.
[0027] The damping component 140, installed on the vehicle body 200, refers to the rigid mounting bracket 141 fixed to the bottom plate, floor beam, or seat mounting rail of the vehicle body 200. Its core function is to apply a mechanical limit to the second end of the rear support 130 under normal working conditions, maintaining the seat body 110 in an upright or preset tilt angle stable posture. When the vehicle experiences a deceleration impact, the internal inertial slider 143 moves forward relative to the vehicle body 200 due to inertia, triggering a structural switching action to release the limit state. This process is completed entirely by the cooperation of mechanical inertia and elastic elements, without relying on external energy or electronic signals.
[0028] Among them, the inertial slider 143 is a metal slider with mass redundancy, such as a cast iron block, a stainless steel block, or an aluminum alloy block. Its mass is designed to match the vehicle's curb weight, the expected deceleration threshold, and the response sensitivity. Its shape is adapted to the guide structure, such as a rectangular block with guide grooves on its surface. Its movement direction is strictly along the front-rear direction of the vehicle body 200. Its forward movement is driven by the inertial force generated when the vehicle decelerates. This inertial force must overcome the initial preload of the damping elastic element 144 and the sliding friction resistance before displacement can be initiated.
[0029] Through the above technical solution, without external power supply, sensor feedback, or controller intervention, the damping component 140 is driven to move solely by the inertial force generated by the vehicle's deceleration, automatically releasing the mechanical limit on the rear support 130; thereby releasing the rotational freedom of the seat body 110 around the axis of the front support 120, allowing it to tilt backward stably and smoothly under the combined action of gravity and auxiliary elastic elements; thus increasing the initial distance between the driver's and passengers' chest and the steering wheel, and between their head and the dashboard, significantly reducing the risk of collision and impact acceleration, and improving the vehicle's passive safety performance.
[0030] In this embodiment, please refer to Figure 3 The damping assembly 140 includes a mounting bracket 141, a guide rod 142, an inertial slider 143, and a damping elastic element 144. The mounting bracket 141 is mounted on the vehicle body 200, and the guide rod 142 is mounted on the mounting bracket 141 and extends along the front-rear direction of the vehicle body 200. The damping elastic element 144 and the inertial slider 143 are both sleeved on the guide rod 142. The inertial slider 143 can compress the damping elastic element 144 and move it forward relative to the vehicle body 200 under the action of inertia.
[0031] The mounting bracket 141 is a rigid bracket made of metal casting or stamping, such as two parallel fixed plates connected by a crossbeam or guide rail plate to form an integral frame structure, used to stably install the entire damping assembly 140 on the floor of the vehicle body 200 or the longitudinal beam of the frame; the installation position of the mounting bracket 141 is adjusted according to the seat arrangement space and the force path, for example, fixed to the rear side of the front bulkhead of the vehicle body 200, the longitudinal beam under the seat, or the central channel reinforcement plate, and its specific installation method is bolt connection, welding or riveting.
[0032] The guide rod 142 is a cylindrical solid steel rod or hollow steel tube, with its axis extending horizontally along the front-rear direction of the vehicle body 200. The two ends of the guide rod 142 are respectively fixedly connected to the two fixing plates of the mounting bracket 141, for example, by interference fit, thread fastening or end flange connection. The diameter of the guide rod 142 is Φ8mm~Φ16mm, the length is 80mm~150mm, and the surface is chrome-plated or nitrided. The guide rod 142 is used to provide a precise linear guide path for the inertial slider 143, ensuring that its movement direction is strictly along the front-rear direction of the vehicle body 200, and avoiding deflection or jamming.
[0033] The inertia slider 143 has a through guide hole 151 inside, and the guide hole 151 is clearance-fitted with the guide rod 142 with a clearance of 0.05mm to 0.2mm; the front end face and the rear end face of the inertia slider 143 are respectively provided with a buffer pad or a chamfer structure; when the vehicle decelerates suddenly, the inertia slider 143 can slide forward along the guide rod 142 under its own inertia and simultaneously compress the damping elastic element 144.
[0034] The damping elastic element 144 can be a helical compression spring made of 60Si2Mn spring steel or stainless steel wire. The spring's mean diameter, wire diameter, effective number of turns, and pre-compression amount are designed to match the required trigger force threshold and buffer stroke. When the trigger critical acceleration is set to 0.6g, the inertial force on the inertial slider 143 is approximately 0.6 times the slider's weight. At this time, the initial pre-pressure and stiffness of the damping elastic element 144 are set in tandem, causing it to undergo perceptible compression deformation under this force but not yet fully releasing the limiting function. The damping elastic element 144 is sleeved on the guide rod 142, with one end abutting against the fixing plate of the mounting bracket 141 and the other end abutting against the rear end face of the inertial slider 143. The damping elastic element 144 provides trigger threshold adjustment capability and absorbs some kinetic energy during the forward movement of the inertial slider 143, slowing down its movement speed, thereby improving the controllability and repeatability of the action.
[0035] Through the above technical solution, under normal driving or slightly bumpy conditions, the reverse elastic force applied by the damping elastic element 144 to the inertial slider 143 is sufficient to balance its inertial force, keeping the inertial slider 143 stationary and the limiting function continuously effective; when the vehicle undergoes emergency braking and reaches the preset deceleration threshold, the forward inertial force on the inertial slider 143 exceeds the elastic resistance of the damping elastic element 144, thereby overcoming the spring force and sliding forward along the guide rod 142, compressing the spring and driving the subsequent limiting structure to move, ultimately releasing the constraint on the second end of the rear support 130, allowing the seat body 110 to tilt controllably around the first axis. This structure relies only on physical inertia and mechanical elastic response, requiring no sensors, controllers or external energy, and possesses intrinsic safety, high reliability and strong environmental adaptability.
[0036] In one alternative embodiment, please refer to Figure 2 , Figure 4 as well as Figure 6 The damping assembly 140 also includes a limiting member 145, which is vertically movable and mounted on the mounting bracket 141. The upper surface of the inertial slider 143 is provided with a first guide groove 146 and a second guide groove 147. The first guide groove 146 and the second guide groove 147 both extend along the front and rear direction of the vehicle body 200, and the first guide groove 146 and the second guide groove 147 are connected through a transition surface 153. The bottom of the first guide groove 146 is higher than the bottom of the second guide groove 147.
[0037] When the limiting member 145 is located in the first guide groove 146, the limiting member 145 can limit the second end of the rear support member 130; when the limiting member 145 is located in the second guide groove 147, the limiting member 145 can release the limitation on the second end of the rear support member 130.
[0038] Among them, the limiting member 145 refers to a mechanical limiting structure used to respond to the position change of the inertial slider 143 in the vertical direction, thereby realizing the locking or releasing function of the second end of the rear support member 130; the limiting member 145 is a roller, a columnar protrusion, a wedge block, or a rigid component with an arc-shaped contact part. The specific form is set according to the actual assembly space, motion stability and wear resistance requirements. This application embodiment does not make any special limitation on this.
[0039] The limiting member 145 is vertically movable and mounted on the mounting bracket 141. The mounting bracket 141 is provided with a vertically extending guide structure, which is a vertical mounting hole 150, a linear bearing seat, a T-slot or a dovetail groove. The limiting member 145 is allowed to reciprocate only in the vertical direction by cooperating with the guide structure. The dimensions and tolerances of the vertical guide structure are designed to match the shape of the limiting member 145 and the required motion accuracy. When the limiting member 145 is a cylinder, the diameter of the vertical mounting hole 150 is slightly larger than the outer diameter of the limiting member 145 by 0.05mm–0.2mm.
[0040] The upper surface of the inertial slider 143 is provided with a first guide groove 146 and a second guide groove 147. Two groove structures extending along the front-rear direction of the vehicle body 200 are formed on the side surface of the inertial slider 143 facing the limiting member 145. The first guide groove 146 and the second guide groove 147 are rectangular grooves, U-shaped grooves or V-shaped grooves, and their cross-sectional shapes are designed to fit the contour of the limiting member 145. The bottom of the first guide groove 146 is higher than the bottom of the second guide groove 147, and the height difference between the two is 1.5mm, 2.0mm or 2.5mm.
[0041] The first guide groove 146 and the second guide groove 147 are connected by a transition surface 153. A smoothly connected inclined surface, arc surface or parabolic surface is provided between the two grooves. The transition surface 153 is used to guide the limiting member 145 to descend smoothly from the first guide groove 146 to the second guide groove 147 to avoid jamming or impact. The inclination angle of the transition surface 153 is 15°, 20° or 30°.
[0042] When the limiting member 145 is located in the first guide groove 146, the limiting member 145 can limit the second end of the rear support member 130. At this time, the limiting member 145 is in a higher position, and its lower end face or side face forms physical contact with the second end of the rear support member 130 and provides a constraint reaction force to prevent the rear support member 130 from rotating around the second axis or sliding in the front-back direction. This limiting effect is achieved through surface contact, line contact or point contact.
[0043] When the limiting member 145 is located in the second guide groove 147, the limiting member 145 can release the restriction on the second end of the rear support member 130. At this time, the limiting member 145 moves down as a whole because it falls into the deeper second guide groove 147, which breaks the contact relationship between it and the second end of the rear support member 130 and loses its restraining effect. The second end of the rear support member 130 can move freely under its own weight, the tension of the tension spring or the rotation tendency of the seat body 110, thereby triggering the seat body 110 to tilt backward around the first axis.
[0044] Through the above technical solution, under normal vehicle driving conditions, the limiting member 145 is stably located in the first guide groove 146, reliably limiting the second end of the rear support member 130 and maintaining the stability of the seat body 110. When the vehicle brakes suddenly, the inertial slider 143 moves forward relative to the vehicle body 200 under the action of inertia, causing the second guide groove 147 to move directly below the limiting member 145. Under its own weight and the guidance of the transition surface 153, the limiting member 145 automatically falls into the second guide groove 147, completing the height reduction and limiting release action. This process does not require external energy drive, has a rapid response, robust structure, and strong environmental adaptability, effectively ensuring the reliable operation of the buffer seat 100 under collision conditions.
[0045] In this embodiment, please refer to Figure 4 The limiting member 145 includes a limiting roller 148 and a limiting shaft 149. The limiting shaft 149 is coaxially mounted on the side of the limiting roller 148. The axis of the limiting shaft 149 is parallel to the second axis. The mounting bracket 141 is provided with a vertical mounting hole 150. The limiting shaft 149 is limited in the vertical mounting hole 150 and can move vertically along the vertical mounting hole 150.
[0046] In one alternative embodiment, please refer to Figure 2 and Figure 5 The second end of the rear support member 130 is rotatably mounted with a rolling element 131. The rotation axis of the rolling element 131 is parallel to the second axis. The limiting member 145 can abut against the rolling element 131 to limit the second end of the rear support member 130.
[0047] The second end of the rear support member 130 refers to the end of the rear support member 130 away from the seat body 110. A rolling element 131 is rotatably mounted on this end. The rolling element 131 is a cylindrical roller, a spherical roller, or a drum-shaped roller. Its rotation axis is parallel to the second axis, that is, it extends in the left and right direction along the vehicle body 200. The rolling element 131 and the rear support member 130 are rotatably connected by a bearing, a pin, or a shaft. For example, the rolling element 131 has a through hole in the center, and a shaft passes through the through hole. The two ends of the shaft are fixed on the rear support member 130, and the axis of the shaft is parallel to the second axis. The outer peripheral surface of the rolling element 131 is used to form a contact fit with the limiting member 145.
[0048] Among them, the rolling element 131 is made of metal (such as 45 steel or stainless steel) or engineering plastic (such as polyoxymethylene POM or nylon PA66), and its surface hardness and wear resistance are set according to the actual working conditions. The diameter of the rolling element 131 is set according to the structural space and load-bearing requirements of the rear support 130, and is Φ10mm~Φ25mm. The length or width of the rolling element 131 is set according to the contact stability requirements, and is 10mm~30mm. An asymmetrical structure can also be adopted according to the actual assembly requirements.
[0049] The limiting member 145 can abut against the rolling element 131 to restrict the second end of the rear support member 130. In the initial state or normal driving state, when the limiting member 145 is located in the first guide groove 146, it abuts against the rolling element 131, thereby preventing the rear support member 130 from rotating around the second axis or sliding in the front-back direction. The abutment relationship is point contact, line contact or small area surface contact, and the specific form depends on the matching relationship between the shape of the rolling element 131 and the bottom contour of the limiting member 145. When the limiting member 145 falls into the second guide groove 147, it is separated from the rolling element 131, the rolling element 131 loses the limiting constraint and can roll freely in the front-back direction, thereby driving the second end of the rear support member 130 to move forward and rotate around the second axis.
[0050] The rotation axis of the rolling element 131 is parallel to the second axis, ensuring that the rotational motion of the rolling element 131 does not interfere with the rotational freedom of the rear support 130 around the second axis during the contact with and subsequent disengagement of the limiting member 145, thus decoupling their motions. At the same time, this parallel arrangement allows the rolling element 131 to roll stably along its own axis during the descent of the limiting member 145, avoiding skewness and jamming.
[0051] Through the above technical solution, when the limiting member 145 is in the first guide groove 146, the rolling element 131 and the limiting member 145 form a low-friction contact to reliably limit the second end of the rear support member 130; when the inertial slider 143 moves forward, causing the limiting member 145 to fall along the transition surface 153 to the second guide groove 147, the rolling element 131 is released from the constraint of the limiting member 145, and then rolls forward on the front surface of the guide rail plate, driving the second end of the rear support member 130 to slide forward along the guide hole 151 and rotate around the second axis, thereby driving the seat body 110 to tilt backward around the first axis; since the rolling pair replaces the sliding pair, the starting resistance and motion friction are significantly reduced, the mechanism response speed and action repeatability accuracy are improved, and the dynamic reliability and service life of the buffer seat 100 under emergency braking conditions are enhanced.
[0052] In this embodiment, the mounting bracket 141 has a guide hole 151 that extends along the front-rear direction of the vehicle body 200. The second end of the rear support member 130 is provided with a limiting rod 132 that slides within the guide hole 151.
[0053] The guide hole 151 of the mounting bracket 141 is a through hole that penetrates the body of the mounting bracket 141, and its axis is parallel to the front and rear direction of the vehicle body 200. The cross-sectional shape of the guide hole 151 can be circular, elliptical, rectangular or oval. For example, it can be a circular hole with a diameter of 8mm or a rectangular hole with a width of 6mm and a height of 10mm. Its specific shape and size can be determined according to the structural form of the limit rod 132 and the requirements for smooth movement. This application embodiment does not make any special limitation in this regard.
[0054] The second end of the rear support member 130 is provided with a limiting rod 132. The limiting rod 132 and the body of the rear support member 130 can be integrally formed, or they can be fixedly connected by threaded connection, riveting or welding. The axis of the limiting rod 132 is parallel to the second axis and coplanar with the axis of the guide hole 151. The outer contour dimension of the limiting rod 132 is slightly smaller than the inner contour dimension of the guide hole 151 to ensure that the limiting rod 132 can slide smoothly in the front-back direction in the guide hole 151, while avoiding obvious shaking in the plane perpendicular to the front-back direction.
[0055] Through the above technical solution, after the damping component 140 releases the restriction on the second end of the rear support member 130, the second end of the rear support member 130 slides in the guide hole 151 through the limit rod 132 and is strictly constrained to a straight movement path along the front and rear direction of the vehicle body 200; this straight movement is converted into a controllable rearward tilt rotation of the seat body 110 around the first axis by the lever structure of the rear support member 130; thereby ensuring that the seat tilt trajectory is stable, the response is reliable, and there is no swaying or jamming, improving the reliability and safety of the driver and passenger posture adjustment under emergency braking conditions.
[0056] In one alternative embodiment, please refer to Figures 2 to 4 This application also provides a cushioned seat 100, and a damping assembly 140 including a first elastic element 152, a first end of the first elastic element 152 being connected to a mounting bracket 141, and a second end of the first elastic element 152 being connected to a second end of a rear support member 130, wherein the first elastic element 152 enables the second end of the rear support member 130 to have a tendency to move forward.
[0057] The first elastic element 152 refers to a component with elastic tension. In this embodiment, it is a helical tension spring with hooks, rings, or lugs at both ends. Its material is stainless steel, carbon spring steel, or alloy spring steel to ensure good elastic fatigue life under long-term preload. The stiffness coefficient, free length, and initial pretension of the first elastic element 152 are matched and set according to the actual seat size, the mass of the rear support 130, the required response acceleration, and the inertial load under the vehicle collision condition. The stiffness coefficient is 50N / mm to 200N / mm, the free length is 80mm to 150mm, and the pretension is 10% to 30% of the free length. This embodiment does not impose any special limitations on these aspects.
[0058] The first end of the first elastic element 152 is connected to a fixed hanging point provided on the mounting frame 141. The fixed hanging point is a perforated ear plate welded to the side wall of the mounting frame 141, a threaded spring hook, or a protruding hanging post integrally formed with the mounting frame 141. The second end of the first elastic element 152 is connected to a through hole provided on the limiting rod 132 at the second end of the rear support 130, or to a hanging ring welded to the end of the limiting rod 132, or to the exposed end of the pin shaft at the second end of the rear support 130. The connection method is hook hanging, pin shaft connection, or threaded connection, all of which ensure that the tension can be reliably transmitted at the moment the inertial slider 143 is released from the limit, and that there is no disengagement, shearing failure, or loosening of the connection.
[0059] The first elastic element 152 is in a stretched state when the rear support 130 is limited by the limiting element 145, storing elastic potential energy. When the inertial slider 143 moves forward, causing the limiting element 145 to fall into the second guide groove 147 and releasing the limitation on the second end of the rear support 130, the first elastic element 152 releases elastic potential energy and applies a pulling force to the second end of the rear support 130 in the front-rear direction of the vehicle body 200, thereby driving the second end of the rear support 130 to slide forward along the guide hole 151, causing the rear support 130 to rotate around the second axis, and forming an instantaneous center of motion chain with the front support 120, causing the seat body 110 to accelerate backward around the first axis.
[0060] Through the above technical solution, at the moment the damping component 140 is released from its limit, the first elastic element 152 provides active driving force, replacing the method of relying solely on the seat body 110 and the occupant's inertial force to drive the rear support 130 to move; because the energy release of the first elastic element 152 is deterministic, rapid and directionally controllable, the time delay from the release of the limit to the start of the seat tilting is significantly shortened; the forward acceleration and displacement rate of the second end of the rear support 130 are increased, thereby accelerating the response speed and amplitude of the overall tilting action of the seat body 110; the buffer protection effect is enhanced in a purely mechanical way within a limited space, the structure is simple, requires no external energy, has high reliability, and forms a closed loop with the mechanical unlocking logic of the limit element 145—rolling element 131—guide groove in this application.
[0061] In this embodiment, please refer to Figures 3 to 5 This application also provides a second elastic member 160, the first end of which is connected to the seat body 110 and the second end of which is connected to the vehicle body 200. The second elastic member 160 enables the seat body 110 to have a tendency to rotate and tilt backward about the first axis.
[0062] The second elastic element 160 refers to a component with elastic tension. In this embodiment, it is a helical tension spring with hooks, rings or connecting ears at both ends. Its material is stainless steel, carbon spring steel or alloy spring steel to take into account elastic modulus, fatigue life and corrosion resistance. The stiffness of the second elastic element 160 is set according to the actual seat weight, expected tilt angle and response sensitivity, and is selected in the range of 50N / mm to 200N / mm. This application embodiment does not make any special limitation on this.
[0063] The first end of the second elastic member 160 is connected to the base frame or side support beam of the seat body 110. The connection position is located between the first end of the front support member 120 and the first end of the rear support member 130, and is set close to the first end of the rear support member 130 to increase the torque arm of rotation about the first axis. The second end of the second elastic member 160 is connected to the floor longitudinal beam, seat mounting crossbeam or special fixing seat 210 of the vehicle body 200. The connection point is located in front of or directly below the second end of the front support member 120, so that the tension spring applies a rearward pulling force to the seat body 110 in the front-rear direction of the vehicle body 200 in its natural extension state. This pulling force forms a torque relative to the first axis that causes the seat body 110 to rotate rearward.
[0064] The second elastic element 160 is in a pre-stretched state when the cushioned seat 100 is in an initial static state. The pre-stretch amount is set according to the weight of the seat body 110 and the required initial rotation trend. The pre-tension is insufficient to overcome the limiting constraint of the damping component 140 on the second end of the rear support 130, so the seat body 110 maintains an upright posture. When the damping component 140 is released from its limiting position, the preset torque immediately drives the seat body 110 to rotate backward around the first axis, achieving rapid and stable posture adjustment.
[0065] Through the above technical solution, when the damping component 140 has not yet been triggered, the second elastic element 160 continuously provides an elastic restoring torque that causes the seat body 110 to have a tendency to rotate backward around the first axis; when the second end limit of the rear support 130 is released, this torque can drive the seat body 110 to actively tilt backward without additional energy input, reducing the motion initiation threshold and improving response speed and action reliability; at the same time, it works in conjunction with the inertial slider 143, damping elastic element 144 and other components in the damping component 140 to form an integrated mechanical buffer mechanism of "pre-tensioning-release-drive", which enhances the adaptability and robustness of the system under different collision intensities.
[0066] In addition, such as Figures 1 to 6 As shown, another embodiment of the present invention provides a vehicle, which includes a body 200 and a buffer seat 100 as provided in any of the above embodiments. The second end of the front support member 120 rotates relative to the body 200 about a first axis, and a damping assembly 140 is mounted on the body 200. The specific structure of the buffer seat 100 is the same as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.
[0067] In one alternative embodiment, please refer to Figure 1 , Figure 3 and Figure 5This application also provides a body 200 with a fixed seat 210 installed thereon, and the second end of the front support member 120 is rotatably mounted on the fixed seat 210 around a first axis.
[0068] The mounting bracket 210 is a metal mounting bracket that is welded or bolted to the frame of the vehicle body 200. Its structure can be set according to the actual situation, such as a U-shaped plate structure, an L-shaped bent part or an integrally cast box-type support. This application embodiment does not make any special limitation on this. The mounting position of the mounting bracket 210 is located on the longitudinal beam or transverse beam of the floor of the vehicle body 200 to ensure sufficient structural rigidity and load-bearing capacity.
[0069] The second end of the front support member 120 is rotatably mounted on the fixed seat 210 around the first axis, and the rotatable connection is achieved by a pin, a rotating shaft, or a bearing structure; the axis of the pin or rotating shaft coincides with the first axis and extends along the left and right direction of the vehicle body 200; both ends of the pin are limited in the corresponding mounting holes of the fixed seat 210, and the front support member 120 is provided with matching shaft holes on the pin, and is axially limited by a shaft elastic retaining ring or snap ring; or, the rotatable connection is a rolling bearing fit structure, wherein the fixed seat 210 is embedded with a first bearing, and the second end of the front support member 120 is provided with a first rotating shaft that is interference-fitted with the inner ring of the first bearing, and the first rotating shaft and the outer ring of the first bearing form a relative rotating pair.
[0070] The first bearing is a deep groove ball bearing, tapered roller bearing, or spherical plain bearing. The specific type is selected according to the load size, rotation frequency, and space arrangement requirements. When a spherical plain bearing is used, it allows for a certain angle of runout, which can adapt to the slight deformation of the vehicle body 200 and the seat body 110 under dynamic working conditions, thereby improving the connection reliability.
[0071] The connection between the fixed seat 210 and the body 200 is by welding, high-strength bolt connection or riveting; when bolt connection is used, the bolt specifications are selected according to GB / T5782 or ISO4014 standards, and the preload force meets the requirement that the seat will not loosen under the maximum impact load; the bottom of the fixed seat 210 is provided with reinforcing ribs or countersunk hole structure to improve bending stiffness and avoid interference.
[0072] Through the above technical solution, by setting a dedicated fixed seat 210 on the vehicle body 200 as the rotation support base of the front support member 120, the second end of the front support member 120 can rotate stably, with low resistance and durability around the first axis. This structure not only disperses the instantaneous impact load transmitted to the vehicle body 200 during the seat tilting process, but also ensures the coaxiality and motion accuracy of the rotating pair. At the same time, it facilitates the modular assembly, disassembly and maintenance of the seat assembly, improving the manufacturability and economy of vehicle manufacturing and after-sales maintenance.
[0073] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.
Claims
1. A cushioned seat for mounting on a vehicle body, characterized in that, The seat includes a seat body, a front support, a rear support, and a damping assembly. The first end of the front support is fixedly connected to the front end of the seat body, and the second end of the front support is rotatable relative to the vehicle body about a first axis. The first end of the rear support is rotatably mounted to the rear end of the seat body about a second axis. The first axis and the second axis are parallel and both extend along the left and right direction of the vehicle body. The damping assembly is mounted on the vehicle body. The damping assembly can limit the second end of the rear support member. When the inertial slider of the damping assembly moves forward relative to the vehicle body, the damping assembly releases the limitation on the second end of the rear support member, so that the seat body rotates and tilts backward about the first axis.
2. The cushioned seat according to claim 1, characterized in that, The damping assembly includes a mounting bracket, a guide rod, an inertial slider, and a damping elastic element. The mounting bracket is mounted on the vehicle body, the guide rod is mounted on the mounting bracket and extends along the front-rear direction of the vehicle body, the damping elastic element and the inertial slider are both sleeved on the guide rod, and the inertial slider can compress the damping elastic element to move forward relative to the vehicle body under the action of inertia.
3. The cushioned seat according to claim 2, characterized in that, The damping assembly also includes a limiting member, which is vertically movable and mounted on the mounting frame. The upper surface of the inertial slider is provided with a first guide groove and a second guide groove. The first guide groove and the second guide groove both extend along the front-rear direction of the vehicle body, and the first guide groove and the second guide groove are connected by a transition surface. The bottom of the first guide groove is higher than the bottom of the second guide groove. When the limiting member is located in the first guide groove, the limiting member can limit the second end of the rear support member; when the limiting member is located in the second guide groove, the limiting member can release the limitation on the second end of the rear support member.
4. The cushioned seat according to claim 3, characterized in that, The limiting component includes a limiting roller and a limiting shaft. The limiting shaft is coaxially mounted on the side of the limiting roller. The axis of the limiting shaft is parallel to the second axis. The mounting bracket is provided with a vertical mounting hole. The limiting shaft is limited to the vertical mounting hole and can move vertically along the vertical mounting hole.
5. The cushioned seat according to claim 3, characterized in that, A rolling element is rotatably mounted on the second end of the rear support member. The rotation axis of the rolling element is parallel to the second axis. The limiting member can abut against the rolling element to restrict the second end of the rear support member.
6. The cushioned seat according to claim 3, characterized in that, The mounting bracket has a guide hole that extends along the front-rear direction of the vehicle body. The second end of the rear support member has a limiting rod that slides within the guide hole.
7. The cushioned seat according to claim 6, characterized in that, The damping assembly further includes a first elastic element, a first end of which is connected to the mounting bracket, and a second end of which is connected to the second end of the rear support member. The first elastic element enables the second end of the rear support member to have a forward movement tendency.
8. The cushioned seat according to claim 1, characterized in that, The cushioned seat also includes a second elastic element, the first end of which is connected to the seat body and the second end of which is connected to the vehicle body. The second elastic element enables the seat body to have a tendency to rotate and tilt backward about the first axis.
9. A vehicle, characterized in that, The vehicle includes a body and a cushioned seat as described in any one of claims 1 to 8, wherein the second end of the front support rotates about the first axis relative to the body, and the damping assembly is mounted on the body.
10. The vehicle according to claim 9, characterized in that, The vehicle body is equipped with a fixed seat, and the second end of the front support member is rotatably mounted on the fixed seat around the first axis.