Backrest assembly for passenger car, energy-absorbing seat for passenger car and passenger car

Abstract

The utility model belongs to the field of common vehicles, and particularly relates to a backrest assembly for a passenger car, an energy-absorbing seat for the passenger car and the passenger car. In order to reduce the cost and the head injury value, the utility model provides the backrest assembly for the passenger car. The backrest assembly for the passenger car comprises a backrest framework, backrest sponge installed on the backrest framework and an air bag used for buffering the head of a human body when the passenger car collides, and the air bag is embedded in the backrest sponge and used for being extruded by the head of the human body to be locally broken when the passenger car collides so as to be used for reducing the injury value of the head. The utility model further provides an energy-absorbing seat for the passenger car and the passenger car, wherein the energy-absorbing seat is applied to the backrest assembly for the passenger car. When the passenger car collides, the head of a passenger in the back row collides with the air bag, the air bag is pressed to deform and is locally broken, and air is exhausted from the broken position to release energy, so that the maximum acceleration of the head of the passenger in the back row is reduced, and the damage value of the head is reduced. The head of a passenger in the back row is buffered through the air bag, cost is low, and the effect is good.

Description

TECHNICAL FIELD

[0001] The utility model belongs to general vehicle field, especially, a backrest assembly for passenger car, an energy-absorbing seat for passenger car and passenger car. BACKGROUND

[0002] In the national standard "Strength of passenger car seats and their vehicle fastenings (GB13057-2023)", the test requirements for the seat are specified: during the dynamic collision simulation test, the speed of the trolley is 50±1 km / h, and the head injury value (HIC, Head Injury Criterion) of the dummy must meet the standard.

[0003] The conventional means currently adopted by existing passenger cars are as follows:

[0004] (1) A sheet metal part is built-in in the collision area at the rear end of the seat backrest, and the energy is absorbed through the permanent deformation of the sheet metal part, thereby reducing the head injury value (HIC).

[0005] In this scheme, a large sheet metal part needs to be welded at the rear of the backrest framework, and the weight of the backrest framework is high, which is not conducive to the lightweight demand of the seat.

[0006] (2) A thickened foam is built-in in the collision area at the rear end of the backrest, and the peak value of the head acceleration is reduced through the elastic deformation of the thickened foam, thereby reducing the head injury value (HIC).

[0007] In this scheme, there cannot be hard objects around and inside the foam, and the hardness and shape of the foam need to meet certain requirements, which requires high design of the foam and is not easy to design.

[0008] (3) The head injury value (HIC) is reduced through the optimization design of the force transmission path, for example, the overall deformation of the backrest frame and the framework beam to absorb the impact energy.

[0009] In this scheme, the design requirements for the entire seat framework are high, and the consistency control requirements for the framework design, production and welding are high, which is not easy to produce and manufacture.

[0010] Unlike the above conventional means, the Chinese utility model patent with the authorization announcement number CN205239434U and the authorization announcement date of 2016.05.18 discloses a gas bag type safety protection structure of passenger car seat, in which an upper gas bag and a lower gas bag are arranged behind the front row seat of the passenger car, and the gas bags are configured with corresponding air pumps and switches. During the collision process, the knees of the rear passengers first collide with the switches in the front row seat, and the air pumps inflate the upper gas bag and the lower gas bag, and the inflated upper gas bag and the lower gas bag can protect the rear passengers and reduce the head injury value (HIC).

[0011] However, in the above-mentioned utility model patent, on the one hand, each seat needs to be configured with a set of upper air bag, lower air bag, switch and air pump, which is high in cost; on the other hand, in the process of collision, if the sitting posture of the passenger is not correct, the head of the passenger will collide with the seat first before the knees of the passenger collide with the switch, resulting in excessive head injury value (HIC); on the other hand, if the knees of the passenger accidentally touch the switch when no collision occurs, the air bag will be abnormally deployed and economic losses will be caused, and the resulting liability disputes are difficult to handle. Utility model content

[0012] The utility model discloses a backrest assembly for passenger car to solve the technical problem that low cost and low head injury value cannot be met simultaneously by using prior art.

[0013] The utility model discloses an energy-absorbing seat for passenger car to solve the same technical problem.

[0014] The utility model discloses a passenger car to solve the same technical problem.

[0015] To achieve the above-mentioned purpose, the technical scheme of the backrest assembly for passenger car provided by the utility model is as follows:

[0016] A backrest assembly for passenger car, comprising a backrest framework, a backrest sponge mounted on the backrest framework and an air bag for buffering the head of a human body when the passenger car collides, the air bag is embedded in the backrest sponge and is used for being locally broken by the head of the human body when the passenger car collides to reduce the head injury value.

[0017] Further, the air bag is fixedly connected with the backrest framework before the backrest sponge foams, and the backrest sponge is integrally formed by foaming process to embed the air bag in the backrest sponge.

[0018] Further, the backrest sponge comprises a mounting cavity and a flip cover for opening and closing the mounting cavity, and the air bag is embedded in the mounting cavity.

[0019] Further, the inflation amount of the air bag is 70% to 80%.

[0020] The backrest assembly for passenger car provided by the utility model has the beneficial effects that the utility model is an exploratory invention. The utility model uses the air bag to reduce the head injury value of the rear passenger exploratorily.

[0021] In this invention, because the airbag is embedded in the backrest foam, and the backrest foam is installed on the backrest frame, the backrest foam confines the airbag to a specific position. When a bus collision occurs, the rear passengers' heads will impact the airbag (the passenger's head directly contacts the backrest foam, and the airbag is compressed by the backrest foam; that is, the passenger's head indirectly impacts the airbag through the backrest foam). The airbag is compressed, deformed, and partially ruptures, releasing gas from the rupture to release energy and prevent the airbag from rebounding. This reduces the maximum acceleration of the rear passengers' heads and lowers the head injury value (HIC).

[0022] Using airbags to cushion the heads of rear passengers has several advantages: firstly, it is less expensive; secondly, the airbags are lightweight, which helps to reduce the weight of the seats; thirdly, the airbags only need to be embedded in the corresponding positions within the backrest foam, which reduces design and production requirements; and fourthly, the airbags are passively activated by the pressure of the passenger's head, ensuring passenger safety by eliminating the possibility of the airbags failing to activate when the passenger's head hits the airbag.

[0023] After multiple rounds of physical testing and comparison, compared with the technical solution of using sheet metal parts to cushion the dummy's head, using airbags to cushion the dummy's head can reduce the head injury value by at least 10%, which is beneficial to improving the safety of the bus.

[0024] To achieve the above objectives, the technical solution for the energy-absorbing seat for buses provided by this utility model is as follows:

[0025] An energy-absorbing seat for buses includes a seat cushion frame and a backrest assembly connected to the seat cushion frame. The backrest assembly includes a backrest frame, a backrest foam installed on the backrest frame, and an airbag embedded in the backrest foam. The airbag is installed in a position that allows it to rupture partially due to pressure from the head of the passenger when the bus collides, thereby reducing head injury.

[0026] Furthermore, the air bag is used to fix and connect to the backrest frame of the backrest assembly before the backrest foam is foamed. The backrest foam is integrally molded through a foaming process to embed the air bag inside the backrest foam.

[0027] Furthermore, the backrest foam includes a mounting cavity and a flap for opening and closing the mounting cavity, with an air bag embedded within the mounting cavity.

[0028] Furthermore, the airbag is inflated to 70% to 80%.

[0029] The beneficial effects of the energy-absorbing seat for buses provided by this utility model are as follows: This utility model is an improved invention. This utility model uses airbags to reduce the head injury value of rear passengers.

[0030] In this invention, because the airbag is embedded in the backrest foam, and the backrest foam is installed on the backrest frame, the backrest foam confines the airbag to a specific position. When a bus collision occurs, the rear passengers' heads will impact the airbag (the passenger's head directly contacts the backrest foam, and the airbag is compressed by the backrest foam; that is, the passenger's head indirectly impacts the airbag through the backrest foam). The airbag is compressed, deformed, and partially ruptures, releasing gas from the rupture to release energy and prevent the airbag from rebounding. This reduces the maximum acceleration of the rear passengers' heads and lowers the head injury value (HIC).

[0031] Using airbags to cushion the heads of rear passengers has several advantages: firstly, it is less expensive; secondly, the airbags are lightweight, which helps to reduce the weight of the seats; thirdly, the airbags only need to be embedded in the corresponding positions within the backrest foam, which reduces design and production requirements; and fourthly, the airbags are passively activated by the pressure of the passenger's head, ensuring passenger safety by eliminating the possibility of the airbags failing to activate when the passenger's head hits the airbag.

[0032] After multiple rounds of physical testing and comparison, compared with the technical solution of using sheet metal parts to cushion the dummy's head, using airbags to cushion the dummy's head can reduce the head injury value by at least 10%, which is beneficial to improving the safety of the bus.

[0033] To achieve the above objectives, the technical solution for a passenger vehicle provided by this utility model is as follows:

[0034] A bus includes at least two rows of passenger seats for passengers to sit in. Except for the last row of passenger seats, the other passenger seats are all energy-absorbing seats for buses. The energy-absorbing seats for buses include a seat cushion frame and a backrest assembly connected to the seat cushion frame. The backrest assembly includes a backrest frame, a backrest foam installed on the backrest frame, and an airbag embedded in the backrest foam. The airbag is installed in a position that allows it to rupture locally due to pressure from the human head when the bus is involved in a collision, thereby reducing the head injury value.

[0035] Furthermore, the air bag is used to fix and connect to the backrest frame of the backrest assembly before the backrest foam is foamed. The backrest foam is integrally molded through a foaming process to embed the air bag inside the backrest foam.

[0036] Furthermore, the backrest foam includes a mounting cavity and a flap for opening and closing the mounting cavity, with an air bag embedded within the mounting cavity.

[0037] Furthermore, the airbag is inflated to 70% to 80%.

[0038] To achieve the above objectives, another technical solution for a passenger vehicle provided by this utility model is:

[0039] A bus includes at least two rows of passenger seats for passengers to sit in, all of which are energy-absorbing seats for buses. Each energy-absorbing seat includes a seat cushion frame and a backrest assembly connected to the seat cushion frame. The backrest assembly includes a backrest frame, a backrest foam installed on the backrest frame, and an airbag embedded in the backrest foam. The airbag is installed in a position that, in the event of a collision, the airbag ruptures partially due to pressure from the human head, thereby reducing the head injury value.

[0040] Furthermore, the air bag is used to fix and connect to the backrest frame of the backrest assembly before the backrest foam is foamed. The backrest foam is integrally molded through a foaming process to embed the air bag inside the backrest foam.

[0041] Furthermore, the backrest foam includes a mounting cavity and a flap for opening and closing the mounting cavity, with an air bag embedded within the mounting cavity.

[0042] Furthermore, the airbag is inflated to 70% to 80%.

[0043] The beneficial effects of the bus provided by this utility model are as follows: This utility model is an improved invention. This utility model uses airbags to reduce the head injury value of rear passengers.

[0044] In this invention, because the airbag is embedded in the backrest foam, and the backrest foam is installed on the backrest frame, the backrest foam confines the airbag to a specific position. When a bus collision occurs, the rear passengers' heads will impact the airbag (the passenger's head directly contacts the backrest foam, and the airbag is compressed by the backrest foam; that is, the passenger's head indirectly impacts the airbag through the backrest foam). The airbag is compressed, deformed, and partially ruptures, releasing gas from the rupture to release energy and prevent the airbag from rebounding. This reduces the maximum acceleration of the rear passengers' heads and lowers the head injury value (HIC).

[0045] Using airbags to cushion the heads of rear passengers has several advantages: firstly, it is less expensive; secondly, the airbags are lightweight, which helps to reduce the weight of the seats; thirdly, the airbags only need to be embedded in the corresponding positions within the backrest foam, which reduces design and production requirements; and fourthly, the airbags are passively activated by the pressure of the passenger's head, ensuring passenger safety by eliminating the possibility of the airbags failing to activate when the passenger's head hits the airbag.

[0046] After multiple rounds of physical testing and comparison, compared with the technical solution of using sheet metal parts to cushion the dummy's head, using airbags to cushion the dummy's head can reduce the head injury value by at least 10%, which is beneficial to improving the safety of the bus. Attached Figure Description

[0047] Fig. 1 This is a schematic diagram of the backrest frame of the passenger backrest assembly of this utility model;

[0048] Fig. 2 This is a schematic diagram of the backrest sponge structure of the passenger car backrest assembly of this utility model;

[0049] Fig. 3 This is a schematic diagram of the air bag structure of the passenger car backrest assembly of this utility model;

[0050] Fig. 4 This is a side view of the air bag of the backrest assembly for passenger vehicles according to this utility model;

[0051] Fig. 5 This is a perspective view of the passenger car backrest assembly of this utility model;

[0052] Fig. 6 This is a cross-sectional schematic diagram of the backrest assembly for passenger vehicles according to this utility model;

[0053] Fig. 7 This is a schematic diagram of the structure of the passenger backrest assembly of this utility model when it collides with the head of a dummy.

[0054] Explanation of reference numerals in the attached figures:

[0055] 1. Backrest frame; 2. Backrest foam; 3. Airbag; 4. Dummy head. Detailed Implementation

[0056] To address the problems in the background technology, the core inventive concept of this utility model is to use an airbag to cushion the head of the rear passenger, and the airbag ruptures to release energy, thereby preventing the human head from rebounding and reducing the head injury value.

[0057] The present invention will be further described in detail below with reference to the embodiments.

[0058] Specific embodiments of the passenger car backrest assembly provided by this utility model:

[0059] like Figs. 1-7 As shown, in a basic specific implementation, the bus backrest assembly includes a backrest frame 1, a backrest sponge 2 installed on the backrest frame 1, and an airbag 3 for cushioning the human head when the bus collides. The airbag 3 is embedded in the backrest sponge 2 and is used to partially rupture under the pressure of the human head when the bus collides, so as to reduce the head injury value. That is, the installation position of the airbag 3 satisfies the following: when the bus collides, the airbag 3 is partially ruptured under the pressure of the human head, so as to reduce the head injury value.

[0060] The air bag 3 can be made of conventional materials such as polyethylene-nylon composite material; preferably, the air bag 3 has only one inflation chamber, which is simple in structure and all the gas can be released when the air bag 3 is partially ruptured. Of course, as needed, the air bag 3 can also have two, three or more inflation chambers, and the area corresponding to each inflation chamber needs to be partially ruptured.

[0061] In this invention, since the airbag 3 is embedded in the backrest sponge 2, and the backrest sponge 2 is installed on the backrest frame 1, the backrest sponge 2 will confine the airbag 3 to a specific position. When the bus collides, the heads of the rear passengers will hit the airbag 3 (the passenger's head is in direct contact with the backrest sponge 2, and the airbag 3 is compressed by the backrest sponge 2, that is, the passenger's head indirectly hits the airbag 3 through the backrest sponge 2). The airbag 3 is deformed by pressure and partially ruptures, and the gas is released from the rupture to release energy, preventing the airbag 3 from rebounding, thereby reducing the maximum acceleration of the rear passengers' heads and reducing the head injury value (HIC).

[0062] To facilitate understanding by those skilled in the art, two methods of partial rupture of the airbag 3 are given below. Of course, those skilled in the art will understand that the methods of partial rupture of the airbag 3 are not limited to the following two methods.

[0063] (1) During the collision of the bus, the pressure on the airbag 3 exceeds the elastic limit of the thin film material on the surface of the airbag 3, causing the airbag 3 to deform and the weak point of the airbag 3 to rupture due to excessive stress. At this time, the cost of the airbag 3 is the lowest.

[0064] The air bag 3 can be locally thinner, and the thinner part constitutes the weak point; or, the thickness of the air bag 3 remains constant, and the stress concentration point when the air bag 3 deforms constitutes the weak point of the air bag 3.

[0065] (2) The air bag 3 includes the air bag body and the explosion-proof valve installed on the air bag body. When the air bag 3 is deformed by pressure, the air pressure inside the air bag 3 increases. When the air pressure increases to a set level, the diaphragm of the explosion-proof valve ruptures to achieve partial rupture of the air bag 3.

[0066] The technique of installing valves on the air bag body is existing technology. For example, in vacuum compression bags (or vacuum storage bags) used for storing clothes and bedding, the vacuum compression bag includes a bag body and a one-way valve installed on the bag body. After the clothes and bedding are put into the vacuum compression bag, air can be drawn out through the one-way valve. The method of installing explosion-proof valves on the bag body can refer to the method of installing one-way valves on the bag body, and will not be described in detail here.

[0067] The airbag 3 cushions the heads of rear passengers. On the one hand, the airbag 3 is a disposable product that bursts when squeezed by a person's head. It does not require electrical control, inflation or replenishment by other equipment, or venting holes for air release, resulting in low cost. On the other hand, the airbag 3 is lightweight, which is beneficial to the weight reduction of the seat. Furthermore, the airbag 3 only needs to be embedded in the corresponding position within the backrest foam 2, which reduces the design and production requirements.

[0068] After multiple rounds of physical testing and comparison, compared with the technical solution of using sheet metal parts and other methods to cushion the dummy's head 4, using airbags 3 to cushion the dummy's head 4 can reduce the head injury value by at least 10%, which is beneficial to improving the safety of the bus.

[0069] It should be noted that since the airbag 3 is embedded in the backrest sponge 2, the backrest sponge 2 can protect the airbag 3 and buffer external pressure. In addition, the airbag 3 itself has a certain activation pressure (that is, the airbag 3 will only partially rupture after an object hits the airbag 3 with a sufficiently large force). Therefore, it can prevent passengers from accidentally touching the seat back and causing the airbag 3 to rupture, prevent sharp objects from scratching the airbag 3, and prevent the airbag 3 from rupturing abnormally (that is, prevent the airbag 3 from rupturing abnormally).

[0070] Meanwhile, compared to the prior art, which uses airbags, air pumps, and switches to cushion the human head, the airbag 3 is activated by the collision with the human head, rather than by the collision between the human knee and the switch. Therefore, when the human head hits the airbag 3, the airbag 3 will definitely activate, ensuring that the head injury value of the human head meets the standard under any circumstances, thus improving safety.

[0071] In one preferred embodiment, the air bag 3 is used to fix and connect to the backrest frame 1 before the backrest sponge 2 is foamed. The backrest sponge 2 is integrally molded through a foaming process to embed the air bag 3 inside the backrest sponge 2. The foaming process is existing technology, and the backrest sponge 2 also requires a foaming process to manufacture using this technology, so it will not be described in detail here.

[0072] At this time, during the manufacturing of the backrest assembly, before the backrest sponge 2 is foamed, the backrest frame 1 and the air bag 3 are fixed together by means of strapping or adhesive. Then, the backrest frame 1 and the air bag 3 are placed into the sponge mold for foaming, so that the air bag 3 is completely embedded in the backrest sponge 2, and there are no gaps between the backrest sponge 2 and the air bag 3. The backrest sponge 2 has a good fixing effect on the air bag 3.

[0073] As another preferred embodiment, the backrest sponge 2 includes an installation cavity and a flap for opening and closing the installation cavity. The air bag 3 is embedded in the installation cavity. After a collision, if the backrest frame 1 and the backrest sponge 2 can still be used normally, only the air bag 3 needs to be replaced.

[0074] At this point, during the manufacturing of the backrest assembly, firstly, the backrest foam 2 is foamed. Then, a mounting cavity with a flip-top is machined into the backrest foam 2. Next, the air bag 3 is embedded into the mounting cavity. Finally, the flip-top is used to cover the air bag 3 and secured. In this design, the flip-top acts as a seal for sealing the container opening. The flip-top can be temporarily connected to other parts of the backrest foam 2 using adhesive tape or other methods to prevent accidental opening.

[0075] When inflating the airbag 3, preferably, in some specific embodiments, the inflation volume of the airbag 3 is 70% to 80%, such as 70%, 75%, or 80%. In this case, on the one hand, the airbag 3 contains sufficient gas to provide adequate cushioning for the human head; on the other hand, when the temperature rises, the gas inside the airbag 3 will expand, effectively preventing the airbag 3 from bursting due to heat even when it is not fully inflated.

[0076] In other specific embodiments, the inflation volume of the airbag 3 can also be 65% or 85%, as long as the cushioning performance meets the national standard (i.e., the head injury value meets the national standard) and the airbag 3 will not burst due to heat (the maximum temperature of the airbag 3 is related to the maximum temperature of the area where the bus is used).

[0077] Specific embodiments of the energy-absorbing seat for buses provided by this utility model:

[0078] Reference Figs. 1-3 As shown, the energy-absorbing seat for buses includes a seat cushion frame and a backrest assembly connected to the seat cushion frame. The backrest assembly includes a backrest frame 1, a backrest foam 2 mounted on the backrest frame 1, and an airbag 3 embedded in the backrest foam 2. The installation position of the airbag 3 is such that, in the event of a collision, the airbag 3 will partially rupture due to pressure from the human head, thereby reducing head injury. The seat cushion frame and the backrest frame 1 together constitute the seat frame.

[0079] The backrest assembly in this embodiment is any one of the specific embodiments of the backrest assembly of this utility model, and will not be described in detail here.

[0080] Specific embodiments of the passenger vehicle provided by this utility model:

[0081] The bus includes at least two rows (specifically, two, three, or more rows) of passenger seats for passengers to sit on. Except for the last row of passenger seats, all other passenger seats are energy-absorbing seats for buses. The energy-absorbing seats for buses are any one of the specific embodiments of the energy-absorbing seats for buses of this utility model, and will not be described in detail here.

[0082] In one specific implementation, the last row of passenger seats is also an energy-absorbing seat for buses. In this case, all passenger seats on the bus are energy-absorbing seats for buses, which reduces the number of seat types and facilitates on-site management.

[0083] In another specific implementation, since there are no other passengers behind the last row of passengers, no passenger's head will hit the last row of passenger seats. Therefore, the last row of passenger seats can be the same as the prior art, that is, the last row of passenger seats can be ordinary seats without airbags.

[0084] Finally, it should be noted that the above are merely preferred embodiments of this utility model and are not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments without creative effort, or make equivalent substitutions for some technical features, or organically combine different specific implementation methods to create the specific implementation methods shown in the accompanying drawings. Of course, those skilled in the art can also create other specific implementation methods not shown in the accompanying drawings. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A backrest assembly for a passenger vehicle, characterized by, The backrest assembly comprises a backrest framework, a backrest sponge mounted on the backrest framework, and an airbag for buffering a human head in a collision of the passenger vehicle, the airbag being embedded in the backrest sponge and being locally broken by the human head in the collision of the passenger vehicle for reducing a head injury criterion.

2. The backrest assembly of claim 1, wherein The airbag is fixedly connected with the backrest framework before foaming of the backrest sponge, and the backrest sponge is integrally formed by a foaming process to embed the airbag in the backrest sponge.

3. The backrest assembly of claim 1, wherein The backrest sponge comprises a mounting cavity and a flip cover for opening and closing the mounting cavity, and the airbag is embedded in the mounting cavity.

4. The backrest assembly of any of claims 1-3, wherein: The airbag is inflated by 70% to 80%.

5. An energy-absorbing seat for a passenger vehicle, comprising a seat cushion frame and a seat back assembly connected to the seat cushion frame, characterized in that, The backrest assembly comprises a backrest framework, a backrest sponge mounted on the backrest framework, and an airbag embedded in the backrest sponge, and the airbag is installed at a position satisfying that the airbag is locally broken by a human head in a collision of the passenger vehicle for reducing a head injury criterion.

6. The energy absorbing seat for a passenger vehicle of claim 5, wherein, The airbag is fixedly connected with the backrest framework of the backrest assembly before foaming of the backrest sponge, and the backrest sponge is integrally formed by a foaming process to embed the airbag in the backrest sponge.

7. The energy absorbing seat for a passenger vehicle of claim 5, wherein, The backrest sponge comprises a mounting cavity and a flip cover for opening and closing the mounting cavity, and the airbag is embedded in the mounting cavity.

8. The energy-absorbing seat for a passenger vehicle according to any one of claims 5 to 7, characterized in that, The airbag is inflated by 70% to 80%.

9. A passenger vehicle comprising at least two rows of passenger seats for passengers to sit on, characterized in that, All the passenger seats are the energy-absorbing seats for the passenger vehicle as claimed in any one of claims 5 to 8.

10. A passenger vehicle comprising at least two rows of passenger seats for passengers to sit on, characterized in that, All the passenger seats are the energy-absorbing seats for the passenger vehicle as claimed in any one of claims 5 to 8.

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