Aviation safety seat

Abstract

The utility model provides an aviation safety seat, belongs to the technical field of seats, and solves the technical problem that an existing aviation seat cannot accurately and flexibly restrain the head and the upper body of a user. An aviation safety seat comprises a seat body, a seat back rotationally connected to the upper portion of the seat body, armrests rotationally connected to the two sides of the seat back and a headrest fixedly installed on the upper portion of the seat back, and two limiting blocks are oppositely arranged on the upper portion of the seat back in a telescopic mode through limiting assemblies and located on the two sides of the headrest. According to the automobile seat headrest, the limiting blocks are arranged on the two sides of the headrest in the telescopic mode, the limiting blocks can conduct synchronous telescopic limiting on the two sides of the head of a user, and the head of the user is prevented from being hurt and collided; the user can be fixedly connected with the lock catch through the second safety belt, three-point type safety binding of the seat is achieved, and the seat is reasonably connected with an existing two-point type safety belt.

Description

Technical Field

[0001] This utility model belongs to the field of seat technology, and relates to an aviation seat, particularly an aviation safety seat. Background Technology

[0002] With the rapid development of the aviation industry and the low-altitude economy, safety issues have received increasing attention. During flight, despite the implementation of a series of safety measures, it is still difficult to completely avoid various unexpected dangerous situations, such as aircraft crashes, emergency landings, and mechanical failures. When these dangerous situations occur, existing aviation safety seats have certain limitations in protecting passengers' lives.

[0003] A search revealed an aircraft seat disclosed in Chinese patent literature [Application No.: CN201621298506.6; Publication No.: CN206218254U]. This aircraft seat includes a seat cushion, a backrest, armrests, and a support seat. The armrests are located on both sides of the backrest. The rear end of the seat cushion is fixedly connected to the lower end of the backrest. A pillow is fixedly installed on the upper end of the backrest. The back support surface of the backrest is an arc-shaped surface that protrudes towards the front. The thigh support part of the seat cushion is a horizontal support surface, and the buttock support part of the seat cushion is a concave support surface that is recessed downward at the rear end. The lower end of the seat cushion is connected to a load-bearing beam and a fore-and-aft moving device. A support frame is installed at the lower end of the load-bearing beam, and the support seat is located at the bottom of the support frame. A lifting device is installed between the support seat and the seat cushion.

[0004] The patented aircraft seat effectively corrects posture and relieves fatigue by using memory foam combined with ergonomics. However, the structure of the aircraft seat uses the existing two-point seat belt, which cannot effectively restrain the upper body when encountering turbulence during flight, and cannot effectively limit the head, making it easy for the head and chest to collide with the row in front, resulting in poor protection and insufficient safety. Utility Model Content

[0005] The purpose of this utility model is to address the aforementioned problems in existing technologies by proposing an aviation safety seat. The technical problem this utility model aims to solve is: how to achieve precise and flexible restraint of the user's head and upper body by the aviation seat.

[0006] The objective of this utility model can be achieved through the following technical solutions:

[0007] An aviation safety seat includes a seat, a backrest rotatably connected above the seat, armrests rotatably connected to both sides of the backrest, and a headrest fixedly installed above the backrest. Two limiting blocks are telescopically arranged in opposite directions above the backrest via a limiting assembly, and the two limiting blocks are located on both sides of the headrest.

[0008] Each of the limiting blocks is internally connected to a safety limiting unit;

[0009] The safety limiting unit includes a seat belt retractor, which is rotatably connected inside the limiting block. A second seat belt is wound around the surface of the seat belt retractor, and an insert block is fixedly connected to the bottom end of the second seat belt. The insert block is located at the bottom end of the limiting block.

[0010] With the above structure, the user uses the seat via the connection between the first seatbelt and the buckle. The connection between the first seatbelt and the buckle is a conventional two-point seatbelt connection, which will not be elaborated here. When turbulence occurs during flight, the acceleration sensor energizes the drive motor, causing the gear disk to rotate. This causes the gear disk to retract the upper and lower meshing racks, which in turn moves the side limit blocks toward the user's head. When the gear disk rotates to a set threshold, the limit blocks move to the set limit position to limit the sides of the user's head. To improve the overall safety of the user's upper body, the user can pull the insert block downwards, causing the seatbelt retractor to unwind the second seatbelt. This allows the user to connect the insert block to the upper and lower parts of the buckle, realizing a three-point seatbelt structure for the user's entire upper body, which facilitates overall restraint and greatly improves safety.

[0011] The backrest is equipped with a drive motor, and the two sides of the backrest have cavities that can accommodate the extension and retraction of the rack.

[0012] With the above structure, the drive motor is fixedly installed inside the seat back and is powered by an acceleration sensor. The acceleration sensor can detect the aircraft's acceleration and angular velocity, and the intelligent system can determine whether the aircraft is in a dangerous state. This is existing technology and will not be elaborated further. By setting the acceleration sensor, the drive motor can be precisely powered and driven, which facilitates the synchronous movement of the racks on both sides.

[0013] The limiting component includes a gear disk that rotates inside the chair back and is driven by a drive motor. Both the upper and lower ends of the gear disk are meshed with racks, and the outer ends of the racks are fixedly mounted with connecting plates. A limiting block is fixedly connected to the side of the connecting plate away from the rack.

[0014] With the above structure, the racks meshing on both sides of the gear disk allow the racks to move synchronously when the gear disk rotates. This facilitates the synchronous contraction and movement of the limit blocks on both sides, and allows the limit blocks to move towards the user's head from both sides of the headrest, thus providing head protection and improving user safety.

[0015] The bottom end of the limiting block is fitted with a fixed magnetic block, and the bottom end of the fixed magnetic block is magnetically connected with a magnetic plate, which is fixedly fitted into the inner top wall of the insert block.

[0016] With the above structure, under the magnetic action of the fixed magnet and the magnetic plate, the insert can be attracted and installed at the bottom of the limiting block by the magnetic plate under normal conditions, which avoids the insert shaking and affecting the user's head safety. Moreover, the magnetic connection allows the user to operate the insert conveniently and easily insert it into the top of the buckle to achieve three-point protection for the seat.

[0017] The bottom end of the insert has a slot for installation.

[0018] With the above structure, a slot is opened at the bottom of the insert block. The slot can be inserted into the top of the buckle. After the buckle is connected at two points through the first seat belt, when the turbulence limiting block retracts, the user can connect to the top of the buckle through the insert blocks on both sides. This allows the seat to provide three-point safety protection, effectively limiting the user's upper body and preventing the user's head and chest from impacting forward, thus improving the user's safety.

[0019] The outer wall of the limiting block is covered with elastic sponge, and the two limiting blocks on both sides are arranged in parallel.

[0020] By adopting the above structure and covering the outer wall of the limiting block with elastic sponge, the contact comfort of the limiting block surface is improved, which facilitates the soft contact of the two limiting blocks when they retract to limit the user's head, avoiding secondary injury to the user and improving comfort and safety.

[0021] Compared with existing technologies, the present invention provides the following advantages for aviation safety seats:

[0022] In this invention, by extending and retracting limiting blocks on both sides of the headrest, the limiting blocks can synchronously extend and retract to limit the user's head on both sides, preventing head injury and impact. Furthermore, by rotating and connecting a second seat belt inside the limiting blocks, the user can be fixedly connected to the buckle through the second seat belt, realizing a three-point safety binding of the seat. This is a reasonable connection with the existing two-point seat belts. Compared with existing aviation safety seats, the limiting effect on the user's head and upper body is greatly improved, preventing the head and chest from impacting the seat in front during flight turbulence, thus greatly improving the safety of the seat. Attached Figure Description

[0023] Figure 1 This is a structural schematic diagram of an aviation safety seat according to this utility model.

[0024] Figure 2 This is a schematic diagram of the limiting component in this utility model.

[0025] Figure 3 This is a cross-sectional structural diagram of the limiting block in this utility model.

[0026] Figure 4 This is a schematic diagram of the structure of the limiting block and the insertion block in this utility model.

[0027] Figure 5 This is a schematic diagram of the usage structure of an aviation safety seat according to this utility model.

[0028] In the picture:

[0029] 1. Seat; 2. Backrest; 3. Armrest; 4. Headrest; 5. First seat belt; 6. Buckle; 7. Limiting block; 8. Connecting plate; 9. Rack; 10. Gear disc; 11. Seat belt retractor; 12. Second seat belt; 13. Insert block; 14. Magnetic plate; 15. Fixing magnetic block. Detailed Implementation

[0030] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments. Example

[0031] like Figures 1-5 As shown;

[0032] An aviation safety seat includes a seat 1, a backrest 2 rotatably connected to the seat 1, armrests 3 rotatably connected to both sides of the backrest 2, a headrest 4 fixedly installed above the backrest 2, a first seat belt 5, a buckle 6, limiting blocks 7, a connecting plate 8, a rack 9, a gear disk 10, a seat belt retractor 11, a second seat belt 12, an insert block 13, a magnetic plate 14, and a fixing magnetic block 15. Two limiting blocks 7 are telescopically arranged opposite each other above the backrest 2 via a limiting assembly. The outer wall of each limiting block 7 is covered with elastic sponge. This elastic sponge improves the contact comfort of the limiting block 7 surface, facilitating soft contact when the limiting blocks 7 retract to limit the user's head, avoiding secondary injury, and improving comfort and safety. The two limiting blocks 7 are arranged parallel to each other and are located on both sides of the headrest 4. Specifically, the limiting assembly includes a gear disk 10, which rotates inside the backrest 2 and is driven by a drive motor. The motor is fixedly installed inside the seat back 2. The drive motor is also fixedly installed inside the seat back 2 and is powered by an acceleration sensor. The acceleration sensor can detect the aircraft's acceleration and angular velocity. The intelligent system determines whether the aircraft is in a dangerous state. This is existing technology and will not be elaborated further. By setting the acceleration sensor, the drive motor can be precisely powered and driven. The upper and lower ends of the gear disk 10 are meshed with racks 9. The outer ends of the racks 9 are fixedly installed with connecting plates 8. The side of the connecting plate 8 away from the racks 9 is fixedly connected with a limit block 7. The sides of the seat back 2 have cavities that can accommodate the extension and retraction of the racks 9. By meshing with the racks 9 on both sides of the gear disk 10, the racks 9 can move synchronously when the gear disk 10 rotates. This facilitates the synchronous retraction and movement of the limit blocks 7 on both sides. Moreover, the limit blocks 7 can move towards the user's head on both sides of the headrest 4, which is convenient for limiting and protecting the user's head and improving the user's safety.

[0033] Furthermore, to achieve overall restriction and protection of the user's upper body, safety limiting units are connected inside the limiting block 7. Each safety limiting unit includes a seatbelt retractor 11, which is rotatably connected inside the limiting block 7. A second seatbelt 12 is wound around the surface of the seatbelt retractor 11, and an insert block 13 is fixedly connected to the bottom end of the second seatbelt 12. The insert block 13 is located at the bottom end of the limiting block 7. Simultaneously, a fixing magnet 15 is fitted and connected to the bottom end of the limiting block 7. A magnetic plate 14 is magnetically connected to the bottom end of the fixing magnet 15, and the magnetic plate 14 is fixedly fitted into the inner top wall of the insert block 13. Under the magnetic action of the fixing magnet 15 and the magnetic plate 14, the insert block 13 can be attracted and installed at the bottom end of the limiting block 7 through the magnetic plate 14 under normal conditions, preventing... To prevent the wobbling of the insert block 13 from affecting the user's head safety, and because of the magnetic connection, the user can easily operate the insert block 13, making it easy to insert and install it on the top of the buckle 6, thus achieving three-point protection for the seat. Specifically, a slot for installation is opened at the bottom of the insert block 13. By opening and closing the slot at the bottom of the insert block 13, the slot can be inserted and installed on the top of the buckle 6. After the buckle 6 is connected at two points through the first seat belt 5, when the turbulence limiting block 7 retracts, the user can connect it to the top of the buckle 6 through the insert blocks 13 on both sides, so that the seat can provide three-point safety protection, effectively limiting the user's upper body, avoiding forward impact to the user's head and chest, and improving the user's safety.

[0034] The working principle of this utility model is as follows: In use, the user uses the seat by connecting the first seat belt 5 to the buckle 6. The connection between the first seat belt 5 and the buckle 6 is a conventional two-point seat belt connection, which will not be described in detail here. When turbulence occurs during flight, the acceleration sensor energizes the drive motor, causing the gear disk 10 to rotate. The gear disk 10 then drives the upper and lower meshing rack 9 to retract, causing the two side limit blocks 7 to move towards the user's head. When the gear disk 10 rotates to a set threshold, the limit blocks 7 move to the set limit position to limit the two sides of the user's head. To improve the overall safety of the user's upper body, the user pulls the insert block 13 downwards, causing the seat belt retractor 11 to unwind the second seat belt 12. This allows the user to connect the insert block 13 to the buckle 6, realizing a three-point seat belt structure for the user's entire upper body. This facilitates overall limitation of the user's upper body and greatly improves safety. This completes the working principle of the aviation safety seat.

[0035] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.

Claims

1. An aviation safety seat comprising a seat cushion (1), a seat back (2) rotatably connected above the seat cushion (1), armrests (3) rotatably connected on both sides of the seat back (2), and a headrest (4) fixedly installed above the seat back (2), characterized in that: Two limiting blocks (7) are telescopically arranged in opposite directions above the backrest (2) via a limiting component, and the two limiting blocks (7) are located on both sides of the headrest (4); Each of the limiting blocks (7) is internally connected to a safety limiting unit; The safety limiting unit includes a seat belt retractor (11), which is rotatably connected inside the limiting block (7). A second seat belt (12) is wound around the surface of the seat belt retractor (11), and an insert (13) is fixedly connected to the bottom end of the second seat belt (12). The insert (13) is located at the bottom end of the limiting block (7).

2. An aviation safety seat according to claim 1, wherein: The backrest (2) is fixedly installed with a drive motor, and the backrest (2) has cavities on both sides that can accommodate the telescopic movement of the rack (9).

3. An aviation safety seat according to claim 1, wherein: The limiting component includes a gear disk (10), which rotates inside the backrest (2) and is driven by a drive motor. The upper and lower ends of the gear disk (10) are meshed with racks (9), and the outer ends of the racks (9) are fixedly mounted with connecting plates (8). A limiting block (7) is fixedly connected to the side of the connecting plate (8) away from the racks (9).

4. An aviation safety seat according to claim 3, characterized in that: The bottom end of the limiting block (7) is fitted with a fixed magnetic block (15), and the bottom end of the fixed magnetic block (15) is magnetically connected with a magnetic plate (14). The magnetic plate (14) is fixedly fitted into the inner top wall of the insert block (13).

5. An aircraft safety seat according to claim 4, wherein: The bottom end of the insert (13) is provided with a slot for installation.

6. An aviation safety seat according to claim 4, wherein: The outer wall of the limiting block (7) is covered with elastic sponge, and the two limiting blocks (7) on both sides are arranged in parallel.

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