Seat, mobile device and aircraft

Abstract

The utility model relates to a seat, a mobile device and an aircraft. The seat includes: a frame; the supporting base part is arranged on the framework, the supporting base part comprises a containing cavity, and the containing cavity is formed in the side, facing a seat supporting face, of the supporting base part; the supporting base part is provided with a containing cavity, the buffering part is arranged in the containing cavity, the hardness of the buffering part is smaller than that of the supporting base part, the elasticity of the buffering part is larger than that of the supporting base part, and the supporting base part and the buffering part are jointly used for providing supporting force for a user when the user sits on the seat. According to the scheme, the structure is simple, and the requirement for vibration reduction or vibration isolation of the aircraft seat can be met.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aircraft seats, in particular to a seat, a mobile device and an aircraft. BACKGROUND

[0002] With the prevalence of low-altitude economy, aircraft as an important carrier of low-altitude economy has also been paid much attention. In the design of aircraft, the complex aerodynamic environment and transmission system of the aircraft determine that the vibration problem of the aircraft is also complex. As a special means of transportation, the vibration problem of the aircraft is an important problem in the design of the aircraft, especially the vibration problem of the cockpit. Among them, the vibration characteristics of the aircraft cockpit are mainly the vibration of the rotor at a certain frequency, that is, the main vibration source of the cockpit is the main rotor.

[0003] In the related art, the vibration reduction of the helicopter cockpit is mainly to reduce the vibration level of the cockpit floor by installing a vibration reduction device on the helicopter, thereby improving the comfort of the pilot. In practice, the pilot seat directly faces the user, and the shock absorption performance of the seat can directly affect the comfort of the user during driving. However, the seat of the helicopter at the present stage does not have a special vibration reduction function. Although seat vibration reduction exists in commercial vehicles, the seat vibration reduction of commercial vehicles is mainly achieved by increasing a vibration reduction device / damping mechanism under the seat. It cannot be denied that this method can improve the comfort of the pilot, but the application of this method to the aircraft will obviously increase the weight of the whole machine, and is not suitable for the aircraft which has strict requirements on weight. SUMMARY

[0004] To solve or partially solve the problems in the related art, the present application provides a seat, a mobile device and an aircraft, which has a simple structure and can meet the vibration reduction or isolation requirements of the aircraft seat.

[0005] The present application provides a seat, comprising:

[0006] a framework;

[0007] a support base provided on the framework, the support base comprising a receiving cavity, the receiving cavity being formed on one side of the support base facing a seat support surface;

[0008] a buffer portion disposed in the receiving cavity, the buffer portion having a hardness less than that of the support base and a flexibility greater than that of the support base, wherein the support base and the buffer portion together provide a support force to a user when the user sits on the seat.

[0009] In an optional embodiment, the buffer portion has a three-dimensional mesh structure; or the thickness of the buffer portion ranges from 20mm to 30mm.

[0010] In an optional embodiment, the buffering part is made of 3D polyether sulfone material or damping material.

[0011] In an optional embodiment, the seat further comprises:

[0012] The connecting part is arranged on the supporting base and in the accommodating cavity, and is used for connecting with the surface cover of the seat.

[0013] In an optional embodiment, the top of the connecting part is provided with a groove, and the groove is provided with a sticking part used for connecting with the surface cover; or the top of the connecting part is not higher than the top of the buffering part.

[0014] In an optional embodiment, the connecting part divides the accommodating cavity into at least two parts, and the top of the connecting part comprises a part connected with the surface cover.

[0015] In an optional embodiment, the supporting base comprises a seat cushion part and a backrest part, and the seat cushion part is provided with the accommodating cavity on the side facing the seat supporting surface.

[0016] In an optional embodiment, the backrest part is provided with the accommodating cavity on the side facing the seat supporting surface.

[0017] In an optional embodiment, the seat is provided with a surface cover, and the buffering part is located between the surface cover and the supporting base.

[0018] The second aspect of the application provides a mobile device, which comprises the seat as described above.

[0019] The third aspect of the application provides an aircraft, which comprises the seat as described above.

[0020] The technical solution provided by the application can have the following beneficial effects:

[0021] The technical solution of the application is different from the common seat in that the supporting base is provided with an accommodating cavity for accommodating a buffering part on the side facing the seat supporting surface, the hardness of the buffering part needs to be less than that of the supporting base and the elasticity of the buffering part needs to be greater than that of the supporting base, through the combined structure of the supporting base and the buffering part, the supporting base and the buffering part can jointly provide support force for the user when the user sits on the seat, and the vibration reduction or vibration isolation requirement of the aircraft seat can be met, the support force of the buffering part alone is insufficient, the vibration problem of the cockpit where the seat is located will affect the user's driving experience when the supporting base alone is used, meanwhile, the structure of the application is simple, the arrangement space is compact, the light weight design requirement can be met, and the application is suitable for the aircraft.

[0022] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and cannot limit the application. Attached Figure Description

[0023] The above and other objects, features and advantages of this application will become more apparent from the following description of exemplary embodiments of this application in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of this application.

[0024] Figure 1 This is a structural cross-sectional schematic diagram of a seat shown in an embodiment of this application;

[0025] Figure 2 This is a schematic block diagram of a partial three-dimensional structure of a seat according to an embodiment of this application;

[0026] Figure 3 This is a schematic block diagram of a partial three-dimensional structure of a seat with a face cover, as shown in an embodiment of this application;

[0027] In the diagram: 1. Frame; 2. Support base; 20. Reception cavity; 21. Seat cushion; 22. Backrest; 3. Buffer; 4. Seat support surface; 41. Seat cushion support surface; 42. Backrest support surface; 5. Connecting part; 50. Groove; 6. Cover. Detailed Implementation

[0028] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While embodiments of this application are shown in the drawings, it should be understood that this application can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to make this application more thorough and complete, and to fully convey the scope of this application to users skilled in the art.

[0029] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0030] It should be understood that, although the terms "first", "second", "third", etc. can be used in this application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, the first information can also be referred to as the second information, and similarly, the second information can also be referred to as the first information without departing from the scope of the application. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "a plurality of" is two or more, unless otherwise specifically limited.

[0031] In the related art, the vibration reduction of the helicopter cockpit is mainly achieved by installing a vibration reduction device on the helicopter to reduce the vibration level of the cockpit floor, thereby improving the comfort of the pilot. Among them, the seat vibration reduction is applied in commercial vehicles, but the seat vibration reduction of commercial vehicles is mainly achieved by increasing a vibration reduction device / damping mechanism under the seat, which can undoubtedly improve the comfort of the pilot. However, this method applied to an aircraft will obviously increase the weight of the whole machine, and is not suitable for aircrafts with strict weight requirements.

[0032] To solve the above problems, the embodiments of the present application provide a seat which is simple in structure, compact in arrangement space, can meet the vibration reduction or vibration isolation requirements of the aircraft seat, can also meet the lightweight design requirements, and is suitable for aircrafts.

[0033] The technical solutions of the embodiments of the present application are described in detail below with reference to the drawings.

[0034] Referring to Figure 1 and Figure 2 The embodiments of the present application provide a seat, which comprises a framework 1, a support base 2 and a buffer part 3, wherein the framework 1 is connected with the ground of the aircraft cockpit, the support base 2 is arranged on the framework 1, the support base 2 comprises a receiving cavity 20, the receiving cavity 20 is opened on the side of the support base 2 facing the seat support surface 4; the buffer part 3 is arranged in the receiving cavity 20, the hardness of the buffer part 3 is less than that of the support base 2 and the elasticity of the buffer part 3 is greater than that of the support base 2, wherein the support base 2 and the buffer part 3 are used together to provide support force to the user when the user sits on the seat.

[0035] The seat in the related art comprises a framework 1 and a support base 2, the support base 2 is a PU foaming base material, the separate support base 2 will affect the user's driving experience when the seat is in the cockpit and the vibration problem occurs, as an improvement, a receiving cavity 20 is arranged on the side of the support base 2 facing the seat support surface 4, and a buffer part 3 is arranged in the receiving cavity 20, wherein the material properties of the buffer part 3 need to meet the requirements that the hardness is less than that of the support base 2 and the elasticity is greater than that of the support base 2, and the two are an integral whole, when the user sits on the seat, the improved seat can improve the vibration reduction performance of the seat when the aircraft is in flight, and the weight advantage is obvious, and it is very suitable for mobile devices such as aircrafts which have strict requirements.

[0036] As a preferred embodiment, the buffer part 3 is in a three-dimensional net-like structure. In this embodiment, if the buffer part 3 is in a solid structure, its deformation ability is limited, so the buffer part 3 can slow down the interference of the vibration of the aircraft on the user sitting on the buffer part 3, and when the buffer part 3 is in a three-dimensional net-like structure, there are a large number of gaps and air in the buffer part 3, when subjected to vibration impact, the air in the gaps can be compressed or expanded, the compressibility of the air enables the buffer part 3 to absorb and dissipate a large amount of vibration energy, so as to improve the vibration reduction effect. On the other hand, the buffer part 3 itself will also deform under stress, and due to the existence of the gaps, the gaps can provide space for the deformation of the buffer part 3, so that it can more easily deform, such as bending and twisting, so as to better adapt to the direction and amplitude changes of the vibration, convert the vibration energy into its own deformation energy, reduce the propagation of the vibration, and the deformation of the structure will also consume part of the energy, thereby effectively reducing the transmission of the vibration.

[0037] In at least one embodiment, the buffer part 3 is made of 3D polyether sulfone material. In this embodiment, the buffer part 3 can be made of polyether sulfone (PES) material by 3D printing, specifically, it can be processed by extrusion molding process, and a three-dimensional net-like structure can be obtained, which can be similar to the shape of instant noodles. On the other hand, the polyether sulfone material has good wear resistance, and even if the user sits on the buffer part 3 for a long time, the surface integrity can be maintained, and the disadvantages such as wear and damage can be reduced. It should be noted that the 3D polyether sulfone material is a preferred material for making the buffer part 3, and other materials that meet the requirements can also be used, such as damping materials.

[0038] Generally, the seat thickness of the helicopter is 60mm-10mm, if the cockpit space is limited, the seat thickness is usually 60mm-80mm, so as to reduce the weight and reasonably use the space. As an optional embodiment, the thickness of the buffer part 3 is in the range of 20mm-30mm, wherein the preferred thickness of the buffer part 3 can be 20mm, which can neither reduce the support capacity of the whole seat nor meet the lightweight demand of the aircraft, and also can make the seat have better buffering and support, thereby maintaining the performance advantage of the seat vibration isolation.

[0039] As shown in Figure 1 and Figure 3 Further, the seat is sleeved with a surface cover 6, and the buffer part 3 is located between the surface cover 6 and the support base 2. In this embodiment, the surface cover 6 can avoid the user from directly contacting the support base 2 and the buffer part 3, thereby reducing the wear of the support base 2 or the buffer part 3 in the seat, and also can effectively block the contaminants from directly contacting the buffer part 3 and the support base 2, thereby facilitating cleaning and replacement. Generally, the surface cover 6 covers the support base 2, and in this embodiment, the buffer part 3 is in the accommodation cavity 20, which can be regarded as being between the surface cover 6 and the support base 2. The support base 2 can provide appropriate main support to the user, and when the aircraft is in the flight state, the material of the buffer part 3 has better vibration isolation performance. The three can be regarded as a sandwich damping structure, which can simultaneously play the advantages of the support base 2 and the buffer part 3.

[0040] When the surface cover 6 covers the support base 2, if there is no fixed point, the surface cover 6 is easy to be dislocated outside the support base 2, thereby causing the visual effect of the seat to be greatly reduced. Therefore, as a preferred embodiment of the present application, a connecting part 5 is arranged on the support base 2 and in the accommodation cavity 20, and is used to connect with the surface cover 6 of the seat. In this embodiment, the connecting part 5 can be integrally formed with the support base 2. When the connecting part 5 is in the accommodation cavity 20, that is, the fixed point is in the central part of the seat. This arrangement can make the surface cover 6 keep relatively flat outside the support base 2, and also can be more stable in connection with the support base 2.

[0041] The buffer part 3 is a three-dimensional net structure, and its support is relatively poor compared with the support base 2. If a single buffer part 3 is used as the seat base material without the support base 2, the whole seat will lack reliable support, and the surface cover 6 is difficult to be fixed on the net structure of the buffer part 3.

[0042] As shown in Figure 2As shown, in at least one embodiment, the top of the connecting portion 5 is provided with a groove 50, and the groove 50 is provided with an adhesive for connecting to the face cover 6. In this embodiment, the adhesive can be Velcro, which is designed to facilitate the replacement of the face cover and keep the seat clean. The recessed groove 50 prevents the connecting portion 5 from protruding and hurting the user. The adhesive is not shown in the figures. On the other hand, the top of the connecting portion 5 is not higher than the top of the buffer portion 3. When the connecting portion 5 is lower than the buffer portion 3 or flush with the buffer portion 3, it can prevent the connecting portion 5 from protruding and hurting the user.

[0043] like Figure 2 As shown, in at least one embodiment, the connecting portion 5 divides the receiving cavity 20 into at least two parts, and the top of the connecting portion 5 includes a portion of the connecting face sleeve 6. In this embodiment, the connecting portion 5 can be a cavity wall that divides a large receiving cavity 20 into two smaller receiving cavities 20. The two smaller receiving cavities 20 are subjected to force separately, which can disperse pressure and provide independent buffering, resulting in better vibration reduction. In addition, the cavity wall can be integrally molded with the foamed substrate, simplifying manufacturing.

[0044] Furthermore, the support base 2 includes a seat cushion 21 and a backrest 22. The seat cushion 21 has a receiving cavity 20 on the side facing the seat support surface 4. Generally, the seat cushion 21 is the primary support for the user; therefore, it has a receiving cavity 20. The backrest 22 can have a receiving cavity 20 in areas with higher stress, specifically on the side facing the seat support surface 4, while areas with lower stress do not require a receiving cavity 20. The seat support surface 4 can be a seat cushion support surface 41 and a backrest support surface 42.

[0045] This application provides a seat that combines a foamed substrate material and a cushioning material. A receiving cavity 20 is opened on the side of the support base 2 facing the seat support surface 4, and a cushioning part 3 is placed in the receiving cavity 20. Then, a cover 6 is wrapped around the support base 2. In addition to improving vibration reduction performance, the cushioning material used in this embodiment has a significant weight advantage and is more comfortable than using a single foamed substrate material. Furthermore, the support base 2 can provide suitable support for the user, and the vibration isolation performance of the cushioning part 3 is also better when the aircraft is in flight. The sandwich structure of this seat can simultaneously give full play to the advantages of two different materials (foamed substrate material and cushioning material).

[0046] This application also provides a mobile device including the aforementioned seat.

[0047] Furthermore, the mobile device can be a flying car. In this embodiment, the seat has good vibration damping performance and a significant weight advantage, which can meet the requirements of flying cars with strict weight requirements.

[0048] The embodiment of the present application also provides an aircraft comprising the seat.

[0049] The above has described the embodiments of the present application, the above description is exemplary, is not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes are obvious to those skilled in the art without departing from the scope and spirit of the described embodiments. The selection of the terms used herein is intended to best explain the principles, practical application or improvement of the technology in the market of the embodiments, or to enable other ordinary skilled users in the art to understand the embodiments disclosed herein.

Claims

1. A seat, characterized in that, The seat comprises: a frame (1); a support base (2) provided on the frame (1), the support base (2) comprising a receiving cavity (20) formed on a side of the support base (2) facing a seat support surface (4); a buffer portion (3) disposed in the receiving cavity (20), the buffer portion (3) having a hardness less than and a flexibility greater than the support base (2), wherein the support base (2) and the buffer portion (3) together provide a support force to a user when the user sits on the seat.

2. The seat of claim 1, wherein The buffer portion (3) has a three-dimensional mesh structure; or the thickness of the buffer portion (3) ranges from 20 mm to 30 mm.

3. The seat according to claim 1 or 2, characterized in that The buffer portion (3) is made of 3D polyether sulfone material or damping material.

4. The seat of claim 1, wherein The seat further comprises: a connecting portion (5) provided on the support base (2) and located in the receiving cavity (20), and configured to be connected to a surface cover (6) of the seat.

5. The seat of claim 4, wherein, A top of the connecting portion (5) is provided with a groove (50), and the groove (50) is provided with an adhesive member configured to be connected to the surface cover (6); or the top of the connecting portion (5) is not higher than the top of the buffer portion (3).

6. The seat of claim 4, wherein, The connecting portion (5) divides the receiving cavity (20) into at least two parts, and the top of the connecting portion (5) comprises a portion connected to the surface cover (6).

7. The seat of claim 1, wherein The support base (2) comprises a seat cushion portion (21) and a backrest portion (22), and the seat cushion portion (21) is provided with the receiving cavity (20) on a side facing the seat support surface (4).

8. The seat of claim 7, wherein, The backrest portion (22) is provided with the receiving cavity (20) on a side facing the seat support surface (4).

9. The seat of claim 1, wherein, The seat is provided with the surface cover (6), and the buffer portion (3) is located between the surface cover (6) and the support base (2).

10. A mobile device, comprising: The seat comprises the seat according to any one of claims 1-9.

11. An aircraft, characterized in that The seat comprises the seat according to any one of claims 1-9.

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