In-vehicle bearing structure

Abstract

The utility model provides a bearing structure in a vehicle. The in-vehicle bearing structure comprises a moving part and a bearing plate. The mover is provided with an attachment side and is configured such that the mover is selectively movable from a central position toward a front of the vehicle to a front position and from the central position toward a rear of the vehicle to a rear position. In the central position, the mover is pivotally coupled to a central armrest box of the vehicle to act as a top cover thereof. The carrier plate is configured to be coupled to the attachment side of the mover such that the carrier plate can exhibit a horizontal carrier surface when the mover is in the front and rear positions, and the carrier surface has a width greater than the width of the central armrest box. By means of the in-vehicle bearing structure, the bearing structure design which is low in manufacturing cost, simple in structure, wide in applicability and capable of meeting the requirements of passengers in the front row and passengers in the rear row can be provided.

Description

Technical Field

[0001] The utility model relates to a bearing structure used inside a vehicle such as a car, in particular to an in-vehicle bearing structure used in combination with the specific configuration inside the vehicle. Background Art

[0002] With the development of vehicles (especially electric vehicles), the trend of resting in the vehicle when the vehicle is parked by the roadside (such as charging an electric vehicle) or using the car as a living space is becoming more and more popular. With the increasing demand for dining and working inside the vehicle, more car manufacturers are prompted to equip their cars with table boards.

[0003] In the existing vehicle designs, there are the following several designs of in-vehicle bearing table boards, but they all have some problems more or less.

[0004] In one design, the bearing table board is in the form of a folding table board attached to the rear side of the front row seat, which is similar to the design method commonly used in an airliner. This bearing table board design has the following several problems. First, this bearing table board will shake with the front-back movement of the front row seat (caused by the movement of the passenger's body), so it is difficult to ensure that the bearing table board is always in a horizontal position during the use by the rear row passengers, thus affecting the use comfort of the rear row passengers. Moreover, the size of this bearing table board is limited by the width of the front row seat and cannot be designed to be larger and / or wider as required.

[0005] In another design, the bearing table board is designed to be located at the rear row center armrest. The disadvantage of this design is that when using this bearing table board, the rear row center seat cannot be used at the same time, resulting in the vehicle passenger capacity being affected. And similar to the situation of the previous design, the size of the current design of the bearing table board is also limited by the width of the rear row center armrest.

[0006] In yet another design, the bearing table board is arranged on a folding bracket extending from the side wall of the rear row seat armrest. Through the folding and expansion of this bracket, the effect of unfolding the table board during use and folding up the table board when not in use is achieved. However, this bearing table board design usually needs to be used in combination with a specific seat design and sometimes even requires a specific control platform to ensure the levelness of the table board. Therefore, this design often has a high cost and is inconvenient to use.

[0007] In addition, all the above designs usually can only meet the needs of rear row passengers and cannot take into account the needs of front row customers. Therefore, in this regard, the passenger experience, satisfaction and applicability are all not ideal. Summary of the Utility Model

[0008] In order to overcome at least one of the above problems existing in the design of the existing load-bearing table board, the present utility model provides a load-bearing structure used in a vehicle (especially a commercial or household car).

[0009] The in-vehicle load-bearing structure according to the present utility model includes: a moving member, the moving member is provided with an attachment side, and is configured to be provided with a first coupling mechanism and a second coupling mechanism on a first side and an opposite second side of the moving member respectively, so that the moving member can selectively move from a central position to a front position towards the front of the vehicle and move from the central position to a rear position towards the rear of the vehicle via the first coupling mechanism and / or the second coupling mechanism. In the central position, the moving member is coupled to the central armrest box of the vehicle via the first coupling mechanism and the second coupling mechanism to act as a top cover of the central armrest box; and a load-bearing plate, the load-bearing plate is configured to be coupled to the attachment side of the moving member, so that when the moving member is in the front position and the rear position, the load-bearing plate can present a horizontal load-bearing surface, and the width of the load-bearing surface is greater than the width of the central armrest box.

[0010] According to an embodiment of the present utility model, the load-bearing plate is detachably connected to the moving member. When the moving member is in the central position, the load-bearing plate can be vertically placed in the central armrest box. Alternatively, the load-bearing plate is non-detachably connected to the moving member.

[0011] According to another embodiment of the present utility model, the load-bearing plate is connected to the moving member via a pivot, the pivot is located at the geometric center of the load-bearing plate and on the central longitudinal axis of the vehicle; and at least a part of the load-bearing plate is configured to be able to pivot between a first position and a second position around the pivot.

[0012] Furthermore, in the first position, the large dimension direction of the load-bearing plate is consistent with the longitudinal direction of the vehicle, and in the second position, the large dimension direction of the load-bearing plate is consistent with the width direction of the vehicle.

[0013] Further, the carrier plate is configured to have: a central section configured to be attached to the attachment side of the moving member via the pivot in a manner capable of horizontal rotation about the pivot; a first section configured such that one side thereof is pivotally connected to one side of the central section via a section pivot extending along the longitudinal direction of the vehicle, so that the first section can pivot relative to the central section about the section pivot, wherein, in the first position, the first section is configured to be stacked on the central section, and the section pivot extends along the longitudinal direction of the vehicle; and in the second position, the central section and the first section are configured to cooperate with each other to present the horizontal bearing surface, and the section pivot extends along the width direction of the vehicle.

[0014] Still further, the carrier plate is configured to further have a second section configured such that one side thereof is pivotally connected to the side of the central section opposite to the connection side of the first section via the section pivot extending along the longitudinal direction of the vehicle, so that the second section can pivot relative to the central section about the section pivot between the first position and the second position, in the first position, the first section and the second section are stacked side by side on the central section, and in the second position, the first section, the central section and the second section cooperate to present the horizontal bearing surface.

[0015] Alternatively, the carrier plate is configured to further have a second section configured such that one side thereof is pivotally connected to the side of the first section opposite to the connection side of the central section via two section pivots extending along the longitudinal direction of the vehicle, so that the second section can pivot relative to the first section about the two section pivots between the first position and the second position, in the first position, the second section is stacked on the first section, and the first section is in turn stacked on the central section, and in the second position, the first section, the central section and the second section cooperate to present the horizontal bearing surface.

[0016] According to another embodiment of the present utility model, the carrier plate is configured to have: a central section configured to be pivotally connected to the attachment side of the moving member via the pivot, such that the central section can pivot horizontally about the pivot; a first section and a second section configured to be pivotally connected to the left and right sides of the central section via section pivots respectively, such that the first section and the second section can pivot relative to the central section about the respective section pivots, wherein, in the first position, the section pivots each extend along the longitudinal direction of the vehicle and the first section and the second section are configured to be stacked on the central section respectively, and in the second position, the section pivots each extend along the width direction of the vehicle, and the first section and the second section are configured to cooperate with the central section to form a horizontal bearing surface.

[0017] According to yet another embodiment of the present utility model, the carrier plate is configured to have: a central section configured to be fixedly connected to the attachment side of the moving member via the back surface opposite to the bearing surface; a first section and a second section configured to be pivotally connected to the left and right sides of the central section via section pivots each extending along the longitudinal direction of the vehicle respectively, such that the first section and the second section can pivot between a first position and a second position relative to the central section about the respective section pivots, wherein, in the first position, the first section and the second section are configured to be stacked on the central section, and in the second position, the first section and the second section are configured to cooperate with the central section to form the horizontal bearing surface.

[0018] Further, in the first position, the first section and the second section are stacked side by side on the central section, or stacked on each other and then stacked on the central section.

[0019] According to yet another embodiment of the present utility model, the second coupling mechanism further includes: a sensing device configured to sense whether the moving member is in the front position and, when the moving member is in the front position, send a sensing signal; a safety controller configured to, in the case of receiving the sensing signal from the sensing device, invalidate the operation of starting the vehicle by the driver of the vehicle and, when the vehicle is in the driving mode, prevent a passenger from moving the moving member to the front position.

[0020] Further, the second coupling mechanism further includes a stopping mechanism configured to prevent unlocking of the second coupling mechanism from the central armrest box when the vehicle is in the driving mode.

[0021] According to an embodiment of the present invention, the moving member is a flipping member. When in the central position, the attaching side faces the interior of the central armrest box, and when in the front position and the rear position, the attaching side faces upward.

[0022] Further, the first side and the second side are respectively the front side facing the head of the vehicle and the rear side facing the tail of the vehicle when the moving member is in the central position. The first coupling mechanism and the second coupling mechanism can selectively engage with and disengage from the central armrest box.

[0023] According to another embodiment of the present invention, the moving member is a sliding member. In the central position, the front position, and the rear position, the attaching side always faces upward.

[0024] Further, the first side and the second side are respectively the left side close to the driver's seat of the vehicle and the right side close to the co-driver's seat of the vehicle. Each of the first coupling mechanism and the second coupling mechanism includes an armrest box slide rail provided on the inner side wall of the central armrest box and a sliding member slide rail provided on the corresponding side wall of the sliding member. The armrest box slide rail is configured to cooperate with the sliding member slide rail on the corresponding inner side wall to slide relative to each other.

[0025] With the in-vehicle carrying structure of the present invention, it is possible to provide a carrying structure design that is low in cost, simple in structure, wide in applicability, and can take into account the needs of both front-row and rear-row passengers. This design is integrated with the central armrest box, ensuring a coherent design of the in-vehicle structure. Compared with other existing solutions, it requires fewer additional components and has a cost advantage. Finally, the extension of this design can take into account the safety issue of the driver using the table during vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings are provided by way of example and not limitation to assist in explaining the principles and structures of the vehicle carrying structure of the present invention. In the drawings:

[0027] Figures 1A - 1C They are all top perspective views of the vehicle carrying structure according to the first embodiment of the present invention, in which the vehicle carrying structure is integrated on the central armrest box of the vehicle, and the moving member is in the form of a flipping member, showing the moving member in the central position, the moving member in the rear position, and the moving member in the front position respectively.

[0028] Figure 2 is Figures 1A - 1C A top-down exploded view of a moving part in the front / rear position in the vehicle load-bearing structure shown in

[0029] Figure 2A is Figure 2 A top view of the second component of the moving part shown in , which shows the first coupling mechanism and the second coupling mechanism respectively provided at both ends of the moving part.

[0030] Figure 3 is similar to Figure 1B where a load-bearing plate is arranged on the moving part.

[0031] Figure 3A is Figure 3 A cross-sectional view of the load-bearing plate shown in taken along the central longitudinal axis of the vehicle.

[0032] Figure 3B is Figure 3A An exploded cross-sectional view of the load-bearing plate shown in .

[0033] Figure 4A and Figure 4B are both similar to Figure 3 where a load-bearing plate with an alternative structure is installed on the moving part, which respectively shows the load-bearing plate in the assembled state and the load-bearing plate in the disassembled state.

[0034] Figure 5A and Figure 5B are both top-down perspective views of the vehicle load-bearing structure according to the second embodiment of the present utility model, where the moving part is in the rear position, which respectively shows the load-bearing plate in the standby (storage) position and the load-bearing plate in the use position.

[0035] Figures 6A - 6C are both top-down perspective views of the vehicle load-bearing structure according to the third embodiment of the present utility model, where the moving part is in the rear position, which respectively shows the load-bearing plate in the standby position, the load-bearing plate in the use position, and the load-bearing plate in the use position shown in the disassembled state.

[0036] Figures 7A - 7C are both top-down perspective views of the vehicle load-bearing structure according to the fourth embodiment of the present utility model, where the moving part is in the rear position, which respectively shows the load-bearing plate in the standby position, the load-bearing plate in the use position, and the load-bearing plate in the use position shown in the disassembled state.

[0037] Figures 8A - 8DThese are top perspective views of a vehicle load-bearing structure according to a fifth embodiment of the present invention. Among them, the moving member is in a rear position, and it respectively shows the load-bearing plate in the standby position, the load-bearing plate in the pivoted state in the use position, the load-bearing plate in the deployed state in the use position, and the load-bearing plate in the deployed state shown in a disassembled state.

[0038] Figures 9A - 9C These are top perspective views of a vehicle load-bearing structure according to a sixth embodiment of the present invention. Among them, the moving member is in the form of a sliding member, and it respectively shows the load-bearing plate in the central position, the load-bearing plate in the front position, and the load-bearing plate in the rear position.

[0039] Figure 10A and Figure 10B are two variant safety control logics of the moving member in the vehicle load-bearing structure according to the present invention respectively. Detailed implementation manners

[0040] The principle and structure of the vehicle load-bearing structure of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the orientation terms in this article (such as "front", "rear", "left", "right", "up", "down", "longitudinal direction", and "transverse direction", etc.) are defined with reference to the actual orientation of the vehicle.

[0041] FIG. 1 is a schematic diagram of a vehicle load-bearing structure according to an embodiment of the present invention. The vehicle load-bearing structure 10 includes a moving member and a load-bearing plate (not shown in FIG. 1). In the embodiment shown in FIG. 1, the moving member is in the form of a flipping member 11. The flipping member 11 is configured to be able to switch between three positions - Figure 1A the central position shown in Figure 1B the rear position shown in Figure 1C and the front position shown in

[0042] In Figure 1A the central position shown, the flipping member 11 is configured to act as the top cover of the central armrest box 80 between the driver's seat and the passenger's seat in the vehicle, and is used to enclose the storage space S formed inside it (marked in Figure 1C ). And, in this central position, the front end 11A of the flipping member 11 faces the front of the vehicle, the rear end 11B faces the rear of the vehicle, the top side 11C can be seen by the passengers, and its bottom side (also called the attachment side 11D, marked in Figure 1C ) faces the storage space S of the central armrest box 80 (in Figure 1A(not visible in the figure). And, at this central position, the flipping member 11 is pivotally connected to the side wall 81 of the central armrest box 80 via a first coupling mechanism C1 and a second coupling mechanism C2 at its front end 11A and rear end 11B respectively (which will be described in detail below). The front end 11A and rear end 11B of the flipping member 11 are respectively disposed in the front side notch 82 and rear end notch 83 of the central armrest box 80.

[0043] The flipping member 11 in the central position can reach the Figure 1B rear position shown in the figure by unlocking the first coupling mechanism C1 (that is, disengaging the front end 11A of the flipping member 11 from the central armrest box 80) and then flipping approximately 180° around the second coupling mechanism C2 towards the rear of the vehicle. In this rear position, the flipping member 11 is pivotally connected to the central armrest box 80 only through the second coupling mechanism C2, and presents and maintains a substantially horizontal attachment side 11D. The attachment side of the flipping member 11 is in a substantially horizontal state by a part of the top side 11C of the flipping member 11 located at the rear end 11B abutting against (i.e., being supported by) the bottom wall 831 of the rear side notch 83 of the central armrest box 80 (marked in Figure 1C ) and the pivotal connection of the second coupling mechanism C2 with the central armrest box 80.

[0044] Similarly, the flipping member 11 in the central position can reach the Figure 1C front position shown in the figure by unlocking the second coupling mechanism C2 (that is, disengaging the rear end 11B of the flipping member 11 from the central armrest box 80) and then flipping approximately 180° around the first coupling mechanism C1 towards the front of the vehicle. In this front position, the flipping member 11 is pivotally connected to the central armrest box 80 (the inner side walls 81 on both sides thereof) only through the first coupling mechanism C1, and presents and maintains a substantially horizontal attachment side 11D. The horizontal state of the attachment side 11D of the flipping member 11 is achieved by a part of the top side 11C of the flipping member 11 located at the front end 11A abutting against (i.e., being supported by) the bottom wall 821 of the front side notch 82 of the central armrest box 80 (marked in Figure 1B ) and the pivotal connection of the first coupling mechanism C1 with the opposite inner side walls 81 of the central armrest box 80.

[0045] It should be noted that although as described above, the flipping member 11 in the rear / front position is respectively supported by the bottom wall 831 of the rear side notch 83 and the bottom wall 821 of the front side notch 82, this supporting structure is not necessary. Those skilled in the art can conceive of a variety of other ways to make the flipping member 11 stable in the front / rear position and have a certain load-bearing capacity.

[0046] Refer to Figure 2 , Figure 2 which shows Figure 1Bshown in the rear position and Figure 1C A top-down exploded view of the flip member 11 shown in the front position. The flip member 11 is generally in the shape of a rectangular hollow box and includes a first member 111 and a second member 112, which together define a space S'. Among them, the first member 111 is generally in the shape of a plate, and the side facing away from the space S' serves as the attachment side 11D of the flip member 11.

[0047] At least one ( Figure 2 shown as three in the figure) receiving portions are provided on the first member 111 for cooperating with the corresponding connection structures of a carrier plate (not shown in the figure) to fix the carrier plate relative to the first member 111 (and thus relative to the flip member 11). As an example, the receiving portions include two front receiving portions 111A provided near the front end 11A of the flip member 11 and one rear receiving portion 111B provided near the rear end 11B of the flip member 11. As Figure 2 shown in the figure, both the front receiving portion 111A and the rear receiving portion 111B are in the form of recesses recessed relative to the attachment side 11D. Each front receiving portion 111A extends a tongue 1110 from the side near the front end 11A of the flip member 11 toward the rear end 11B of the flip member 11. The rear receiving portion 111B has a notch (not shown in the figure) opened toward the rear end 11B on the side near the rear end 11B of the flip member 11. The functions of the tongue 1110 and the notch will be described in detail below in conjunction with the carrier plate.

[0048] In addition, as an example, a notch 111C is provided at the rear end of the first member 111 for receiving a boss 84 provided at the rear end of the center console box 80 (marked in Figure 1C the figure). The boss 84 is provided in the center console box 80 closer to the front side of the vehicle relative to the rear side notch 83. The boss 84 is provided with a pin hole 840 provided along the transverse (left and right) direction of the vehicle for cooperating with a second coupling mechanism C2 (details will be described below). The pin hole 840 can be a through hole extending through along the transverse direction or blind holes recessed relative to the left and right sides of the boss 84 respectively.

[0049] Now turning to Figure 2A , Figure 2A A top-down enlarged view of the second member 112 of the flip member 11 in the front / rear position is shown. The right side in the figure is the front end 11A of the flip member 11, where a first coupling mechanism C1 is provided, and the left side is the rear end 11B of it, where a second coupling mechanism C2 is provided.

[0050] The specific structure of the first coupling mechanism C1 will be introduced in detail below.

[0051] The first coupling mechanism C1 mainly includes an actuator C10, two guides C11, and an elastic member C12. A part of the actuator C10 extends from the front end 11A of the flipping member 11 and is in the form of a button, as Figure 1A shown. A part of the actuator C10 located inside the second member 112 is generally in the form of a flat plate arranged parallel to the top side 11C of the flipping member 11 (see Figure 2A ), and two guiding notches C101 are provided on this flat plate, and these two guiding notches C101 are inclined with respect to the central longitudinal axis L-L of the vehicle. Each of the two guides C11 includes: a guide pin C111 that extends out of the corresponding side wall of the second member 112 along the transverse direction of the vehicle and extends out of the second member 112 to pivotally connect with the inner side wall 81 of the central armrest box 80, and the guide pins C111 of the two guides C11 are coaxially arranged along the transverse direction of the vehicle; an intermediate portion C112, one end of which is fixed to the guide pin C111 near the end portion C111A of the guide pin C111 located inside the second member 112; and a connecting portion (not shown in the figure), which extends from the other end of the intermediate portion C112 away from the guide pin C111 along the height (up and down) direction of the vehicle into a corresponding one of the two guiding notches C101 to cooperate with the actuator C10. The elastic member C12 is sleeved on the respective end portions C111A of the two guide pins C111 to apply an elastic force that causes the two guide pins C111 to move away from each other therebetween.

[0052] The flipping member 11 can be switched (pivoted) from the Figure 1A shown central position to the Figure 1B shown rear position by disconnecting the pivotal connection between the guide pins C111 extending from both sides of the second member 112 and the inner side wall 81 of the central armrest box 80. Specifically, when intending to perform the switching, the passenger presses the exposed button portion of the actuator C10 of the first coupling mechanism C1, and this pressing operation causes the actuator C10 to move along the longitudinal direction of the vehicle toward the inside of the second member 112. Thereby, through the cooperation between the connecting portion (not shown in the figure) of the guide C11 and the guiding notch C101 of the actuator C10, the guide pins C111 on both sides of the guide C11 are driven to move toward each other (toward each other) against the elastic force of the elastic member C12, so that the guide pins C111 are disengaged from the central armrest box 80. Thus, the flipping member 11 can be flipped from the central position to the rear position by means of the pivotal connection between the second coupling mechanism C2 and the central armrest box 80 for use by the rear row passengers. After the passenger releases the button, each of the guide pins C111 on both sides returns from the retracted state relative to the corresponding side wall of the second member 112 to the extended state of extending out of its corresponding side wall.

[0053] Now turn to the second coupling mechanism C2. The structure of the second coupling mechanism C2 is different from that of the first coupling mechanism C1 due to the difference between the rear-end structure and the front-end structure of the flipping member 11 (the second member 112). A recess 112C is provided at the rear end of the second member 112 for accommodating the boss 84 of the center console box 80. Spaces S' and S" are respectively formed between the two side walls of the recess 112C and the side walls of the second member 112. Through holes are provided in each side wall of the recess 112C, and a transverse incision (not shown in the figure) is provided on its front side wall.

[0054] The second coupling mechanism C2 mainly includes an actuator C20, two guide members C21, and two elastic members C22. Similar to the actuator C10, a part of the actuator C20 extends out from the rear end 11B of the flipping member 11 through the transverse incision of the recess 112C of the second member 112, in the form of a button, as Figure 1A shown. The part of the actuator C20 located inside the second member 112 is generally in the form of a flat plate arranged parallel to the top side 11C of the flipping member 11. Two guiding incisions C201 are provided on this flat plate, and these two guiding incisions C201 are inclined with respect to the longitudinal direction of the vehicle. Each of the two guide members C21 includes: a guide pin C211, which extends through the corresponding side wall of the recess 112C along the transverse direction of the vehicle, such that a part of each guide pin C211 is respectively located in one of the spaces S' and S", and the other part is located inside the recess 112C and can extend into the pin hole 840 of the boss 84 of the center console box 80 to pivotally connect with the boss 84 of the center console box 80. Among them, the guide pins C211 of the two guide members C21 are coaxially arranged along the transverse direction of the vehicle; an intermediate part C212, which is generally in an L shape, one end of which is fixed to the guide pin C211 near the end C211A of the guide pin C211 located inside the space S' or S"; and a connecting part (not shown in the figure), which extends from the other end of the intermediate part C212 along the height (up and down) direction of the vehicle into one of the two guiding incisions C201 to cooperate with the actuator C20. The two elastic members C22 are respectively located in one of the spaces S' and S". One end of each elastic member is sleeved on the end C211A of the corresponding guide pin C211 and abuts against the outer side wall of the guide member C21, while the other end abuts against the inner side of the side wall of the second member 112, thereby urging the guide member C21 away from the side wall of the second member 112, that is, urging the guide pin C211 to maintain the state of extending into the convex part 112C to maintain the pivotal connection with the boss 84.

[0055] The flipping member 11 can be switched (pivoted) from the Figure 1A central position shown in Figure 1CThe front position shown. Specifically, when a switch is intended to be made, the passenger presses the exposed button portion of the actuator C20 of the second coupling mechanism C2, and this pressing operation causes the actuator C20 to move inward along the longitudinal direction of the vehicle towards the interior of the second member 112. Thereby, via the cooperation of the connecting portion of the guide member C21 and the guiding notch C201 of the actuator C20, both side guide pins C211 of the guide member C21 are driven to move away from each other (away from each other) against the elastic force of the elastic member C22, so that the guide pins C211 are disengaged from the boss 84 of the center console box 80. Thus, the flipping member 11 can be flipped from the central position to the front position for use by the front-row passengers by means of the pivotal connection of the first coupling mechanism C1 with the center console box 80. After the passenger releases the button, each of the side guide pins C211 returns from the state of being retracted from the corresponding side wall of the recess 112C to the protruding state of extending out of its corresponding side wall.

[0056] It should be noted that the embodiments shown in the figures are only exemplary and are not intended to limit the scope of the present utility model. Those skilled in the art can conceive of other applicable embodiments and structures. For example, in the case where the boss 84 is not provided at the rear end of the center console box 80, the second coupling mechanism C2 can be replaced with the first coupling mechanism C1, that is, the pivotal movement of the flipping member 11 relative to the center console box 80 is achieved through a pivotal connection with the inner side wall 81 of the center console box 80.

[0057] Figure 3 shows in Figure 1B a view of a carrier plate 12 being disposed on the flipping member 11 based on the structure shown. Figure 3A and Figure 3B respectively show Figure 3 a cross-sectional view and a cross-sectional exploded view of the carrier plate shown in

[0058] As Figure 3A and 3B shown, the carrier plate 12 includes an upper side plate 121, a plate moving member 122, and a lower side plate 123. Among them, the upper side plate 121 and the lower side plate 123 are connected to each other and define an accommodation space therebetween. The plate moving member 122 is accommodated in this accommodation space, and the plate moving member 122 is allowed to reciprocally slide along a moving direction in this accommodation space. During the assembly process, this moving direction is consistent with the longitudinal direction of the vehicle.

[0059] The plate moving member 122 includes an elongated rod 1221 and a hook member 1222 extending downward from the lower side of the elongated rod 1221. An operation portion 12210 operable by a passenger is formed above the elongated rod 1221 at a position near its front end 1221A. The hook member 1222 is also disposed near the front end 1221A of the elongated rod 1221 and forms a hooking portion toward the front end 1221A. An elastic member 123 is sleeved on the rear end 1222B of the hook member 1222 opposite to the front end 1221A. In the assembled state, the free end of the elastic member 123 abuts against one side of a short wall 1211 extending downward from the lower side of the upper side plate 121 to push the plate moving member 122 toward the front end 121A of the upper side plate 121.

[0060] A cutout 1212 is provided at a position on the upper side plate 121 between the short wall 1211 and the front end 121A to expose the operation portion 12210 of the plate moving member 122 and allow the passenger to push the operation portion 12210 backward to slide a certain distance.

[0061] The lower side plate 123 is provided with a cutout 1231 at a position near its front end 123A for allowing the hook member 1222 to pass through during assembly. The lower side plate 123 is provided with a hook member 1232 at a position near its rear end 123B. The hooking portion of the hook member 1232 is open toward the rear end 123B for cooperating with a tongue 1110 of the front receiving portion 111A of the flipping member 11. Preferably, the lower side plate 123 is provided with a convex portion 1233 at a position corresponding to the cutout 1231 to surround the hook member 1222 passing through the sub-cutout 1231, as Figure 3A shown. An opening 12331 is provided on one side of the convex portion 1233 for allowing the hooking portion of the hook member 1222 to protrude from the opening 12331, see Figure 3A .

[0062] When assembling the assembled carrier plate 12 (as shown in Figure 3A ) on the flipping member 11, first, the hook member 1232 of the lower side plate 123 of the carrier plate 12 is obliquely inserted into the front receiving portion 111A of the flipping member 11 to cooperate with the tongue 1110, and then the convex portion 1233 is directly pressed into the rear receiving portion 111B of the flipping member 11. During this pressing process, the hook member 1222 of the plate moving member 122 of the carrier plate 12 is retracted into the convex portion 1233 of the lower side plate 123 against the elastic force of the elastic member 123 under the action of the rear receiving portion 111B of the flipping member 11, and then after passing through the first member 111 of the flipping member 11, the hook member 1222 extends through the opening 12331 and the cutout of the rear receiving portion 111B of the flipping member 11 under the action of the elastic force of the elastic member 123, thereby locking the carrier plate 12 to the flipping member 11. Thus, the attachment and assembly of the carrier plate 12 and the flipping member 11 are completed.

[0063] When it is intended to remove the carrier plate 12 from the flipping member 11, the passenger first holds the operation portion 12210 of the plate moving member 122 of the carrier plate 12 and slides it rearward of the vehicle against the elasticity of the elastic member 123 to retract the hook member 1222 into the convex portion 1233. Thus, the lower side plate 123 of the carrier plate 12 is disengaged from the rear receiving portion 111B of the flipping member 11, and then the carrier plate 12 is tilted so that its hook member 1232 is disengaged from the front receiving portion 111A of the flipping member 11, whereby the carrier plate 12 can be removed from the flipping member 11.

[0064] Alternatively, a space for receiving the carrier plate 11 may be provided in the center console box 80 to erect the carrier plate 11 in this space. Of course, the carrier plate 11 may also be provided at any convenient position in the vehicle (for example, in the storage bag at the rear side of the front row seat, or in the storage box in front of the co-driver, etc.).

[0065] Figure 4A and Figure 4B respectively show the top perspective views of the in-vehicle carrier structure according to the second embodiment of the present invention, which respectively show the carrier plate in the assembled state and the disassembled state. Figure 4A and Figure 4B The difference between the carrier plate shown in Figure 3 and the carrier plate shown in Figure 4A is that the latter uses a single carrier plate 12, while the former uses two carrier plates 13 placed side by side. Although Figure 4B shows the use of two juxtaposed carrier plates 13, the present invention is not limited thereto. For example, a carrier plate in a shape of a Chinese character "hui" can be used, that is, a carrier plate composed of a rectangular plate and a frame arranged around it. Based on this, those skilled in the art can conceive of other applicable forms of separately provided carrier plates.

[0066] Figure 5A and Figure 5B show a technical solution in which the flipping member and the carrier plate are integrated. Among them, the carrier plate 14 is pivotally connected to the attachment side of the flipping member 12. The difference between this flipping member 12 and the aforementioned flipping member 11 is that no receiving portion is provided on the attachment side of this flipping member 12, but it is integrated with the carrier plate 14 through a pivot P. In Figure 5A the shown standby position, the width (the dimension along the lateral direction of the vehicle) of the carrier plate 14 is not greater than (preferably, slightly less than) the width of the flipping member 12, so that when the flipping member 12 is in the central position, the carrier plate 14 is allowed to be placed in the storage space S of the center console box 80.

[0067] In use, first, the flipping member 12 is flipped from the central position to the front / rear position as needed to expose the carrier plate 14 (asFigure 5A as shown in FIG. Then, pivot the carrier plate 14 so that it pivots 90° about a pivot axis P perpendicular to the attachment side of the flipping member 12 to reach Figure 5B the use position shown in FIG., for use by front or rear passengers.

[0068] Figures 6A - 6C All show the in-vehicle carrier structure according to the third embodiment of the present invention. Among them, taking the flipping member in the rear position as an example, it respectively shows the carrier plate in the standby position, the carrier plate in the use position, and the carrier plate in the use position shown in a disassembled state.

[0069] Figures 6A - 6C The carrier plate 15 used in the in-vehicle carrier structure in FIG. includes a central section 150 and two lateral sections 151. The central section 150 is fixedly attached to the attachment side of the flipping member. The two lateral sections 151 are respectively connected to opposite sides of the central section 150 along the transverse direction of the vehicle through pivot axes 15A. Among them, the pivot axes 15A respectively extend along the longitudinal direction of the vehicle, so that the lateral sections 151 can be connected by these pivot axes between Figure 6A the standby position shown in FIG. and Figure 6B the use position shown in FIG.

[0070] In the standby position, the two lateral sections 151 can be stacked on the central section 150 and arranged side by side with each other, so that when the flipping member is in the central position, the carrier plate 15 in the standby (stacked) state can be placed in the storage space S of the central armrest box 80. In the use position, the two lateral sections 151 are unfolded via the pivot axes 15A, and the angles of the lateral sections 151 unfolded via the pivot axes 15A are controlled, so as to ensure that the central section 150 and the two lateral sections 151 are coplanar and in a substantially horizontal state for passengers to use.

[0071] Figures 7A - 7C All are top perspective views of the vehicle-mounted carrier structure according to the fourth embodiment of the present invention. Among them, taking the flipping member in the rear position as an example, it respectively shows the carrier plate in the standby position, the carrier plate in the use position, and the carrier plate in the use position shown in a disassembled state.

[0072] Figures 7A - 7C The in-vehicle carrier structure shown in FIG. and Figures 6A - 6CThe difference in the in-vehicle load-bearing structures shown lies only in the load-bearing plates. Specifically, for the former, the two lateral sections 161 and 162 of the load-bearing plate 16 are superposed on each other and on the central section 160 when in the standby position, while for the latter, the two lateral sections 151 of the load-bearing plate 150 are arranged side by side when in the standby position and are respectively superposed on a part of the central section 150, so that the width of the load-bearing plate 160 in the use position obtained after final deployment is significantly greater than that of the load-bearing plate 150 in the same position.

[0073] Figures 7A - 7C The structure shown in [the figure] results from the use of the double pivot coupling mechanism 163. The double pivot coupling mechanism 163 includes two pivots 16A arranged side by side and extending along the longitudinal direction of the vehicle, and the distance between the two pivots 16A is slightly greater than the thickness of the (lateral section) of the load-bearing plate 16.

[0074] Compared with Figures 5A - 5B the structure in which the load-bearing plate shown can only pivot relative to the flipping member and Figures 6A - 7C the structure in which only a part of the load-bearing plate shown can only fold relative to the flipping member, Figures 8A - 8D it shows a structure in which the load-bearing plate can pivot relative to the flipping member and a part of it can fold relative to the flipping member.

[0075] Figures 8A - 8D They are all top perspective views of the vehicle load-bearing structures according to the fifth embodiment of the present invention. Among them, taking the flipping member being in the rear position as an example, they respectively show the load-bearing plate in the standby position, the load-bearing plate in the pivoted state in the use position, the load-bearing plate in the deployed state in the use position, and the load-bearing plate in the deployed state shown in a disassembled state.

[0076] Figures 8A - 8D The load-bearing plate 17 shown includes a first section 170 and a second section 171. The first section 170 can be pivotally connected to the attachment side of the flipping member 12 via a pivot 17P arranged perpendicular to the attachment side of the load-bearing plate 17. The second section 171 is pivotally connected to one side of the first section 170 via a pivot 17A.

[0077] In Figure 8A the standby position shown, the first section 170 and the second section 171 are superposed on each other and on the load-bearing plate 17, and the width of the first section 170 and the second section 171 along the lateral direction of the vehicle is not greater than (preferably slightly less than) the width of the flipping member 12, so that when the flipping member 12 is in the central position, the load-bearing plate 17 in the superposed state can be placed in the storage space S of the central armrest box 80.

[0078] When the load-bearing plate 17 pivots fromFigure 8A The pivoted spare position shown Figure 8B When pivoting to the shown use position, the second section 171 still overlaps the first section 170, and the pivot 17A changes from extending along the longitudinal direction of the vehicle to extending along the transverse direction of the vehicle. Subsequently, pivot the second section 171 around its pivot 17A to reach Figure 8C The shown deployed state.

[0079] Although Figure 8C and Figure 8D are shown with the second section 171 being flipped and deployed towards the front end of the flipping member, those skilled in the art can envision that by changing the position of the pivot 17P, the second section 171 can be changed to be capable of being flipped and deployed relative to the first section 170 towards the rear end of the flipping member.

[0080] Figures 9A - 9C are respectively top perspective views of a vehicle-mounted load-bearing structure according to a sixth embodiment of the present invention. Among them, the moving member is in the form of a sliding member, which respectively shows a carrier plate in the central position, a load-bearing plate in the front position, and a load-bearing plate in the rear position.

[0081] As Figure 9A shown, the sliding member 21 is shown in the central position. At this time, the sliding member 21 covers the storage space S of the central armrest box 80. As Figure 9B and Figure 9C shown, the sliding member 21 is connected to the central armrest box 80 through a connection mechanism. The connection mechanism includes a slide rail C01 provided on the opposite inner side walls of the central armrest box 80 and a slide rail C02 provided on the side wall of the sliding member 21 (corresponding to the corresponding inner side wall of the central armrest box 80). The slide rails C01 and C02 cooperate with each other to allow the sliding member 21 to be in Figure 9B the front position shown in Figure 9A the central position shown in Figure 9C and the rear position shown in

[0082] reciprocally slide between. Given that the slide rails C01 and C02 provided on both sides are respectively mirror-symmetrical about the central longitudinal axis L-L of the vehicle, only one side thereof will be described here. Magnets M21 (labeled in Figure 9B ) and magnets M22 (labeled in Figure 9C ) are respectively provided on the slide rail C02 at positions respectively close to the front end 21A and the rear end 21B of the sliding member 21. Similarly, magnets M81 (labeled in Figure 9C ) and magnets M82 (labeled in Figure 9BThus, when the sliding member 21 is in the central position, the magnets M81 and M21 on the same side are magnetically attracted to each other, and the magnets M82 and M22 are magnetically attracted to each other. Thus, without external interference, the sliding member 21 can be held in the central position.

[0083] When it is intended to move the sliding member 21 from the central position to the front / rear position, a passenger in the vehicle can apply a forward / rearward thrust to the sliding member 21. This thrust thus overcomes the magnetic attraction between the magnets M81 and M21 on both sides of the sliding member 21 and the magnetic attraction between the magnets M82 and M22, and pushes the sliding member 21 forward / rearward until the sliding member 21 reaches the desired front / rear position. In the front position, the magnet M22 of the sliding member 21 is magnetically attracted to the magnet M81 on the slide rail C01 again, so as to hold the sliding member 21 in the front position. Similarly, in the rear position, the magnet M21 of the sliding member 21 is magnetically attracted to the magnet M82 on the slide rail C01 again, so as to hold the sliding member 21 in the rear position.

[0084] By selecting the corresponding positions of the respective magnets, the specific positioning of the front position and the rear position of the sliding member 21 relative to the central armrest box 80 can be determined. And, by selecting the magnitude of the magnetic attraction between the respective corresponding magnets (for example, the size of the magnets, the magnetic material used for the magnets, etc.), the magnitude of the force required to displace the sliding member 21 can be determined, so as to avoid the displacement of the sliding member 21 due to improper (erroneous) operation by young passengers.

[0085] Similar to the foregoing embodiment, in the front position, the bottom of the sliding member 21 is supported by the bottom wall 821 of the front-side notch of the central armrest box 80. Different from the foregoing embodiment, the rear-side notch of the central armrest box 80 is not provided with a boss, but instead is provided with a flat bottom wall 831', so as to ensure the backward sliding of the sliding member 21. Thus, in the rear position, the bottom of the sliding member 21 is supported by the bottom wall 831' of the rear-side notch of the central armrest box 80.

[0086] It should also be noted that although as described above, the sliding member 21 in the front / rear position is respectively supported by the bottom wall 821 of the front-side notch and the bottom wall 831' of the rear-side notch, such a supporting structure is not necessary. Those skilled in the art can conceive of a variety of other ways to make the sliding member 21 stable in the front / rear position and have a certain load-bearing capacity.

[0087] Although Figure 9B and Figure 9C show an example of the coupling mechanism, the present invention is not limited thereto. Those skilled in the art can conceive of other ways to achieve the reciprocating sliding of the sliding member, which do not deviate from the scope to be protected by the present invention. And, different from the foregoing embodiment, inFigures 9A - 9C In the illustrated embodiment, the top side of the sliding member 21 that is visible in Figure 9A serves as the attachment side, to which the carrier plate is attached. The attachment manner can be the same as that of the flipping members 11 and 12. Therefore, it will not be elaborated here.

[0088] In addition, although Figures 9A - 9C the sliding member 21 is shown in [reference] as having its front and rear sides conforming to the appearance of the front and rear sides of the central armrest box 80, the front and rear ends of the sliding member 21 can be respectively provided with operating parts (for example, a grip in the form of a recess, or a convex part in the form of a protrusion, etc.), so as to facilitate the operation of passengers to apply a pushing or pulling force thereto.

[0089] Figure 10A and Figure 10B are respectively two variant safety control logics of the moving member in the vehicle-mounted carrier structure according to the present invention.

[0090] Figure 10A shows the control logic when the vehicle is in the parking mode. When the front-row passenger intends to move the moving member to the front position, the controller first determines whether the vehicle is in the parking mode (step S11). If it is (Y), the front-row passenger is allowed to move the moving member forward (flip or slide) to the front position (step S12). If not (N), the forward movement of the moving member is blocked (step S13), and a warning message can be provided to the front-row passenger in any form (for example, displayed on the screen or in a photoelectric or sound manner) (step S14).

[0091] In order to implement the above control logic in the parking mode, the following settings can be made in the structure. Referring to Figure 2A , a sensing device (not shown in the figure) can be provided in the second coupling mechanism C2. The sensing device can be configured to sense whether the moving member is in the front position, and issue a sensing signal when it senses that the moving member is in the front position. A safety controller can be provided, which is configured to receive the sensing signal and, when receiving the sensing signal, disable the start operation of the driver. In other words, only when the safety controller determines that the vehicle is in the parking mode, is the moving member allowed to be moved to the front position. Conversely, when the moving member is in the front position, the driver is not allowed to start the vehicle.

[0092] Specifically, referring again to Figure 2A, a sensing device such as a sensor (not shown) provided in the second coupling mechanism C2 can sense whether the moving member is in the front position by sensing whether the guide pin C211 in the second coupling mechanism C2 is pivotally connected to the pin hole 840 of the boss 84 of the center armrest box 80. If the existence of this pivotal connection is not sensed, the sensing device can send a sensing signal. Alternatively, once this sensing signal is received, the safety controller can determine that the moving member is in the front position regardless of whether the moving member has actually been in the front position (this takes into account the case where the second coupling mechanism C2 fails to form a pivotal connection with the center armrest box 80 due to the passenger's operation error). In this case, the safety controller can prevent the driver from starting the vehicle in this situation. The use of this safety control strategy greatly ensures driving safety.

[0093] Figure 10B The control logic when the moving member is already in the front position is shown. When the driver intends to start the vehicle, the controller first determines whether the moving member is in the front position (step S21). If not (N), the driver is allowed to move the gear to the D gear or R gear (step S22). If so (Y), the driver is prevented from performing a gearshift operation (step S23), and a warning message can be provided to the front passenger in any form (such as being displayed on the screen or in the form of light, electricity, or sound) (step S24).

[0094] As an example, in order to implement the above control logic when the moving member is already in the front position, the following settings can be made structurally. The safety controller can be configured to determine the current mode of the vehicle, for example, the driving mode or the parking mode. When the safety controller determines that the vehicle is in the driving mode, it prevents / restricts the passenger from moving the moving member to the front position, thus avoiding affecting the normal driving of the driver.

[0095] For this purpose, a stop mechanism can be provided in the second coupling structure C2, and this stop mechanism is configured to implement the above stop function, that is, selectively prevent / restrict the translation of, for example, the actuator C20 in the second coupling structure C2 (that is, prevent the passenger from moving the actuator C20 by pressing the exposed button part of the actuator C20). In view of the setting / use of this stop mechanism being well-known to those skilled in the art, thus, its structure will not be elaborated herein.

[0096] Alternatively, the stop mechanism can be configured to act when the vehicle is in the driving mode to lock the movement of the actuator C20, thus invalidating the actuation operation of the passenger on it, and optionally giving the passenger a warning signal and / or information. Alternatively, the above functions of the safety controller can also be integrated into a controller such as the vehicle ECU. And, the current mode of the vehicle can be determined by the ECU.

[0097] Alternatively, the above control logic can be implemented by only providing warning signals / messages to prompt the passengers. For example, see Figure 9B and Figure 9C , when the vehicle is in the parking mode, if the controller determines that the magnet M22 on the sliding member 21 and the magnet M82 on the center console box are not in a magnetically coupled state (i.e., it can be determined that the sliding member 21 is in the front position, which is similar to the situation described above in combination with the structure of the flipping member), the driver's start command is invalidated. If the vehicle is determined to be in the driving mode and the passenger intends to move the sliding member 21 to the front position, at this time, the safety controller can issue a warning signal / message to the passenger by preventing the magnet M22 on the sliding member 21 from magnetically coupling with the magnet M81 on the center console box (preferably, by sensing that the sliding member 21 moves towards the front of the vehicle, thereby causing the magnetic coupling between the magnet M22 and the magnet M82 to be disengaged), to remind the passenger that this is a dangerous operation.

[0098] The above-described structures and functional settings for implementing the safety control logic are merely exemplary, not exhaustive or restrictive. Those skilled in the art can envision various modifications to the structure or control logic based on this to achieve the same technical effects.

[0099] It should be noted that the ordinal numbers used herein (such as "first", "second", "third", etc.) are not intended to rank the components being defined, but are only used to distinguish them.

[0100] Although multiple embodiments of the present invention have been described with reference to the accompanying drawings, those skilled in the art should understand that various improvements can be made to the above embodiments without departing from the scope defined by the appended claims. The above embodiments are provided only as examples for illustrating the technical solutions of the present invention and are not intended to limit the protection scope of the present invention. The features or elements described in one embodiment can be incorporated into another embodiment unless they are contradictory to the existing features or elements in the other embodiment.

Claims

1. An in-vehicle load-bearing structure, characterized in that, The in-vehicle load-bearing structure includes: A moving member, which is provided with an attachment side, and is configured to be provided with a first coupling mechanism and a second coupling mechanism on a first side and an opposite second side of the moving member respectively, so that the moving member can selectively move from a central position to a front position of the vehicle and from the central position to a rear position of the vehicle via the first coupling mechanism and / or the second coupling mechanism. In the central position, the moving member is coupled to the central armrest box of the vehicle via the first coupling mechanism and the second coupling mechanism to serve as a top cover of the central armrest box. A load-bearing plate, which is configured to be coupled to the attachment side of the moving member, so that when the moving member is in the front position and the rear position, the load-bearing plate can present a horizontal load-bearing surface, and the width of the load-bearing surface is greater than the width of the central armrest box.

2. The in-vehicle load-bearing structure according to claim 1, characterized in that, The load-bearing plate is detachably connected to the moving member.

3. The in-vehicle load-bearing structure according to claim 2, wherein, When the moving member is in the central position, the load-bearing plate can be vertically placed in the central armrest box.

4. The in-vehicle load-bearing structure according to claim 1, characterized in that, The load-bearing plate is non-detachably connected to the moving member.

5. The in-vehicle load-bearing structure according to claim 4, wherein The load-bearing plate is pivotally connected to the moving member via a pivot, the pivot is located at the geometric center of the load-bearing plate and on the central longitudinal axis of the vehicle; and At least a part of the load-bearing plate is configured to be pivotable between a first position and a second position around the pivot.

6. The in-vehicle load-bearing structure according to claim 5, wherein In the first position, the large dimension direction of the load-bearing plate is consistent with the longitudinal direction of the vehicle, and In the second position, the large dimension direction of the load-bearing plate is consistent with the width direction of the vehicle.

7. The in-vehicle load-bearing structure according to claim 5, characterized in that, The load-bearing plate is configured to have: A central section, which is configured to be attached to the attachment side of the moving member via the pivot in a manner that can rotate horizontally around the pivot; A first section, which is configured that one side of it is pivotally connected to one side of the central section via a section pivot extending along the longitudinal direction of the vehicle, so that the first section can pivot relative to the central section around the section pivot; Wherein, in the first position, the first section is configured to be stacked on the central section, and the section pivot extends along the longitudinal direction of the vehicle; And In the second position, the central section and the first section are configured to cooperate with each other to present the horizontal load-bearing surface, and the section pivot extends along the width direction of the vehicle.

8. The in-vehicle load-bearing structure according to claim 7, characterized in that, The carrier plate is configured to further have a second section, and the second section is configured such that one side thereof is pivotally connected to a side of the central section opposite to the connection side of the first section via the section extending along the longitudinal direction of the vehicle, so that the second section can pivot relative to the central section about the section pivot between the first position and the second position. In the first position, the first section and the second section are stacked side by side on the central section. In the second position, the first section, the central section and the second section cooperate to present the horizontal bearing surface.

9. The in-vehicle load-bearing structure according to claim 7, characterized in that, The carrier plate is configured to further have a second section, and the second section is configured such that one side thereof is pivotally connected to a side of the first section opposite to the connection side of the central section via two sections extending along the longitudinal direction of the vehicle, so that the second section can pivot relative to the first section about the two-section pivot between the first position and the second position. In the first position, the second section is stacked on the first section, and the first section is in turn stacked on the central section. In the second position, the first section, the central section and the second section cooperate to present the horizontal bearing surface.

10. The in-vehicle load-bearing structure according to claim 5, characterized in that, The carrier plate is configured to have: a central section configured to be pivotally connected to the attachment side of the moving member via the pivot, so that the central section can pivot horizontally about the pivot; a first section and a second section configured to be pivotally connected to the left and right sides of the central section via section pivots respectively, so that the first section and the second section can pivot relative to the central section about the respective section pivots; wherein, in the first position, the section pivots each extend along the longitudinal direction of the vehicle and the first section and the second section are configured to be stacked on the central section respectively, and in the second position, the section pivots each extend along the width direction of the vehicle, and the first section and the second section are configured to cooperate with the central section to form a horizontal bearing surface.

11. The in-vehicle load-bearing structure according to claim 4, wherein The carrier plate is configured to have: a central section configured to be fixedly connected to the attachment side of the moving member via the back surface opposite to the bearing surface; a first section and a second section configured to be pivotally connected to the left and right sides of the central section via section pivots each extending along the longitudinal direction of the vehicle respectively, so that the first section and the second section can pivot relative to the central section about the respective section pivots between the first position and the second position; wherein, in the first position, the first section and the second section are configured to be stacked on the central section, and in the second position, the first section and the second section are configured to cooperate with the central section to form the horizontal bearing surface.

12. The in-vehicle load-bearing structure according to claim 11, wherein In the first position, the first section and the second section are stacked side by side on the central section, or are stacked on top of each other and then stacked on the central section.

13. The in-vehicle load-bearing structure according to any one of claims 1-12, characterized in that, The second coupling mechanism further includes: a sensing device configured to sense whether the moving member is in the front position and, when the moving member is in the front position, send a sensing signal; a safety controller configured to, upon receiving the sensing signal from the sensing device, disable the operation of starting the vehicle by the driver of the vehicle and, when the vehicle is in the driving mode, prevent a passenger from moving the moving member to the front position.

14. The in-vehicle load-bearing structure according to claim 13, characterized in that, The second coupling mechanism further includes a stop mechanism configured to prevent the unlocking of the second coupling mechanism from the central armrest box when the vehicle is in the driving mode.

15. The in-vehicle load-bearing structure according to claim 14, characterized in that, The moving member is a flipping member. In the central position, the attached side faces the interior of the central armrest box. In the front position and the rear position, the attached side faces upward.

16. The in-vehicle carrying structure according to claim 15, wherein the first side and the second side are respectively the front side facing the head of the vehicle and the rear side facing the tail of the vehicle when the moving member is in the central position, the first coupling mechanism and the second coupling mechanism can selectively engage and disengage from the central armrest box.

17. The in-vehicle load-bearing structure according to claim 14, characterized in that, The moving member is a sliding member. In the central position, the front position, and the rear position, the attached side always faces upward.

18. The in-vehicle carrying structure according to claim 17, wherein the first side and the second side are respectively the left side close to the driver's seat of the vehicle and the right side close to the co-driver's seat of the vehicle, each of the first coupling mechanism and the second coupling mechanism includes an armrest box slide rail provided on the inner side wall of the central armrest box and a sliding member slide rail provided on the corresponding side wall of the sliding member, and the armrest box slide rail is configured to cooperate with the sliding member slide rail on the corresponding inner side wall to slide relative to each other.

Images