Adjusting device and vehicle

Abstract

The application discloses a regulating device and a vehicle; the regulating device comprises a collision detection component, a control component, and a first supporting leg and a second supporting leg distributed along a first direction and used for supporting a seat, one of the first supporting leg and the second supporting leg is rotatably connected to the seat around a first axis, and the other is rotatably connected to the seat around a second axis and can move along the first direction relative to the seat; the first axis and the second axis are parallel, and both are perpendicular to the first direction and a supporting direction of the first supporting leg; at least one of the first supporting leg and the second supporting leg is a telescopic supporting leg; the control component controls the telescopic supporting leg to rise and fall according to a collision signal, so that the first supporting leg and the second supporting leg have a supporting height difference. The scheme can make the seat incline to a direction away from a collision side when the vehicle is subjected to a side collision, so as to dynamically increase a buffer space between an occupant and an interior of a door, and help reduce the risk of injury of the occupant.

Description

Technical Field

[0001] This application relates to the field of vehicle manufacturing technology, specifically to an adjustment device and a vehicle. Background Technology

[0002] In today's society, cars have become a means of transportation for people, and their widespread use has greatly improved the efficiency of people's work and life. At the same time, car collision safety is receiving increasing attention.

[0003] In the field of automotive passive safety, especially in side-impact occupant protection, the limited buffer space between the vehicle's side and the occupants means that during a side collision, the door, B-pillar, and other body structures will intrude and deform under the impact force, directly compressing the passenger compartment. At this point, the occupant's side is close to the door trim panel, side airbags, and other components, making it easier for the impact force to be transmitted to the occupant through the vehicle structure, resulting in significant injuries to the chest, abdomen, and pelvis. Therefore, reducing the severity of injuries to occupants in side-impact collisions has become a crucial issue that urgently needs to be addressed in the field of automotive safety technology. Summary of the Invention

[0004] In view of this, this application provides an adjustment device for tilting the seat during a side collision to increase the buffer space between the occupant and the vehicle seat, thereby reducing the risk of occupant injury. Furthermore, this application also provides a vehicle including the aforementioned adjustment device.

[0005] To achieve the above objectives, this application provides the following technical solution: An adjustment device for adjusting a vehicle seat, the adjustment device comprising: Collision detection components are used to acquire collision signals; The control component is communicatively connected to the collision detection component; A first leg and a second leg are distributed along a first direction and used to support the seat; one of the first leg and the second leg is rotatably connected to the seat about a first axis, and the other is rotatably connected to the seat about a second axis and is able to move relative to the seat along the first direction; the first axis and the second axis are parallel and both are perpendicular to the first direction and the support direction of the first leg; In this configuration, at least one of the first leg and the second leg is a telescopic leg. The control component controls the telescopic leg to extend or shorten according to the collision signal, so that the first leg and the second leg have a support height difference, thereby enabling the seat to tilt in a preset direction.

[0006] Optionally, one of the first leg and the second leg is the telescopic leg, and the control component can control the telescopic leg to shorten, so that the first leg and the second leg have a support height difference, so that the seat can tilt in a preset direction.

[0007] Optionally, the telescopic outrigger includes: A fixed section has a receiving space, and the top of the fixed section has an inlet and outlet that connect to the receiving space; A telescopic section is provided on the side of the fixed section where the inlet and outlet are provided, and is connected to the seat; the telescopic section has a first position and a second position, in the first position the support height of the first leg and the second leg is the same, and in the second position there is a support height difference between the first leg and the second leg; A drive assembly is connected to the telescopic section and is capable of driving the telescopic section through the inlet and outlet into the receiving space, so that the telescopic section can move from the first position to the second position.

[0008] Optionally, the driving component includes: An elastic element is disposed within the receiving space; one end of the elastic element is connected to the bottom of the receiving space, and the other end is connected to the telescopic section; A limiting member is connected between the fixed section and the telescopic section, and has a locked state and an unlocked state. In the locked state, the elastic member is in an energy storage state, and the limiting member at least partially closes the inlet and outlet to restrict the telescopic section to a first position. In the unlocked state, the limiting member avoids the inlet and outlet so that the elastic member can drive the telescopic section to move from the first position to the second position.

[0009] Optionally, the limiting member is a baffle that is slidably connected to the end of the fixed section; The baffle has a notch extending in its own direction of movement, so that the elastic element can pass through the baffle and connect with the telescopic section.

[0010] Optionally, the control component includes: The controller is communicatively connected to the collision detection component; The drive unit is communicatively connected to the controller; and the drive unit is drive-connected to the limit member so as to switch between the locked state and the unlocked state by driving the limit member.

[0011] Optionally, a limiting structure is provided between the telescopic section and the fixed section, the limiting structure comprising: A limiting protrusion is formed on the side wall of the telescopic section and protrudes from the outer wall surface of the side wall; A limiting hook is formed in the fixed section and has a bent portion; The limiting protrusion has a limiting surface on the side away from the fixed section, and when the telescopic section is supported by the limiting member, the bent part abuts against the limiting surface.

[0012] Optionally, the driving component includes: A support airbag is disposed within the receiving space and is used to support the telescopic section; The inflation / deflation assembly is communicatively connected to the control assembly; and the inflation / deflation assembly is connected to the support airbag via a pipeline, and is capable of inflating and deflating the support airbag according to the controller's instructions.

[0013] A vehicle comprising: The vehicle body has a passenger compartment inside; Seats are located within the passenger compartment; Side airbag assembly, located on the outside of the seat; The adjustment device is any one of the adjustment devices described above, the adjustment device being used to support the seat within the passenger compartment and to tilt the seat away from the side airbag assembly.

[0014] Optionally, one of the first leg and the second leg is rotatably connected to the seat, and the other is movably connected to the seat in a first direction and is able to rotate relative to the seat.

[0015] The adjustment device provided in this application, through the cooperation of a collision detection component, a control component, and at least one retractable outrigger, achieves active adjustment of the seat posture during a side collision. Specifically, in response to the collision signal acquired by the collision detection component, the control component controls the movement of at least one retractable outrigger, creating a support height difference between the first and second outriggers supporting the seat. This technical solution directly addresses the problem of insufficient buffer space caused by the fixed lateral position of the seat during a side collision. By creatively introducing an actively variable outrigger height difference, the seat can actively tilt towards the inward side of the vehicle in response to the collision, thereby dynamically increasing the lateral distance between the occupant's torso and the interior of the door on the collision side at the moment of impact. This provides additional buffer space for the occupant and helps to partially offset the inertia of the occupant tilting towards the collision side, ultimately achieving the technical effect of effectively reducing the risk of occupant injury in a side collision.

[0016] At the same time, when a side collision occurs, due to inertia, the occupants will tend to tilt towards the side of the collision. The seats tilt away from the side of the collision, which can counteract this tilting tendency to some extent, making the occupant's body position relative to the seat more stable and reducing the possibility of collision with other parts of the vehicle due to excessive body displacement. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the adjustment device in the embodiments of this application from a first perspective.

[0019] Figure 2 This is a schematic diagram of the adjustment device in the embodiments of this application from a second perspective.

[0020] Figure 3 This is a schematic diagram of the adjustment device in the embodiments of this application controlling the tilt of the seat.

[0021] Figure 4 for Figure 2 A magnified view of a portion of region A in the middle.

[0022] Figure 5 This is a schematic diagram of the telescopic outrigger when the limiting component is in the first position.

[0023] Figure 6 This is a schematic diagram of the telescopic outrigger when the limiting component is in the second position.

[0024] exist Figures 1-6 middle: 1-Seat, 2-Drive component, 3-Limiting component, 4-First support leg, 5-Second support leg, 6-Elastic component; 401-Telescopic section, 402-Fixed section, 403-Limiting protrusion, 404-Limiting hook. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] This application discloses a vehicle, including but not limited to new energy vehicles, fuel vehicles, and hybrid vehicles. Furthermore, the vehicle includes, but is not limited to, passenger cars and public vehicles.

[0027] In related technologies, side-impact protection primarily relies on a multi-layered system. The first layer is vehicle body structural reinforcement and energy-absorbing design, designed to absorb energy and resist intrusion through the deformation of components such as door anti-collision beams and B-pillars. The second layer is the occupant restraint system, the core of which is the side airbags and curtain airbags, which deploy after a collision to fill the space between the occupant and the interior panels. The third layer is the seat 1's restraint design. As the direct load-bearing component for the occupant, the seat 1 in related technologies mainly provides static support and positioning functions, and some solutions integrate side airbags to protect the occupants.

[0028] However, all of the above-mentioned technical solutions have their inherent limitations. Specifically, there is a physical limit to the reinforcement of the vehicle body structure, and it may lead to excessively high peak collision force; the deployment of side airbags has unavoidable delays in sensing, judgment, and inflation time, and their effective deployment space may be compressed under severe intrusion conditions. The restraining design of seat 1 only fixes the occupant in seat 1 and cannot solve the danger caused by side intrusion during a collision.

[0029] Based on the problems existing in the aforementioned related technologies, the vehicle in this application utilizes an adjustment device to fix the seat 1 inside the passenger compartment of the vehicle body. Furthermore, this adjustment device can control the seat 1 to tilt away from the side of the collision when a side collision occurs, thereby increasing the buffer space between the occupant and the side of the vehicle body, thus providing more space for the full deployment of the side airbags, while reducing the probability of direct collision between the occupant's body and the door interior.

[0030] For example, the vehicle in this embodiment includes a body, a seat 1, a side airbag assembly, and an adjustment device.

[0031] The vehicle body is the main structure of the vehicle, and its interior contains the passenger compartment, which is the core space for accommodating the driver and passengers.

[0032] Seat 1 is located inside the passenger compartment and is attached to the bottom wall of the passenger compartment.

[0033] Side airbags are an important component of a vehicle's side impact protection system and are typically located on the outside of seat 1.

[0034] The adjustment device is used to support the seat 1 in the passenger compartment; that is, the adjustment device in this application is the support structure of the seat 1.

[0035] Furthermore, such as Figures 1-6As shown, the adjustment device in this application includes a collision detection component (not shown in the figure), a control component (not shown in the figure), a first leg 4, and a second leg 5.

[0036] The collision detection component is used to acquire collision signals. These collision signals can be acceleration signals, impact force signals, or vehicle body deformation signals generated when the vehicle is hit from the side. The collision detection component may include collision sensors installed on the side of the vehicle body (such as doors, B-pillars, etc.). These sensors can quickly detect collision information at the moment of impact and convert it into electrical signals, which are then transmitted to the control components.

[0037] In practical implementation, the collision detection component of the adjustment device can be the collision detection component of the side airbag assembly. This allows full utilization of the vehicle's existing sensing resources, eliminating the need for additional independent collision detection hardware and thus reducing system cost and structural complexity. Of course, this is not a limitation of this application. During implementation, an independent collision detection component can also be set up specifically to trigger the seat 1 adjustment function, further improving the accuracy and response speed of the detection.

[0038] The control component is communicatively connected to the collision detection component to receive collision signals sent by the collision detection component and control subsequent adjustment actions based on these signals. The specific implementation of this communication connection can be via a signal line or a wireless communication module; this application does not impose specific limitations on this, and adaptive designs can be made as needed in specific implementations.

[0039] The first leg 4 and the second leg 5 are distributed along a first direction and together support the seat 1. In a specific application scenario, the first direction can be understood as the lateral direction of the vehicle, i.e., the width direction of the vehicle, so that the first leg 4 and the second leg 5 are located on both sides below the seat 1 to stably support the seat 1. One of the first leg 4 and the second leg 5 is rotatably connected to the seat 1 about a first axis, and the other is rotatably connected to the seat 1 about a second axis and can move relative to the seat 1 along the first direction; the first axis and the second axis are parallel and both are perpendicular to the first direction and the support direction of the first leg 4.

[0040] In an exemplary embodiment, the first leg 4 is rotatably connected to the seat 1 via a first connecting structure and is movable relative to the seat 1 in a first direction, while the second leg 5 is hinged to the seat 1. The first connecting structure includes a groove and a pivot. The groove is formed in one of the first leg 4 and the seat 1, and the pivot is formed in the other of the first leg 4 and the seat 1. The pivot is slidably connected within the groove and is rotatable relative to the groove, thus enabling the first leg 4 to be rotatably connected to the seat 1 and movable relative to the seat 1 in a first direction.

[0041] It should be noted that the first support leg 4 and the second support leg 5 mentioned above refer to all the support legs set on one side of the seat 1. For example, the first support leg 4 can be a set of support legs set on the seat 1 near the inner side of the vehicle, and the second support leg 5 can be a set of support legs set on the seat 1 near the outer side of the vehicle. Each set of support legs can include two support leg structures that are spaced apart along the longitudinal direction of the vehicle, that is, the length direction, so as to ensure the stability of the support for the seat 1.

[0042] Furthermore, at least one of the first leg 4 and the second leg 5 is a telescopic leg. The control component is connected to the telescopic leg control and can control the telescopic leg to extend or shorten according to the collision signal, so that the first leg 4 and the second leg 5 have a support height difference, so that the seat 1 can tilt in a preset direction.

[0043] In specific application scenarios, the aforementioned support height difference refers to the difference in vertical distance from the top of the first leg 4 and the second leg 5 (the end connected to the seat 1) to the bottom wall of the passenger compartment (or the end of each of their bottom ends connected to the bottom wall) when supporting the seat 1, so that the seat 1 can tilt in a preset direction, which is specifically the direction away from the side of the vehicle collision.

[0044] In the above configuration, when a side collision occurs, the collision detection component quickly captures the collision signal and transmits it to the control component in real time as an electrical signal. Upon receiving the collision signal, the control component immediately analyzes and judges to confirm the occurrence and intensity of the collision. Once the collision intensity reaches a preset value, the control component, according to preset control logic, quickly issues control commands to the first outrigger 4 and / or the second outrigger 5, which are telescopic outriggers, to ensure that the support height of the outrigger closer to the collision side is greater than that of the outrigger farther from the collision side. Since one of the first outrigger 4 and the second outrigger 5 is hinged to the seat 1, and the other is rotatably connected to the seat 1 and can move relative to the seat 1 in a first direction, when a support height difference occurs between the first outrigger 4 and the second outrigger 5, the outrigger hinged to the seat 1 can serve as a pivot point for tilting the seat 1, while the outrigger movably connected in the first direction can adaptively adjust its connection position with the seat 1 during the lifting and lowering process, avoiding excessive stress concentration or structural interference between the seat 1 and the outrigger due to the lifting and lowering action, thereby causing the seat 1 to tilt away from the collision side.

[0045] The tilting motion of seat 1 dynamically increases the lateral distance between the occupant's torso and the interior door panel on the impact side, providing additional buffer space and effectively reducing the impact force of direct collision between the occupant's body and the vehicle's interior structure. This helps reduce the risk of injury to the occupant in a side collision. Simultaneously, this tilting also provides more space for the deployment of the side airbags, ensuring they inflate fully and better fulfill their protective function. Furthermore, it is understandable that during a side collision, due to inertia, the occupant tends to tilt towards the impact side. The tilting of seat 1 away from the impact side can, to some extent, counteract this tilting tendency, making the occupant's body more stable relative to seat 1 and reducing the likelihood of collisions with other components inside the vehicle due to excessive body displacement.

[0046] As mentioned earlier, at least one of the first leg 4 and the second leg 5 is a telescopic leg. In specific implementation, one of the first leg 4 and the second leg 5 can be a telescopic leg, and the other can be a rigid leg, that is, a non-telescopic leg. The control component is connected to the telescopic leg control and can control the telescopic leg to extend or shorten according to the collision signal, so that the first leg 4 and the second leg 5 have a support height difference. Alternatively, both the first leg 4 and the second leg 5 can be set as telescopic legs. The control component controls the extension of one of the first leg 4 and the second leg 5 and controls the shortening of the other to make the first leg 4 and the second leg 5 have a support height difference.

[0047] In some preferred embodiments, one of the first support leg 4 and the second support leg 5 is a rigid support leg, and the other is a telescopic support leg. Furthermore, the control component can control the shortening of the telescopic support leg, creating a height difference between the first support leg 4 and the second support leg 5, allowing the seat 1 to tilt in a preset direction. In this configuration, during assembly, the rigid support leg is positioned on the side of the seat 1 closest to the vehicle body side panel, and the telescopic support leg is positioned on the side of the seat 1 furthest from the vehicle body side panel. Thus, when a side collision occurs, the control component controls the telescopic support leg (the leg on the side of the seat 1 furthest from the vehicle body side panel) to shorten, reducing its support height, while the rigid support leg (the leg on the side of the seat 1 closest to the vehicle body side panel) maintains its support height, thereby causing the seat 1 to tilt away from the collision side (i.e., the inner side of the vehicle body).

[0048] With the above setup, only the movement of one outrigger needs to be controlled to tilt the seat 1. The structure is relatively simple, and the control logic is more direct, which helps to reduce the complexity and cost of the system. At the same time, by lowering the support height, the seat 1 is tilted. The weight of the seat 1 and the weight of the occupant can be used as the driving force for the telescopic outrigger to lower the support height. This reduces the output force requirement of the drive device to a certain extent, which helps to simplify the structure of the drive device and reduce energy consumption.

[0049] Furthermore, such as Figure 5 and Figure 6 As shown, the telescopic outrigger includes a telescopic section 401, a fixed section 402, and a drive assembly.

[0050] The fixed section 402 has an internal accommodating space, and the top of the fixed section 402 has an inlet and outlet that connect to the accommodating space.

[0051] In practical implementation, the fixed section 402 can be configured as a tubular structure. In this case, its hollow interior portion constitutes the receiving space, and the inlet and outlet are the openings at the top of the tubular structure, allowing the telescopic section 401 to enter and exit the receiving space through these openings. Of course, this is not a limitation of this application. For example, the fixed section 402 can also be formed by combining multiple support plates. In this case, the space enclosed by the multiple support plates is the receiving space.

[0052] The telescopic section 401 is located on the side of the fixed section 402 where the inlet and outlet are provided, and is connected to the seat 1; the telescopic section 401 has a first position and a second position, and in the first position, the support height of the first leg 4 and the second leg 5 is the same, and in the second position, there is a support height difference between the first leg 4 and the second leg 5. In specific implementation, the telescopic section 401 can be a rod-shaped structure or a tubular structure adapted to the fixed section 402, with its outer diameter slightly smaller than the inner diameter of the accommodating space of the fixed section 402, so as to ensure that the telescopic section 401 can smoothly telescopically move within the accommodating space, thereby enabling the telescopic section 401 to switch between the first position and the second position.

[0053] The drive assembly is connected to the telescopic section 401 and can drive the telescopic section 401 into the receiving space through the inlet and outlet, so that the telescopic section can move from the first position to the second position.

[0054] In the above configuration, when the telescopic section 401 is in the first position, the first support leg 4 and the second support leg 5 have the same support height, and the seat 1 remains horizontal, which does not affect the passenger's riding experience during normal vehicle operation. When the vehicle experiences a side collision that meets preset conditions, the drive assembly responds to the control assembly's command, moving the telescopic section 401 into the accommodating space of the fixed section 402, switching the telescopic section 401 to the second position. This rapidly changes the support height of the corresponding support leg, creating a support height difference between the first support leg 4 and the second support leg 5, completing the tilting action of the seat 1 away from the collision side, and triggering the collision protection function. The entire response process is direct and rapid, enabling seat posture adjustment to be completed before the collision intrudes into the passenger compartment, maximizing the protective effect.

[0055] In some embodiments, the drive component includes an elastic element 6 and a limiting element 3.

[0056] like Figure 5 and Figure 6 As shown, the elastic element 6 is disposed inside the receiving space, with one end of the elastic element 6 connected to the telescopic section 401 and the other end connected to the bottom of the receiving space.

[0057] In an exemplary embodiment, the elastic element 6 described above can be a spring.

[0058] The limiting member 3 is connected between the fixed section 402 and the telescopic section 401, and has a locked state and an unlocked state. In the locked state, the elastic member 6 is in an energy storage state, and the limiting member 3 closes at least part of the inlet and outlet to restrict the telescopic section 401 to a first position. In the unlocked state, the limiting member 3 avoids the inlet and outlet so that the elastic member 6 can drive the telescopic section 401 to move from the first position to the second position.

[0059] Under the above configuration, in normal use, the limiting member 3 remains locked, stably restricting the telescopic section 401 to the first position, while the elastic member 6 remains in an energy-storing state, without affecting the normal horizontal posture of the seat 1. When a side collision triggers a control command, the limiting member 3 quickly switches to the unlocked state. At this time, the energy-storing elastic member 6 can instantly release its elastic potential energy, directly pulling the telescopic section 401 to move into the accommodating space, quickly completing the switch of the telescopic section 401 from the first position to the second position, thus realizing the tilt adjustment of the seat 1. This drive structure does not require a complex electric drive mechanism, resulting in faster response speed and lower cost. Furthermore, it is not affected by electrical faults after a vehicle collision, offering higher reliability and ensuring smooth triggering of protective actions in the event of a collision.

[0060] In specific implementation, the limiting member 3 can be a pin or latch structure that is slidably connected to the fixed section 402, or it can be a baffle that is slidably connected to the fixed section 402. The structure of the limiting member 3 can be adapted to the needs during implementation, and this application does not impose specific limitations on it. The following explanation uses the limiting member 3 as a baffle as an example.

[0061] like Figure 5 and Figure 6 As shown, the limiting member 3 is a baffle that is slidably connected to the end of the fixed section 402; the baffle has a notch that extends along its own moving direction so that the elastic member 6 can pass through the baffle and connect with the telescopic section 401, while avoiding interference between the baffle and the elastic member 6 during the movement.

[0062] The size and shape of the notch are adapted to the outer diameter of the elastic element 6, ensuring that the elastic element 6 can smoothly pass through the notch during the extension and retraction process without affecting the normal movement trajectory of the baffle. When the baffle is in the locked state, its main body covers the inlet and outlet and supports the telescopic section 401, while the notch provides clearance for the elastic element 6; when the baffle moves to the unlocked state under the action of the drive element 2, the notch moves synchronously with the baffle, always maintaining clearance for the elastic element 6, so that the elastic element 6 can extend and retract freely without obstruction, thereby ensuring that the tension of the elastic element 6 on the telescopic section 401 can be effectively exerted.

[0063] It should be understood that the above description is merely an example of the drive assembly including the elastic member 6 and the limiting member 3, and the configuration of the drive assembly is not limited thereto. In some embodiments, the drive assembly includes a support airbag and an inflation / deflation assembly. The support airbag is disposed within the accommodating space and is used to support the telescopic section 401; the inflation / deflation assembly is communicatively connected to the control assembly; and the inflation / deflation assembly is connected to the support airbag through a pipeline and is capable of inflating or deflating the support airbag according to the controller's instructions.

[0064] In the above configuration, when no collision occurs, the inflation / deflation assembly inflates the support airbag to a preset volume, lifting the telescopic section 401 to a preset support height. At this point, the support force provided by the airbag balances the weight of the telescopic section 401, seat 1, and the occupant, ensuring seat 1 maintains a stable and normal operating posture. The controller receives signals from the collision detection assembly in real time, while the inflation / deflation assembly remains in standby mode. When the collision detection assembly detects a side collision and transmits the collision signal to the controller, the controller quickly sends a deflation command to the inflation / deflation assembly. Upon receiving the command, the inflation / deflation assembly immediately opens the deflation valve connected to the support airbag, rapidly releasing the gas from the airbag. As the support airbag contracts, its support force on the telescopic section 401 rapidly decreases until it disappears. At this time, under the combined weight of the telescopic section 401, seat 1, and occupant, the telescopic section 401 moves downwards along the inner wall of the accommodating space of the fixed section 402, at least partially entering the accommodating space, thereby reducing the overall support height of the telescopic outrigger and allowing seat 1 to tilt away from the collision side.

[0065] Based on the aforementioned telescopic outriggers, in some embodiments, the control component includes a controller and a drive unit 2. The controller is communicatively connected to the collision detection component, used to receive collision signals and send control commands to the drive unit 2 based on the signals. The drive unit 2 is communicatively connected to the controller, and is drively connected to the limiting member 3, capable of driving the limiting member 3 to switch between a locked state and an unlocked state.

[0066] In the above configuration, when no collision occurs, the limiting member 3 is in a locked state. It closes part of the inlet and outlet and abuts against a specific part of the telescopic section 401, thus stably supporting the telescopic section 401 at a preset height position on the fixed section 402, ensuring that the seat 1 can maintain a horizontal state or a preset normal usage posture. At this time, the drive member 2 is inactive, and the limiting member 3 remains locked under its own structure or other auxiliary positioning structures, providing reliable support for the seat 1. When the collision detection component detects a side collision and transmits the collision signal to the controller, the controller quickly sends an action command to the drive member 2. Upon receiving the command, the drive member 2 immediately drives the limiting member 3 from the locked state to the unlocked state via the transmission mechanism. During the movement, the limiting member 3 gradually releases the closure of the inlet and outlet and disengages from the support contact with the telescopic section 401. Once the limiting member 3 reaches the unlocked state, it completely avoids the inlet and outlet, and the telescopic section 401 loses the support constraint of the limiting member 3. At this point, under the combined action of the weight of the telescopic section 401 itself, the weight of the seat 1, and the weight of the occupant on the seat 1, the telescopic section 401 slides downward along the inner wall of the accommodating space of the fixed section 402, at least partially entering the accommodating space. As the telescopic section 401 moves downward, the overall support height of the telescopic outrigger decreases. This design, which utilizes gravity as the primary driving force, enables the seat 1 to tilt rapidly in a very short time, meeting the stringent time requirements in the event of a side collision. Simultaneously, it effectively simplifies the structure of the drive system, reduces dependence on the output power of the drive component 2, and improves the reliability and stability of the entire adjustment device.

[0067] In some embodiments, such as Figure 4 As shown, a limiting structure is provided between the telescopic section 401 and the fixed section 402. This limiting structure includes a limiting protrusion 403 and a limiting hook 404. The limiting protrusion 403 is formed on the side wall of the telescopic section 401 and protrudes beyond the outer surface of the side wall of the telescopic section 401. The limiting hook 404 is formed on the fixed section 402 and has a bent portion. The side of the limiting protrusion 403 away from the fixed section 402 has a limiting surface, and when the telescopic section 401 is supported by the limiting member 3, the bent portion abuts against the limiting surface.

[0068] In the above configuration, the cooperation between the limiting protrusion 403 and the limiting hook 404 effectively restricts the upward travel of the telescopic section 401. That is, the cooperation between the limiting protrusion 403 and the limiting hook 404 can limit the maximum support height of the telescopic outrigger, thus preventing the seat 1 from tilting towards the outside of the passenger compartment due to inertia and other factors. At the same time, the above-mentioned limiting structure, together with the limiting member 3, can form a double constraint on the telescopic section 401 in both the vertical and horizontal directions, ensuring that the telescopic section 401 is stably maintained at the preset support height under normal use. Specifically, when the limiting member 3 is in the locked state supporting the telescopic section 401, the limiting member 3 supports the telescopic section 401 from below, while the bent part of the limiting hook 404 abuts against the limiting surface of the limiting protrusion 403 of the telescopic section 401 from above, thereby firmly clamping the telescopic section 401 at the inlet and outlet of the fixed section 402, preventing it from moving up and down unexpectedly under bumps or vibrations during vehicle operation, and ensuring the stability of the seat 1 support and the comfort of the ride.

[0069] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0070] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0071] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0072] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0073] It should be understood that the qualifiers “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of this application.

[0074] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. An adjusting device, characterized in that, Suitable for adjusting vehicle seats, the adjusting device includes: Collision detection components are used to acquire collision signals; The control component is communicatively connected to the collision detection component; A first leg and a second leg are distributed along a first direction and used to support the seat; one of the first leg and the second leg is rotatably connected to the seat about a first axis, and the other is rotatably connected to the seat about a second axis and is able to move relative to the seat along the first direction; the first axis and the second axis are parallel and both are perpendicular to the first direction and the support direction of the first leg; In this configuration, at least one of the first leg and the second leg is a telescopic leg. The control component controls the telescopic leg to extend or shorten according to the collision signal, so that the first leg and the second leg have a support height difference, thereby enabling the seat to tilt in a preset direction.

2. The adjusting device according to claim 1, characterized in that, One of the first leg and the second leg is the telescopic leg. The control component can control the telescopic leg to shorten, so that the first leg and the second leg have a support height difference, so that the seat can tilt in a preset direction.

3. The adjusting device according to claim 2, characterized in that, The telescopic outrigger includes: A fixed section has a receiving space, and the top of the fixed section has an inlet and outlet that connect to the receiving space; A telescopic section is provided on the side of the fixed section where the inlet and outlet are provided, and is connected to the seat; the telescopic section has a first position and a second position, in the first position the support height of the first leg and the second leg is the same, and in the second position there is a support height difference between the first leg and the second leg; A drive assembly is connected to the telescopic section and is capable of driving the telescopic section through the inlet and outlet into the receiving space, so that the telescopic section can move from the first position to the second position.

4. The adjusting device according to claim 3, characterized in that, The driving component includes: An elastic element is disposed within the receiving space; one end of the elastic element is connected to the bottom of the receiving space, and the other end is connected to the telescopic section; A limiting member is connected between the fixed section and the telescopic section, and has a locked state and an unlocked state. In the locked state, the elastic member is in an energy storage state, and the limiting member at least partially closes the inlet and outlet to restrict the telescopic section to a first position. In the unlocked state, the limiting member avoids the inlet and outlet so that the elastic member can drive the telescopic section to move from the first position to the second position.

5. The adjusting device according to claim 4, characterized in that, The limiting component is a baffle that is slidably connected to the end of the fixed section; The baffle has a notch extending in its own direction of movement, so that the elastic element can pass through the baffle and connect with the telescopic section.

6. The adjusting device according to claim 4, characterized in that, The control component includes: The controller is communicatively connected to the collision detection component; The drive unit is communicatively connected to the controller; and the drive unit is drive-connected to the limit member so as to switch between the locked state and the unlocked state by driving the limit member.

7. The adjusting device according to claim 4, characterized in that, A limiting structure is provided between the telescopic section and the fixed section, the limiting structure comprising: A limiting protrusion is formed on the side wall of the telescopic section and protrudes from the outer wall surface of the side wall; A limiting hook is formed in the fixed section and has a bent portion; The limiting protrusion has a limiting surface on the side away from the fixed section, and when the telescopic section is supported by the limiting member, the bent part abuts against the limiting surface.

8. The adjusting device according to claim 3, characterized in that, The driving component includes: A support airbag is disposed within the receiving space and is used to support the telescopic section; The inflation / deflation assembly is communicatively connected to the control assembly; and the inflation / deflation assembly is connected to the support airbag via a pipeline, and is capable of inflating and deflating the support airbag according to the controller's instructions.

9. A vehicle, characterized in that, include: The vehicle body has a passenger compartment inside; Seats are located within the passenger compartment; Side airbag assembly, located on the outside of the seat; The adjustment device is the adjustment device according to any one of claims 1-8, the adjustment device being used to support the seat in the passenger compartment and to tilt the seat away from the side airbag assembly.

10. The vehicle according to claim 9, characterized in that, One of the first leg and the second leg is rotatably connected to the seat, and the other is movably connected to the seat in a first direction and is able to rotate relative to the seat.

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