Occupant protection devices for flying cars

Abstract

This application discloses an occupant protection device for a flying car, including a seat, a locking assembly, a first airbag, and a second airbag. The seat is connected to the floor of the cockpit via a connecting rod, wherein one end of the connecting rod is rotatably connected to the seat, and the other end of the connecting rod is rotatably connected to the floor. The locking assembly is connected to the connecting rod and is used to lock or release the tilt angle of the connecting rod relative to the floor and the tilt angle of the connecting rod relative to the seat. The first airbag is disposed on the floor and located below the seat; wherein, in the deployed state, the first airbag protrudes from the surface of the floor. The second airbag is disposed on the floor and located around the seat, wherein, in the deployed state, the second airbag surrounds the outer perimeter of the seat. This application provides comprehensive and reliable protection for the occupant through the coordinated use of seat unlocking, first airbag protection, and second airbag protection, thereby solving the problem of insufficient protection effectiveness in existing flying car protection solutions.

Description

Technical Field

[0001] This application relates to the field of occupant protection technology for flying cars, and in particular to an occupant protection device for flying cars. Background Technology

[0002] As low-altitude flying vehicles, flying cars pose a far greater risk and severity in collisions and crashes than land-based vehicles. In related technologies, protective solutions primarily utilize airbags to protect occupants during a flying car crash. Some solutions involve adding lumbar airbags; however, the impact force on the lower back and spine during a flying car crash primarily originates from the upward vertical impact reaction force, while lumbar airbags provide lateral cushioning, failing to offer accurate protection. Other solutions employ wraparound airbags, which are often created by enlarging the side airbags of car seats, but these do not provide stable, ring-shaped protection. Furthermore, wraparound airbags lack a fixed structure, making them prone to deflection when compressed by a person, thus failing to provide continuous and stable support and protection.

[0003] Furthermore, existing protection measures do not adequately consider the vertical upward impact reaction force experienced by the human body when a flying car crashes, thus providing insufficient protection for occupants. Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the prior art. Therefore, the purpose of this application is to propose an occupant protection device for flying cars, aiming to solve the problem of insufficient protection effectiveness in existing flying car protection solutions.

[0005] This application discloses an occupant protection device for a flying car, comprising a seat, a locking assembly, a first airbag, and a second airbag. The seat is connected to the floor of the cockpit via a connecting rod, wherein one end of the connecting rod is rotatably connected to the seat, and the other end of the connecting rod is rotatably connected to the floor. The locking assembly is connected to the connecting rod and is used to lock or release the tilt angle of the connecting rod relative to the floor and the tilt angle of the connecting rod relative to the seat. The first airbag is disposed on the floor and located below the seat, wherein the first airbag protrudes from the surface of the floor in the deployed state. The second airbag is disposed on the floor and located around the seat, wherein the second airbag surrounds the outer periphery of the seat in the deployed state.

[0006] According to some embodiments of this application, the floor is provided with a first mounting groove and a second mounting groove, wherein the second mounting groove is disposed on the outer periphery of the first mounting groove; wherein the first airbag is housed in the first mounting groove in a folded state, and the second airbag is housed in the second mounting groove in a folded state.

[0007] According to some embodiments of this application, the second airbag includes a plurality of annular inflatable parts connected sequentially along the axial direction, and the air chambers of two adjacent annular inflatable parts are connected; wherein, the second airbag is cylindrical in the deployed state.

[0008] According to some embodiments of this application, the occupant protection device of the flying car further includes a first strap, one end of which is connected to the floor and the other end of which is connected to the outer wall of the second airbag; wherein, when the second airbag is deployed, the first strap is in a taut state.

[0009] According to some embodiments of this application, a plurality of connection points are formed between the first pull strap and the second airbag, and at least one connection point between the first pull strap and the second airbag is located at the top of the second airbag.

[0010] According to some embodiments of this application, the occupant protection device of the flying car further includes a second pull strap, which is disposed inside the second airbag, with one end of the second pull strap connected to the inner top wall of the second airbag and the other end of the second pull strap connected to the inner bottom wall of the second airbag; wherein, when the second airbag is deployed, the second pull strap is in a tensioned state.

[0011] According to some embodiments of this application, the connecting rods are configured as a plurality of rods, and the rotation axis of the connecting rods and the seat extends along a first direction, wherein the plurality of connecting rods are offset about the first direction.

[0012] According to some embodiments of this application, the locking component includes a servo motor connected to a corresponding connecting rod, used to lock or release the tilt angle of the corresponding connecting rod relative to the floor.

[0013] According to some embodiments of this application, a slide rail assembly is provided on the floor. The slide rail assembly includes a cooperating seat rail and a slider, wherein the seat rail is disposed on the floor, and the other end of the connecting rod is rotatably connected to the slider.

[0014] According to some embodiments of this application, two sets of slide rail assemblies are arranged in parallel, wherein a first airbag is disposed between the two sets of slide rail assemblies.

[0015] According to the occupant protection device for the flying car disclosed in this application, the seat can be unlocked via a locking component, thereby reducing the rigid vertical impact on the occupant during a crash. The first airbag provides flexible vertical support and cushioning to the seat, reducing the vertical impact reaction force on the occupant and mitigating injuries to the torso during a high-speed descent. The second airbag provides 360° lateral protection, preventing contact injuries with vehicle interior components and mitigating injuries sustained during sideways or tilted falls when the occupant lands in a tilted, supine, or prone position. This application, through the coordinated use of seat unlocking, first airbag protection, and second airbag protection, provides comprehensive and reliable protection for the occupant, thus addressing the shortcomings of existing flying car protection solutions.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the occupant protection device of a flying car according to some embodiments of this application; Figure 2 This is a schematic diagram showing the layout of the first and second airbags in some embodiments of this application; Figure 3 This is a schematic diagram of the assembly of the first and second airbags with the floor according to some embodiments of this application; Figure 4 This is a schematic diagram of the first airbag deployment state in some embodiments of this application; Figure 5 This is a side view of the first airbag in the deployed state according to some embodiments of this application; Figure 6 This is a schematic diagram of the second airbag deployment state in some embodiments of this application; Figure 7 This is a schematic diagram of the structure of the first and second pull straps according to some embodiments of this application; Figure 8 This is an assembly diagram of the slide rail assembly, locking assembly, and connecting rod according to some embodiments of this application; Figure 9 This is a schematic diagram comparing the locked and unlocked states of a seat in some embodiments of this application.

[0018] Figure label: Floor 10; First mounting slot 11; Second mounting slot 12; Seat 20; Connecting rod 30; Locking assembly 40; First airbag 50; First airbag generator 51; Second airbag 60; Second airbag generator 61; First pull strap 62; Second pull strap 63; Annular inflation part 64; Seat track 71; slider 72. Detailed Implementation

[0019] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0020] The following is for reference. Figures 1-9 This application describes an occupant protection device for a flying car according to an embodiment of the present application.

[0021] This application discloses an occupant protection device for a flying car, comprising a seat 20, a locking assembly 40, a first airbag 50, and a second airbag 60. The seat 20 is connected to the floor 10 of the cabin via a connecting rod 30, wherein one end of the connecting rod 30 is rotatably connected to the seat 20, and the other end of the connecting rod 30 is rotatably connected to the floor 10. The locking assembly 40 is connected to the connecting rod 30 and is used to lock or release the tilt angle of the connecting rod 30 relative to the floor 10 and the tilt angle of the connecting rod 30 relative to the seat 20. The first airbag 50 is disposed on the floor 10 and located below the seat 20, wherein the first airbag 50 protrudes from the surface of the floor 10 in the deployed state. The second airbag 60 is disposed on the floor 10 and located around the seat 20, wherein the second airbag 60 surrounds the outer periphery of the seat 20 in the deployed state.

[0022] The connecting rod 30 is rotatably connected to the seat 20 and the floor 10 at both ends, respectively. The locking assembly 40 can lock the tilt angle of the connecting rod 30 relative to the floor 10 and the tilt angle of the connecting rod 30 relative to the seat 20, that is, lock the relative rotational freedom of the connecting rod 30 and the floor 10 and the relative rotational freedom of the connecting rod 30 and the seat 20, thus locking the seat 20. At this time, the seat 20 is rigidly connected to the floor 10; if the flying car crashes or causes an accident, the seat 20 will exert a large impact force on the occupants.

[0023] Simultaneously, the locking assembly 40 can also release the relative rotational freedom between the connecting rod 30 and the floor 10, as well as the relative rotational freedom between the connecting rod 30 and the seat 20, thus unlocking the seat 20 and releasing its rigid connection. In the unlocked state, the connecting rod 30 can rotate relative to the floor, and the seat 20 can rotate relative to the connecting rod 30, allowing the seat 20 to swing around the rotation center between the connecting rod 30 and the floor 10 and to generate displacement in the vertical direction. In the event of a flying car crash, unlocking the seat 20 via the locking assembly 40 allows the seat 20 to move and cushion the impact, thereby reducing the rigid impact on the occupants in the vertical direction.

[0024] Among them, such as Figure 4 , Figure 5 As shown, the first airbag 50 is located below the seat 20, and protrudes from the surface of the floor 10 when deployed. Especially when the seat 20 is unlocked, the first airbag 50 can provide vertical flexible support and cushioning for the seat 20, thereby reducing the vertical impact reaction force on the occupant and mitigating the injury to the human torso during a high-speed fall and impact landing.

[0025] Among them, such as Figure 6 As shown, when the second airbag 60 is deployed, it surrounds the outer perimeter of the seat 20, providing 360° lateral safety protection for the occupants. This can prevent passengers from being injured by contact with parts inside the vehicle, and can also alleviate injuries to the human body when landing in a tilted, supine, or prone position during a sideways or tilted fall of the flying car.

[0026] According to the occupant protection device for the flying car of this application, the locking component 40 controls the switching between the locked and unlocked states of the seat 20, thereby providing stable support for the occupant when the flying car is in stable flight and reducing the rigid vertical impact on the occupant when the flying car crashes. The first airbag 50 provides flexible vertical support and cushioning for the seat 20, thereby reducing the vertical impact reaction force on the occupant and mitigating the injury to the torso during a high-speed descent. The second airbag 60 provides 360° lateral safety protection for the occupant, preventing contact injuries with vehicle interior parts and mitigating injuries sustained when the flying car crashes laterally or at an angle, landing in a tilted, supine, or prone position. This application, through the coordinated use of the unlocked seat 20, the protection provided by the first airbag 50, and the protection provided by the second airbag 60, can provide comprehensive and reliable protection for the occupant, thus solving the problem of insufficient protection effectiveness in existing flying car protection solutions.

[0027] In some embodiments, the flying car includes a controller and a sensing unit, and the locking component 40 is connected to the controller of the flying car. When the flying car crashes, the sensing unit of the flying car senses the danger of the flying car crashing, the controller sends a control command to the locking component 40, and the locking component 40 performs the operation of unlocking the seat 20 according to the control command.

[0028] In some embodiments, such as Figure 2 As shown, the occupant protection device of the flying car also includes a first airbag generator 51 and a second airbag generator 61. The first airbag generator 51 is connected to the first airbag 50 and controls the inflation and deflation of the first airbag 50, allowing the first airbag 50 to switch between an deployed state and a folded state. The second airbag generator 61 is connected to the second airbag 60 and controls the inflation and deflation of the second airbag 60, allowing the second airbag 60 to switch between an deployed state and a folded state.

[0029] The first airbag generator 51 and the second airbag generator 61 are respectively connected to the controller. When the sensing unit detects the danger of the flying car falling, the controller sends ignition commands to the first airbag generator 51 and the second airbag generator 61 respectively. The first airbag generator 51 receives the ignition command and triggers the ignition operation, causing the first airbag 50 to inflate and deploy, thereby providing bottom cushioning protection for the seat 20. The second airbag generator 61 receives the ignition command and triggers the ignition operation, causing the second airbag 60 to inflate and deploy, thereby providing comprehensive circumferential protection for the occupants.

[0030] According to some embodiments of this application, the floor 10 is provided with a first mounting groove 11 and a second mounting groove 12, wherein the second mounting groove 12 is disposed on the outer periphery of the first mounting groove 11; wherein the first airbag 50 is received in the first mounting groove 11 in a folded state, and the second airbag 60 is received in the second mounting groove 12 in a folded state. As shown in the following embodiments... Figure 3 As shown, by providing the first mounting slot 11 and the second mounting slot 12, both the first airbag 50 and the second airbag 60 can be housed under the floor 10 in the folded state, thereby saving cabin space. Furthermore, when the first airbag 50 and the second airbag 60 are deployed, they extend vertically upwards out of the floor 10 and extend above the floor 10.

[0031] In some embodiments, the first mounting groove 11 is circular, and the second mounting groove 12 is annular and located on the outer periphery of the first mounting groove 11.

[0032] According to some embodiments of this application, the second airbag 60 includes a plurality of annular inflatable portions 64 connected sequentially along the axial direction, and the air chambers of two adjacent annular inflatable portions 64 are interconnected; wherein, the second airbag 60 is cylindrical in the deployed state. Figure 6 ,7 As shown, the second airbag 60 is composed of multiple annular inflatable parts 64. On the one hand, it can make the inflation and deployment process of the second airbag 60 more orderly and controllable. On the other hand, it can improve the impact resistance, making it less prone to excessive deformation when subjected to occupant impact, and can more effectively disperse and absorb energy, thereby enhancing the protective effect.

[0033] The structural parameters of each annular inflation portion 64 of the second airbag 60 are set differently to provide different protective effects for different body parts. Specifically, in some embodiments, the inner diameter of the annular inflation portion 64 near the occupant's head is smaller than the inner diameter of the annular inflation portion 64 directly opposite the torso, so as to adapt to the occupant's sitting posture, reduce the gap between the second airbag 60 and the occupant's head, and thus optimize the head protection effect.

[0034] Furthermore, in some embodiments, the stiffness and damping characteristics of the multiple annular inflatable portions 64 are differentiated. For example, for vulnerable areas such as the head, the corresponding annular inflatable portion 64 is designed with low stiffness and high damping, thereby effectively achieving buffering and energy absorption, reducing the impact of the second airbag 60 on vulnerable areas such as the head; for areas such as the torso, the corresponding annular inflatable portion 64 is designed with high stiffness and low damping, thereby quickly establishing support force and using strong support to resist external impacts. However, it should be noted that each area of ​​the second airbag 60 should take into account and balance the energy absorption and buffering effect and the support and impact resistance effect.

[0035] In some embodiments, the plurality of annular inflation portions 64 of the second airbag 60 can be divided into a plurality of inflation units, wherein the air chambers of the plurality of annular inflation portions 64 within each inflation unit are interconnected, and the annular inflation portions of different inflation units are isolated from each other. In this embodiment, by providing a plurality of mutually isolated inflation units, the second airbag 60 can achieve pressure differential control in local areas, thereby providing different protective effects for different body parts. Furthermore, in the event of any inflation unit rupture and leakage, the other inflation units can still remain inflated, providing protection for the corresponding area of ​​the occupant and preventing the second airbag 60 from completely failing.

[0036] Furthermore, the inflation pressure of each inflation unit needs to be controlled independently. Specifically, each inflation unit can be connected to an airbag generator to achieve independent inflation and deflation control of the corresponding inflation unit.

[0037] Furthermore, the annular inflation parts 64 of multiple inflation units are arranged alternately at intervals, so that the multiple annular inflation parts 64 of each inflation unit are separated from each other. This can disperse the weakening effect of protection and avoid the problem of large-area protection failure of the second airbag 60 caused by the failure and leakage of any inflation unit.

[0038] In some embodiments, the air chambers of the plurality of annular inflation portions 64 of the second airbag 60 are sequentially connected during inflation and isolated from each other after inflation. Therefore, after the second airbag 60 is inflated and deployed, the plurality of annular inflation portions 64 are independent of each other. If any one annular inflation portion 64 ruptures and leaks air, the other annular inflation portions 64 can still remain sealed, thereby avoiding the problem of the second airbag 60 failing to provide protection if any one annular inflation portion 64 ruptures and leaks air.

[0039] In some embodiments, the second airbag 60 is provided with a plurality of extensions, which are disposed on the top of the second airbag 60 and extend radially inward toward the second airbag 60. Wherein, the extensions extending radially inward toward the second airbag 60 can form a shield on the top of the seat 20, thereby providing vertical protection for the occupant's head.

[0040] Furthermore, multiple extensions are provided, spaced apart circumferentially along the second airbag 60. One side of each extension connects to the cylindrical upper edge of the second airbag 60, while the other side extends to the top of the seat 20. The multiple extensions cooperate with each other on the radially inner side of the second airbag 60 to provide comprehensive protection for the occupant's head, effectively preventing damage to the occupant from above by internal components when the flying car crashes.

[0041] In some embodiments, the extension is connected to the annular inflation portion 64 of the second airbag 60. When the second airbag 60 is inflated, gas fills each annular inflation portion 64 and the extension, thereby achieving full deployment of the second airbag 60.

[0042] According to some embodiments of this application, the occupant protection device of the flying car further includes a first pull strap 62, one end of which is connected to the floor 10, and the other end of which is connected to the outer wall of the second airbag 60; wherein, when the second airbag 60 is deployed, the first pull strap 62 is in a tensioned state. For example... Figure 7 As shown, by setting the first tension strap 62, the tension of the first tension strap 62 can be used to constrain the second airbag 60 in the deployed state, control the spatial deformation range of the second airbag 60, prevent the second airbag 60 from deflecting arbitrarily, and ensure effective protection for the occupants when the flying car crashes.

[0043] In some embodiments, the second airbag 60 is provided with first pull straps 62 on its radially inner and radially outer sides. The first pull straps 62 on both sides can enhance the restraint effect on the second airbag 60, thereby more effectively restraining the overall shape of the second airbag 60, making it less prone to deformation or displacement when subjected to external impact, thereby reducing problems such as insufficient local protection caused by deformation or displacement.

[0044] Furthermore, the number of first straps 62 on both sides can be configured to be multiple and circumferentially spaced to provide reliable restraint on the second airbag 60 in the deployed state, so as to provide stable and reliable protection for the occupants in the swaying cockpit during a fall.

[0045] According to some embodiments of this application, a plurality of connection points are formed between the first pull strap 62 and the second airbag 60, and at least one connection point between the first pull strap 62 and the second airbag 60 is located at the top of the second airbag 60. By providing multiple connection points, the restraining effect of the first pull strap 62 on the second airbag 60 can be enhanced, allowing the second airbag 60 to maintain its shape stability after deployment. Simultaneously, having at least one connection point at the top of the second airbag 60 can enhance the protection of the occupant's head and provide more comprehensive restraint on the overall shape of the second airbag 60.

[0046] According to some embodiments of this application, the occupant protection device of the flying car further includes a second pull strap 63. The second pull strap 63 is disposed inside the second airbag 60, and one end of the second pull strap 63 is connected to the inner top wall of the second airbag 60, and the other end of the second pull strap 63 is connected to the inner bottom wall of the second airbag 60; wherein, when the second airbag 60 is deployed, the second pull strap 63 is in a tensioned state. As shown in the following embodiments... Figure 7 As shown, by setting the second tension strap 63, the tension of the second tension strap 63 can be used to guide and constrain the deployment state of the second airbag 60, optimize the force transmission path inside the second airbag 60, distribute the load, and significantly improve the deformation resistance of the second airbag 60.

[0047] In some embodiments, a third pull strap is provided inside the annular inflatable portion 64. The third pull strap can be arranged in different extension directions according to protection requirements to constrain the unfolded shape of the corresponding annular inflatable portion 64 and enhance its impact resistance. Specifically, for example, the third pull strap connects the radial inner wall and the radial outer wall of the annular inflatable portion 64, thereby constraining the radial deformation of the annular inflatable portion 64, dispersing the impact force, and enhancing its impact resistance.

[0048] According to some embodiments of this application, multiple connecting rods 30 are constructed, and the rotation axis of the connecting rods 30 and the seat 20 extends along a first direction, wherein the multiple connecting rods 30 are offset about the first direction. The seat 20, the floor 10, and the multiple connecting rods 30 constitute a four-bar linkage. By offsetting the multiple connecting rods 30, each connecting rod 30 is rotatably connected to the seat 20 and the floor 10, relative constraints can be formed between them, reducing the difficulty of locking the connecting rods 30, while enhancing the support for the seat 20 in the locked state.

[0049] In some embodiments, the locking component 40 is disposed at the rotational connection between the connecting rod 30 and the floor 10, i.e., at the fixed node of the four-bar linkage, for locking and unlocking the relative rotation between the connecting rod 30 and the floor 10. When the rotational freedom between the connecting rod 30 and the floor 10 is restricted, the connecting rod 30 remains stationary, and the seat 20 is locked under the restriction of the multiple connecting rods 30. When the rotational freedom between the connecting rod 30 and the floor 10 is released, the multiple connecting rods 30 can rotate synchronously relative to the floor 10, thereby unlocking the seat 20, canceling its rigid connection, and allowing it to move relative to the floor 10, thus achieving a vertical cushioning effect during a flying car crash. Figure 9 As shown, Figure 9 (a) indicates the seat is locked. Figure 9 (b) in the text represents a specific position state when the seat is unlocked.

[0050] In some embodiments, such as Figure 8 As shown, there are four connecting rods 30 arranged in an array; and the lengths of the connecting rods 30 are consistent, they maintain the same extension direction, and they remain stationary and rotate synchronously.

[0051] According to some embodiments of this application, the locking component 40 includes a servo motor connected to a corresponding connecting rod 30, used to lock the tilt angle of the corresponding connecting rod 30 relative to the floor 10, and used to unlock. For example, Figure 8 , Figure 9 As shown, the servo motor controls the tilt angle of the connecting rod 30 relative to the floor 10, thereby locking and unlocking the seat 20. Upon receiving a fall signal and control command, the servo motor starts, unlocking the fixed node of the four-bar linkage, and the seat 20 is then in a vertically unfixed state.

[0052] In some embodiments, each connecting rod 30 is connected to a servo motor, and each servo motor synchronously locks or unlocks the corresponding connecting rod 30.

[0053] According to some embodiments of this application, a slide rail assembly is provided on the floor 10. The slide rail assembly includes a cooperating seat track 71 and a slider 72, wherein the seat track 71 is disposed on the floor 10, and the other end of the connecting rod 30 is rotatably connected to the slider 72. For example... Figure 8 , Figure 9 As shown, the position of the seat 20 can be adjusted by setting the track 71 assembly. The slider 72 can slide relative to the seat track 71, and the connecting rod 30 is connected to the slider 72, which allows the seat 20 to be locked and unlocked without affecting the position adjustment function of the seat 20.

[0054] According to some embodiments of this application, two sets of slide rail assemblies are arranged in parallel, wherein a first airbag 50 is disposed between the two sets of slide rail assemblies. For example... Figure 8 , Figure 9 As shown, both sets of slide rail assemblies are connected to corresponding connecting rods 30. By setting two sets of slide rail assemblies, the support force on the seat 20 can be more even and stable. The first airbag 50 is set between the two sets of slide rail assemblies, which can make the structure more compact and avoid structural interference.

[0055] In some embodiments, in each set of slide rail assemblies, the seat rail 71 extends along a second direction, and the slider 72 can connect to multiple connecting rods 30. In some embodiments, the second direction is the forward and backward direction of the flying car and is perpendicular to the first direction. Specifically, as Figure 8 , Figure 9 As shown, each slide rail assembly has a slider 72 connected to two connecting rods 30. The connection points of the four connecting rods 30 and the seat 20 are arranged in an array to provide reliable support for the seat 20.

[0056] In some embodiments, the seat 20 has a support portion at its bottom, which abuts against the first airbag 50. When the first airbag 50 is deployed, as the seat 20 moves, the support portion abuts against or moves away from the first airbag 50 to utilize the cushioning effect of the first airbag 50 to protect the occupant and reduce the vertical impact reaction force. In this embodiment, the support portion has a surface (planar or curved) suitable for abutting against the first airbag 50. By providing a support portion that cooperates with the first airbag 50, the structural components at the bottom of the seat 20 can be prevented from damaging the first airbag 50 while effectively utilizing its cushioning effect.

[0057] In some embodiments, the controller controls the inflation and deployment of the first airbag 50, the inflation and deployment of the second airbag 60, and the unlocking of the seat 20 to be executed simultaneously, effectively establishing comprehensive protection.

[0058] In other embodiments, the controller prioritizes the inflation and deployment of the first airbag 50 and the second airbag 60, delaying the unlocking of the seat 20. This avoids excessive vertical movement of the seat 20, which could cause it to impact the floor 10, or lateral displacement that could lead to contact and collision with interior components, when the first airbag 50 and the second airbag 60 are not providing protection. Specifically, the first airbag 50 is deployed and positioned under the seat 20; the second airbag 60 is deployed and surrounds the outer perimeter of the seat 20. When the seat 20 is unlocked and in a vertically unsecured state, if a passenger falls and impacts the seat 20 due to gravity, the first airbag 50 can provide support, thereby mitigating the impact force on the passenger in the vertical direction and reducing the injury to the torso during a high-speed fall.

[0059] The occupant protection device for flying cars according to this application is mainly used to provide effective protection for occupants during a flying car crash. Unlocking the seat 20 reduces the rigid impact on the occupant in the vertical direction; the first airbag 50 provides flexible support and cushioning in the vertical direction, reducing the vertical impact reaction force on the occupant; and the second airbag 60 provides 360° lateral safety protection for the occupant. This application, by eliminating the rigid connection of the seat 20 and utilizing the combined protection of the first airbag 50 and the second airbag 60, provides comprehensive and reliable protection for the occupant, thus solving the problem of insufficient protection effectiveness in existing flying car protection solutions.

[0060] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application 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. Therefore, they should not be construed as limitations on this application.

[0061] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0062] In the description of this application, "multiple" means two or more.

[0063] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0064] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0065] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0066] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. An occupant protection device for a flying car, characterized in that, include: A seat, which is connected to the floor of the cabin via a connecting rod, wherein one end of the connecting rod is rotatably connected to the seat and the other end of the connecting rod is rotatably connected to the floor; A locking assembly connected to the connecting rod for locking or releasing the tilt angle of the connecting rod relative to the floor and the tilt angle of the connecting rod relative to the seat; A first airbag is disposed on the floor and located below the seat; wherein, when deployed, the first airbag protrudes from the surface of the floor. A second airbag is disposed on the floor and located around the seat, wherein the second airbag surrounds the outer periphery of the seat when deployed.

2. The occupant protection device for a flying car according to claim 1, characterized in that, The floor is provided with a first mounting groove and a second mounting groove, wherein the second mounting groove is disposed on the outer periphery of the first mounting groove; wherein the first airbag is housed in the first mounting groove in the folded state, and the second airbag is housed in the second mounting groove in the folded state.

3. The occupant protection device for a flying car according to claim 1, characterized in that, The second airbag includes a plurality of annular inflatable parts connected sequentially along the axial direction, and the air chambers of two adjacent annular inflatable parts are connected; wherein, the second airbag is cylindrical in the deployed state.

4. The occupant protection device for a flying car according to claim 1, characterized in that, It also includes a first pull strap, one end of which is connected to the floor and the other end of which is connected to the outer wall of the second airbag; wherein, when the second airbag is deployed, the first pull strap is in a taut state.

5. The occupant protection device for a flying car according to claim 4, characterized in that, The first pull strap forms multiple connection points with the second airbag, and at least one connection point between the first pull strap and the second airbag is located at the top of the second airbag.

6. The occupant protection device for a flying car according to claim 1, characterized in that, It also includes a second pull strap, which is disposed inside the second airbag, with one end of the second pull strap connected to the inner top wall of the second airbag and the other end of the second pull strap connected to the inner bottom wall of the second airbag; wherein, when the second airbag is deployed, the second pull strap is in a tensioned state.

7. The occupant protection device for a flying car according to claim 1, characterized in that, The connecting rods are configured in multiple ways, and the connecting rods extend along the rotation axis of the seat in a first direction, wherein the multiple connecting rods are offset about the first direction.

8. The occupant protection device for a flying car according to claim 7, characterized in that, The locking component includes a servo motor connected to a corresponding connecting rod, used to lock or release the tilt angle of the corresponding connecting rod relative to the floor.

9. The occupant protection device for a flying car according to claim 1, characterized in that, The floor is provided with a slide rail assembly, which includes a matching seat track and a slider. The seat track is disposed on the floor, and the other end of the connecting rod is rotatably connected to the slider.

10. The occupant protection device for a flying car according to claim 9, characterized in that, The two sets of slide rail assemblies are arranged in parallel, wherein the first airbag is disposed between the two sets of slide rail assemblies.

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