Aircraft seat energy absorption structure and aircraft seat

Abstract

The utility model relates to aviation seat technical field especially relates to aviation seat energy -absorbing structure and aviation seat. Aviation seat energy -absorbing structure, chair back frame is installed on the energy -absorbing plate, backrest fixed axle is installed on the seat support plate, energy -absorbing plate rotatory installation is in the backrest fixed axle, is equipped with first through -hole, second through -hole, first limit hole, transition hole and second limit hole on energy -absorbing plate, and first through -hole and transition hole are equipped with first collapse between, and second through -hole and transition hole are equipped with second collapse between, and the distance between first collapse and second collapse is less than the diameter of first limit piece, first limit piece is installed on chair back frame and is inserted into first limit hole, and first collapse and second collapse are used for the first limit piece in first limit hole to pass through transition hole and enter second limit hole when the collapse energy -absorption of happening. In the utility model, first collapse and second collapse gradually change shape, and energy -absorbing plate gradually absorbs the kinetic energy of chair back frame, and chair back frame acceleration will gradually decrease.

Description

Technical Field

[0001] This utility model relates to the field of aircraft seat technology, and in particular to an energy-absorbing structure for an aircraft seat and an aircraft seat. Background Technology

[0002] During an emergency landing, the occupant's head will impact the seat back due to inertia, causing the occupant's body to involuntarily lean forward and experience a significant overload force. To ensure occupant safety, the seat back absorbs impact energy upon impact. Before being installed on an aircraft, aircraft seats must pass the HIC (Head Injury Criterion) test.

[0003] In existing technology, aircraft seats are also equipped with energy-absorbing structures, which include energy-absorbing plates, backrest frames, backrest fixing shafts, energy-absorbing pins, and seat support plates. The backrest fixing shaft is mounted on the seat support plate, and the backrest frame and energy-absorbing plate are rotatably mounted on the backrest fixing shaft. Figure 8 As shown, the energy-absorbing plate 1 has a first limiting hole 13, a second limiting hole 15, and a thin wall 104 located between the first limiting hole 13 and the second limiting hole 15. An energy-absorbing pin is fixedly installed on the seat support plate and inserted into the first limiting hole 13. When the seat back is impacted, the energy-absorbing pin in the first limiting hole 13 can cut through the thin wall 104 and enter the second limiting hole. Existing energy-absorbing mechanisms usually shear energy by cutting through the thin wall. Shearing energy absorption usually releases a large amount of energy in the initial moment of impact, which is more likely to cause injury to the occupant's head. Summary of the Invention

[0004] This utility model provides an energy-absorbing structure for an aircraft seat and an aircraft seat to solve the technical problem that in the prior art, energy-absorbing structures use a shearing energy-absorbing method in the initial stage of an impact, which usually releases a large amount of energy in an instant.

[0005] An embodiment of this utility model provides an energy-absorbing structure for an aircraft seat, comprising an energy-absorbing plate, a backrest frame, a backrest fixing shaft, a first limiting member, and a seat support plate; the backrest frame is mounted on the energy-absorbing plate, and the backrest fixing shaft is mounted on the seat support plate; the energy-absorbing plate is rotatably mounted on the backrest fixing shaft;

[0006] The energy-absorbing plate is provided with a first through hole, a second through hole, a first limiting hole, a transition hole, and a second limiting hole. The first limiting hole, the transition hole, and the second limiting hole are connected in sequence. The first through hole and the second through hole are respectively provided on opposite sides of the transition hole along the width direction. A first collapsing portion is provided between the first through hole and the transition hole, and a second collapsing portion is provided between the second through hole and the transition hole. The distance between the first collapsing portion and the second collapsing portion is less than the diameter of the first limiting member.

[0007] The first limiting member is installed on the chair back frame and inserted into the first limiting hole;

[0008] The first and second collapsing portions are used to cause energy absorption when the first limiting member in the first limiting hole passes through the transition hole and enters the second limiting hole.

[0009] Optionally, the energy-absorbing plate is further provided with a first buffer plate surrounding the second limiting hole, the width of the second limiting hole being smaller than the diameter of the first limiting member; the first buffer plate is used to collapse and absorb energy when the first limiting member moves in the second limiting hole.

[0010] Optionally, the energy-absorbing plate is further provided with a shearing plate, the thickness of which is greater than the thickness of the first buffer plate; the first limiting hole, the transition hole, the second limiting hole, and the shearing plate are arranged sequentially with the backrest fixing shaft as the center; when the first limiting member cuts the shearing plate, shearing energy absorption occurs.

[0011] Optionally, the width of the first limiting hole facing the end of the transition hole is greater than the width of the transition hole;

[0012] The width of the second limiting hole facing the end of the transition hole is greater than the width of the transition hole.

[0013] Optionally, the energy-absorbing plate is further provided with a shaft hole, and the energy-absorbing plate is rotatably mounted on the backrest fixing shaft through the shaft hole;

[0014] The energy-absorbing plate is also provided with a third limiting hole and a second buffer plate arranged around the third limiting hole. The third limiting hole and the first limiting hole are respectively located on opposite sides of the shaft hole.

[0015] The energy-absorbing structure of the aircraft seat also includes a second limiting member, which is installed on the backrest frame and inserted into the third limiting hole;

[0016] When the second limiting member cuts the second buffer plate, shear energy is absorbed.

[0017] Optionally, the second buffer plate has a first narrow slot and a second narrow slot on opposite sides, and the second buffer plate between the first narrow slot and the second narrow slot is a narrow cutting arm. When the second limiting member cuts the narrow cutting arm, shear energy absorption occurs.

[0018] Optionally, the backrest frame is further provided with a third through hole, and the end of the backrest fixing shaft opposite to the seat support plate is provided with a fastening hole; the energy-absorbing structure of the aviation seat also includes a fastener, one end of which abuts against the backrest frame, and the other end of which passes through the third through hole and is inserted into the fastening hole.

[0019] Optionally, the aircraft seat energy-absorbing structure further includes an angle adjustment drive component mounted on the seat support plate;

[0020] The output end of the angle adjustment drive is connected to the energy-absorbing plate, and is used to drive the energy-absorbing plate and the chair back frame to rotate around the backrest fixed axis.

[0021] Optionally, the energy-absorbing structure of the aircraft seat includes two energy-absorbing plates, two backrest fixing shafts, two first limiting members, two seat support plates, a backrest frame, an angle adjustment drive member, and a connecting member;

[0022] Two seat support plates are spaced apart; the backrest fixing shafts are installed on the seat support plates one-to-one; the energy-absorbing plates are rotatably installed on the backrest fixing shafts one-to-one; two first limiting members are rotatably installed on opposite sides of the chair back frame and are inserted into the first limiting holes one-to-one; the adapter is installed on one of the seat support plates, and the angle adjustment drive is installed on the other seat support plate; the adapter connects to one of the energy-absorbing plates, and the output end of the angle adjustment drive is connected to the other energy-absorbing plate.

[0023] Another embodiment of this utility model also provides an aircraft seat, including the above-described aircraft seat energy-absorbing structure.

[0024] In this invention, when the energy-absorbing structure of the aircraft seat is in a normal state, the first limiting member is located in the first limiting hole, and both the first and second collapsible portions are in a normal state. When the backrest frame is impacted, the backrest frame will rotate around the backrest fixing axis, and the energy-absorbing plate will be in a fixed state. Thus, the first limiting member will pass through the transition hole and enter the second limiting hole. During the process of the first limiting member passing through the transition hole, the first limiting member will squeeze the first and second collapsible portions to both sides, and the first collapsible portion will... The first through hole undergoes collapse deformation, and the second collapse portion will collapse deformation toward the second through hole. The collapse deformation of the first and second collapse portions will absorb the kinetic energy of the seat back frame, slowing down the forward acceleration of the seat back frame. Since the first and second collapse portions are both gradual deformation processes, the energy-absorbing plate can gradually absorb the kinetic energy of the seat back frame, and the forward acceleration of the seat back frame will gradually decrease. This avoids the risk of the occupant being injured forward due to inertia due to the energy-absorbing plate releasing too much energy at once, and improves the protection of the occupant by the energy-absorbing structure of the aircraft seat. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the structure of an energy-absorbing structure for an aircraft seat provided in one embodiment of the present invention;

[0027] Figure 2 This is a partial structural schematic diagram of an aviation seat energy-absorbing structure provided in one embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the energy-absorbing plate of an aviation seat energy-absorbing structure provided in one embodiment of the present invention;

[0029] Figure 4 This is a schematic diagram of the energy-absorbing plate of an aviation seat energy-absorbing structure provided in one embodiment of the present invention;

[0030] Figure 5 This is a schematic diagram of the energy-absorbing plate of an aviation seat energy-absorbing structure provided in one embodiment of the present invention;

[0031] Figure 6 This is a schematic diagram of the rotation of the energy-absorbing plate according to an embodiment of the present invention;

[0032] Figure 7 This is a structural schematic diagram of an aircraft seat provided in one embodiment of the present invention;

[0033] Figure 8 This is a schematic diagram of the structure of an energy-absorbing plate in the existing technology.

[0034] The reference numerals in the accompanying drawings are as follows:

[0035] 1. Energy-absorbing plate; 11. First through hole; 12. Second through hole; 13. First limiting hole; 14. Transition hole; 15. Second limiting hole; 16. First crumple zone; 17. Second crumple zone; 18. First buffer plate; 19. Sheared plate; 101. Shaft hole; 102. Third limiting hole; 103. Second buffer plate; 1031. Narrow cut arm; 104. Thin wall; 2. Chair back frame; 3. Backrest fixing shaft; 4. First limiting component; 5. Seat support plate; 6. Second limiting component; 7. Fastener; 8. Angle adjustment drive component; 9. Adapter component. Detailed Implementation

[0036] To make the technical problems solved, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0037] like Figures 1 to 3 As shown, an embodiment of the present invention provides an energy-absorbing structure for an aircraft seat, including an energy-absorbing plate 1, a backrest frame 2, a backrest fixing shaft 3, a first limiting member 4, and a seat support plate 5; the backrest frame 2 is mounted on the energy-absorbing plate 1, and the backrest fixing shaft 3 is mounted on the seat support plate 5; the energy-absorbing plate 1 is rotatably mounted on the backrest fixing shaft 3;

[0038] The energy-absorbing plate 1 is provided with a first through hole 11, a second through hole 12, a first limiting hole 13, a transition hole 14, and a second limiting hole 15. The first limiting hole 13, the transition hole 14, and the second limiting hole 15 are connected sequentially. The first through hole 11 and the second through hole 12 are respectively provided on opposite sides of the transition hole 14 along the width direction. A first collapsing portion 16 is provided between the first through hole 11 and the transition hole 14, and a second collapsing portion 17 is provided between the second through hole 12 and the transition hole 14. The distance between the first collapsing portion 16 and the second collapsing portion 17 is less than the diameter of the first limiting member 4.

[0039] The first limiting member 4 is installed on the chair back frame 2 and inserted into the first limiting hole 13;

[0040] The first collapsing portion 16 and the second collapsing portion 17 are used to collapsing and absorb energy when the first limiting member 4 in the first limiting hole 13 passes through the transition hole 14 and enters the second limiting hole 15.

[0041] The energy-absorbing plate 1 can drive the chair back frame 2 to rotate around the backrest fixing shaft 3, thereby adjusting the angle of the chair back frame 2. The first limiting hole 13, the transition hole 14, and the second limiting hole 15 are arranged sequentially with the backrest fixing shaft 3 as the center (that is, the first limiting hole 13, the transition hole 14, and the second limiting hole 15 are arranged around the backrest fixing shaft 3; that is, the first limiting hole 13, the transition hole 14, and the second limiting hole 15 are on the rotation path of the first limiting member 4). The first limiting member 4 includes, but is not limited to, pins, bolts, etc. The shapes of the first limiting hole 13 and the second limiting hole 15 can be set according to actual needs. Preferably, the second limiting hole 15 is an arc-shaped hole, and the center of the second limiting hole 15 coincides with the center of the backrest fixing shaft 3, so that the first limiting member 4 can move in the second limiting hole 15. The first through hole 11 is located above the transition hole 14, and the second through hole 12 is located below the transition hole 14.

[0042] To further explain, the widths of the first collapsible portion 16 and the second collapsible portion 17 need to be determined based on the distance between the mounting holes and the angle of the backrest tilt.

[0043] Specifically, when the energy-absorbing structure of the aircraft seat is in a normal state, the first limiting member 4 is located in the first limiting hole 13, and the first collapsible part 16 and the second collapsible part 17 are both in a normal state; when the backrest frame 2 is impacted, the backrest frame 2 will rotate around the backrest fixing axis 3, and the energy-absorbing plate 1 will be in a fixed state, so that the first limiting member 4 will pass through the transition hole 14 and enter the second limiting hole 15. During the process of the first limiting member 4 passing through the transition hole 14, the first limiting member 4 will squeeze the first collapsible part 16 and the second collapsible part 17 to both sides, and the first collapsible part 16 will push against the backrest frame 2. The first through hole 11 undergoes collapse deformation, and the second collapse portion 17 will collapse deformation toward the second through hole 12. The collapse deformation of the first collapse portion 16 and the second collapse portion 17 will absorb the kinetic energy of the seat back frame 2, slowing down the forward acceleration of the seat back frame 2. Since the first collapse portion 16 and the second collapse portion 17 are both gradual deformation processes, the energy-absorbing plate 1 can gradually absorb the kinetic energy of the seat back frame 2, and the forward acceleration of the seat back frame 2 will gradually decrease. This avoids the risk of the occupant being injured forward due to inertia due to the energy-absorbing plate 1 releasing too much energy at once, and improves the protection of the rear occupants by the energy-absorbing structure of the aviation seat.

[0044] In one embodiment, such as Figure 3 As shown, the energy-absorbing plate 1 is also provided with a first buffer plate 18 surrounding the second limiting hole 15. The width of the second limiting hole 15 is smaller than the diameter of the first limiting member 4. The first buffer plate 18 is used to collapse and absorb energy when the first limiting member 4 moves in the second limiting hole 15.

[0045] The thickness of the first buffer plate 18 is less than the thickness of the energy-absorbing plate 1, and the first buffer plate 18 is formed by setting grooves on the energy-absorbing plate 1.

[0046] Specifically, as the first limiting member 4 moves in the second limiting hole 15, the first limiting member 4 will press the first buffer plate 18 in all directions, and the first buffer plate 18 will undergo collapse deformation. During the expansion and contraction deformation of the first buffer plate 18, it will absorb the kinetic energy of the chair back frame 2.

[0047] In this embodiment, the first crumple zone 16 and the second crumple zone 17 can perform primary crumple energy absorption, and the first buffer plate 18 can perform secondary crumple energy absorption, so that the energy-absorbing plate 1 can gradually absorb the kinetic energy of the seat back frame 2, further improving the protection of the rear passengers by the energy-absorbing structure of the aviation seat.

[0048] In one embodiment, such as Figure 4 As shown, the energy-absorbing plate 1 is also provided with a shearing plate 19, the thickness of which is greater than the thickness of the first buffer plate 18; the first limiting hole 13, the transition hole 14, the second limiting hole 15 and the shearing plate 19 are arranged in sequence with the backrest fixing shaft 3 as the center; when the first limiting member 4 cuts the shearing plate 19, shearing energy absorption occurs.

[0049] The shearing plate 19 is formed by setting a groove on the energy-absorbing plate 1, and the thickness of the shearing plate 19 is less than the thickness of the energy-absorbing plate 1; the first limiting hole 13, the transition hole 14, the second limiting hole 15 and the shearing plate 19 are sequentially located on the rotation path of the first limiting member 4.

[0050] Specifically, when the chair back frame 2 is impacted, the chair back frame 2 will rotate around the backrest fixing axis 3. The first limiting member 4 will pass through the transition hole 14 and enter the second limiting hole 15. During the process of the first limiting member 4 passing through the transition hole 14, the first limiting member 4 will squeeze the first collapsible part 16 and the second collapsible part 17 to both sides. The first collapsible part 16 will collapse and deform towards the first through hole 11, and the second collapsible part 17 will collapse and deform towards the second through hole 12. The collapse and deformation of the first collapsible part 16 and the second collapsible part 17 will absorb the kinetic energy of the chair back frame 2 at the initial moment of impact, and slow down the forward acceleration of the chair back frame 2. During the movement of the first limiting member 4 in the second limiting hole 15, the first limiting member 4 will squeeze the first buffer plate 18 to all sides. The first buffer plate 18 will collapse and deform. During the expansion and contraction deformation of the first buffer plate 18, it will also absorb the kinetic energy of the chair back frame 2, and slow down the forward acceleration of the chair back frame 2. When the first limiting member 4 moves into the second limiting hole 15, before the kinetic energy of the chair back frame 2 has been fully released, the first limiting member 4 can cut the shear plate 19 and leave the energy-absorbing plate 1. The first limiting member 4 cutting the shear plate 19 will also absorb the kinetic energy of the chair back frame 2 and slow down the forward acceleration of the chair back frame 2.

[0051] In this embodiment, the first crumple zone 16 and the second crumple zone 17 provide primary crumple energy absorption, the first buffer plate 18 provides secondary crumple energy absorption, and the shear plate 19 provides tertiary shear energy absorption. This further enhances the protection of the rear-seat occupants by the energy-absorbing structure of the aircraft seat. Specifically, the primary crumple energy absorption effectively reduces the impact kinetic energy of the seat on the human body in an emergency, while the tertiary shear energy absorption continues to absorb the reduced energy, ensuring protection against overload and collisions for the occupants.

[0052] In one embodiment, such as Figure 3 As shown, the width of the first limiting hole 13 facing the transition hole 14 is greater than the width of the transition hole 14.

[0053] The width of the second limiting hole 15 facing the end of the transition hole 14 is greater than the width of the transition hole 14.

[0054] Specifically, when the first limiting member 4 passes through the transition hole 14 from the first limiting hole 13 into the second limiting hole 15, the first limiting member 4 will initially squeeze the inner wall of the transition hole 14 upon entering the transition hole 14. When the first limiting member 4 enters the second limiting hole 15, the first limiting member 4 will be in a free state for a moment before squeezing the first buffer plate 18. The first limiting member 4 exerts the greatest squeezing force on the first collapsing part 16 and the second collapsing part 17 in the middle of the transition hole 14, so that the first limiting member 4 will not instantly break off the first collapsing part 16 and the second collapsing part 17.

[0055] In one embodiment, such as Figure 2 and Figure 6 As shown, the energy-absorbing plate 1 is also provided with a shaft hole 101, and the energy-absorbing plate 1 is rotatably mounted on the backrest fixing shaft 3 through the shaft hole 101;

[0056] The energy-absorbing plate 1 is also provided with a third limiting hole 102 and a second buffer plate 103 arranged around the third limiting hole 102. The third limiting hole 102 and the first limiting hole 13 are respectively located on opposite sides of the shaft hole 101.

[0057] The energy-absorbing structure of the aircraft seat also includes a second limiting member 6, which is installed on the backrest frame 2 and inserted into the third limiting hole 102;

[0058] When the second limiting member 6 cuts the second buffer plate 103, shear energy is absorbed.

[0059] The first limiting hole 13, the transition hole 14, and the second limiting hole 15 are all located above the shaft hole 101, and the third limiting hole 102 is located below the shaft hole 101; the second limiting member 6 includes, but is not limited to, pins, bolts, etc.; the shape of the third limiting hole 102 can be set according to actual needs; after the groove is set on the energy absorbing plate 1, the second buffer plate 103 is formed, and the thickness of the second buffer plate 103 is less than the thickness of the energy absorbing plate 1.

[0060] Specifically, the energy-absorbing plate 1 is provided with a first limiting hole 13, a transition hole 14, a second limiting hole 15, and a third limiting hole 102; when the chair back frame 2 is impacted, the chair back frame 2 will rotate around the backrest fixing axis 3 (the first limiting member 4 along...). Figure 6As shown in the L1 direction (rotation), the first limiting member 4 will pass through the transition hole 14 and enter the second limiting hole 15. During the process of the first limiting member 4 passing through the transition hole 14, the first limiting member 4 will squeeze the first collapsible part 16 and the second collapsible part 17 to both sides. The first collapsible part 16 will collapse and deform towards the first through hole 11, and the second collapsible part 17 will collapse and deform towards the second through hole 12. The collapse and deformation of the first collapsible part 16 and the second collapsible part 17 will absorb the kinetic energy of the chair back frame 2 at the initial moment of impact, and slow down the forward acceleration of the chair back frame 2. During the movement of the first limiting member 4 in the second limiting hole 15, the first limiting member 4 will squeeze the first buffer plate 18 to all sides. The first buffer plate 18 will collapse and deform. During the expansion and contraction deformation of the first buffer plate 18, it will also absorb the kinetic energy of the chair back frame 2 and slow down the forward acceleration of the chair back frame 2. When the kinetic energy of the first limiting member 4 in the second limiting hole 15 has not been fully released, the second limiting member 6 can cut off the second buffer plate 103 and leave the energy-absorbing plate 1 (the second limiting member 6 along...). Figure 6 (as shown in the L1 direction rotation), the second limiting member 6 cutting off the second buffer plate 103 will also absorb the kinetic energy of the chair back frame 2, slowing down the forward acceleration of the chair back frame 2.

[0061] In this embodiment, the first crumple zone 16 and the second crumple zone 17 can perform primary crumple energy absorption, the first buffer plate 18 can perform secondary crumple energy absorption, and the second buffer plate 103 can perform tertiary cutting-off energy absorption, further improving the protection of the rear passengers by the energy absorption structure of the aircraft seat.

[0062] Specifically, the energy-absorbing plate 1 is provided with a first limiting hole 13, a transition hole 14, a second limiting hole 15, a sheared thin plate 19, and a third limiting hole 102. When the chair back frame 2 is impacted, the chair back frame 2 will rotate around the backrest fixing axis 3. The first limiting member 4 will pass through the transition hole 14 and enter the second limiting hole 15. During the process of the first limiting member 4 passing through the transition hole 14, the first limiting member 4 will squeeze the first collapsing part 16 and the second collapsing part 17 to both sides. The first collapsing part 16 will collapse and deform towards the first through hole 11, and... The second collapsible portion 17 will collapse and deform towards the second through hole 12. The collapse and deformation of the first collapsible portion 16 and the second collapsible portion 17 will absorb the kinetic energy of the chair back frame 2 at the initial moment of impact, and slow down the forward acceleration of the chair back frame 2. During the movement of the first limiting member 4 in the second limiting hole 15, the first limiting member 4 will squeeze the first buffer plate 18 in all directions. The first buffer plate 18 will collapse and deform. During the expansion and contraction deformation of the first buffer plate 18, it will also absorb the kinetic energy of the chair back frame 2 and slow down the forward acceleration of the chair back frame 2. When the first limiting member 4 moves into the second limiting hole 15, and the kinetic energy of the chair back frame 2 has not been fully released, the first limiting member 4 can cut the shear plate 19 and leave the energy-absorbing plate 1. The first limiting member 4 cutting the shear plate 19 will also absorb the kinetic energy of the chair back frame 2, slowing down the forward acceleration of the chair back frame 2. When the limiting member cuts the shear plate 19, and the kinetic energy of the chair back frame 2 has not been fully released, the second limiting member 6 can cut the second buffer plate 103 and leave the energy-absorbing plate 1. The second limiting member 6 cutting the second buffer plate 103 will also absorb the kinetic energy of the chair back frame 2, slowing down the forward acceleration of the chair back frame 2.

[0063] In this embodiment, the first crumple zone 16 and the second crumple zone 17 can perform primary crumple energy absorption, the first buffer plate 18 can perform secondary crumple energy absorption, the shear plate 19 can perform tertiary cutting energy absorption, and the second buffer plate 103 can perform quaternary cutting energy absorption, further improving the protection of the rear occupants by the energy absorption structure of the aircraft seat.

[0064] In one embodiment, the second buffer plate 103 has a first narrow slot and a second narrow slot on opposite sides, and the second buffer plate between the first narrow slot and the second narrow slot is a narrow cutting arm 1031. When the second limiting member 6 cuts the narrow cutting arm 1031, shear energy absorption occurs.

[0065] The first narrow slot is located on the inner side of the second buffer plate 103, and the second narrow slot is located on the outer side of the second buffer plate 103. There are two narrow slots, and the width of the narrow cut arm 1031 between the first narrow slot and the second narrow slot is relatively small.

[0066] Specifically, when the second limiting member 6 impacts the second buffer plate 103, the narrow cutting arm 1031, due to its small width, can be cut off by the second limiting member 6 and moved to the outside of the energy-absorbing plate 1. In this embodiment, the design of the narrow cutting arm 1031 facilitates the second limiting member 6 in cutting off the second buffer plate 103.

[0067] In one embodiment, such as Figure 2 As shown, the backrest frame 2 is also provided with a third through hole, and the backrest fixing shaft 3 is provided with a fastening hole at one end away from the seat support plate 5; the aviation seat energy absorption structure also includes a fastener 7, one end of which abuts against the backrest frame 2, and the other end of which passes through the third through hole and is inserted into the fastening hole.

[0068] Fasteners 7 include, but are not limited to, bolts, screws, etc.

[0069] In this embodiment, the energy-absorbing plate 1 is rotatably mounted on the backrest fixing shaft 3 via the fastener 7, and the backrest frame 2 is fixedly mounted on the energy-absorbing plate 1 via the fastener 7. The assembly and operation of this aviation seat energy-absorbing structure are convenient.

[0070] In one embodiment, such as Figure 2 As shown, the energy-absorbing structure of the aircraft seat also includes an angle adjustment drive 8 installed on the seat support plate 5;

[0071] The output end of the angle adjustment drive 8 is connected to the energy-absorbing plate 1, and is used to drive the energy-absorbing plate 1 and the chair back frame 2 to rotate around the backrest fixing axis 3.

[0072] Among them, the angle adjustment drive component 8 includes, but is not limited to, pneumatic cylinders, hydraulic cylinders, and linear motors.

[0073] Specifically, the angle adjustment drive 8 can drive the energy-absorbing plate 1 to rotate around the backrest fixing shaft 3, and the energy-absorbing plate 1 can drive the chair back frame 2 to rotate around the backrest fixing shaft 3, thereby achieving the technical effect of adjusting the angle of the chair back frame 2.

[0074] In one embodiment, such as Figure 1As shown, the energy-absorbing structure of the aircraft seat includes two energy-absorbing plates 1, two backrest fixing shafts 3, two first limiting members 4, two seat support plates 5, a backrest frame 2, an angle adjustment drive member 8, and a connector 9.

[0075] Two seat support plates 5 are spaced apart; the backrest fixing shafts 3 are installed on the seat support plates 5 one by one; the energy-absorbing plates 1 are rotatably installed on the backrest fixing shafts 3 one by one; the two first limiting members 4 are respectively rotatably installed on opposite sides of the chair back frame 2 and are inserted into the first limiting holes 13 one by one; the adapter 9 is installed on one of the seat support plates 5, and the angle adjustment drive 8 is installed on the other seat support plate 5; the adapter 9 is connected to one of the energy-absorbing plates 1, and the output end of the angle adjustment drive 8 is connected to the other energy-absorbing plate 1.

[0076] In this embodiment, energy-absorbing plates 1 are installed at both the left and right ends of the chair back frame 2. When the chair back frame 2 is impacted, the energy-absorbing plates 1 on both the left and right sides can absorb energy, thus avoiding structural damage to the chair back frame 2 caused by uneven force on one side. Structural damage to the chair back frame 2 can easily cause injury to the occupant.

[0077] Another embodiment of this utility model also provides an aircraft seat, including the above-described aircraft seat energy-absorbing structure.

[0078] To further explain, the aircraft seat also includes a backrest body, a basin body, and a base. The backrest frame 2 is mounted on the backrest body, the seat support plate 5 is mounted on the side of the basin body, and the basin body is mounted on the base.

[0079] Specifically, the seat basin is the part for weighing the occupant, the seat back is the part for the occupant to lean against, and the aircraft seat is installed inside the aircraft via the base.

[0080] The above-described embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model, and should all be included within the protection scope of this utility model.

Claims

1. An energy-absorbing structure for an aircraft seat, characterized in that, It includes an energy-absorbing plate, a chair back frame, a backrest fixing shaft, a first limiting member, and a seat support plate; the chair back frame is mounted on the energy-absorbing plate, and the backrest fixing shaft is mounted on the seat support plate; the energy-absorbing plate is rotatably mounted on the backrest fixing shaft; The energy-absorbing plate is provided with a first through hole, a second through hole, a first limiting hole, a transition hole, and a second limiting hole. The first limiting hole, the transition hole, and the second limiting hole are connected in sequence. The first through hole and the second through hole are respectively provided on opposite sides of the transition hole along the width direction. A first collapsing portion is provided between the first through hole and the transition hole, and a second collapsing portion is provided between the second through hole and the transition hole. The distance between the first collapsing portion and the second collapsing portion is less than the diameter of the first limiting member. The first limiting member is installed on the chair back frame and inserted into the first limiting hole; The first and second collapsing portions are used to cause energy absorption when the first limiting member in the first limiting hole passes through the transition hole and enters the second limiting hole.

2. The energy-absorbing structure for an aircraft seat according to claim 1, characterized in that, The energy-absorbing plate is also provided with a first buffer plate surrounding the second limiting hole, the width of the second limiting hole being smaller than the diameter of the first limiting member; the first buffer plate is used to collapse and absorb energy when the first limiting member moves in the second limiting hole.

3. The energy-absorbing structure for an aircraft seat according to claim 2, characterized in that, The energy-absorbing plate is also provided with a shearing plate, the thickness of which is greater than the thickness of the first buffer plate; the first limiting hole, the transition hole, the second limiting hole, and the shearing plate are arranged in sequence with the backrest fixing shaft as the center; when the first limiting member cuts the shearing plate, shearing energy absorption occurs.

4. The energy-absorbing structure for an aircraft seat according to claim 1, characterized in that, The width of the first limiting hole facing the end of the transition hole is greater than the width of the transition hole; The width of the second limiting hole facing the end of the transition hole is greater than the width of the transition hole.

5. The energy-absorbing structure for an aircraft seat according to claim 1, characterized in that, The energy-absorbing plate is also provided with a shaft hole, and the energy-absorbing plate is rotatably mounted on the backrest fixing shaft through the shaft hole; The energy-absorbing plate is also provided with a third limiting hole and a second buffer plate arranged around the third limiting hole. The third limiting hole and the first limiting hole are respectively located on opposite sides of the shaft hole. The energy-absorbing structure of the aircraft seat also includes a second limiting member, which is installed on the backrest frame and inserted into the third limiting hole; When the second limiting member cuts the second buffer plate, shear energy is absorbed.

6. The energy-absorbing structure for an aircraft seat according to claim 5, characterized in that, The second buffer plate has a first narrow slot and a second narrow slot on its opposite sides, and the second buffer plate between the first narrow slot and the second narrow slot is a narrow cutting arm. When the second limiting member cuts the narrow cutting arm, shear energy is absorbed.

7. The energy-absorbing structure for an aircraft seat according to claim 5, characterized in that, The backrest frame is also provided with a third through hole, and the end of the backrest fixing shaft opposite to the seat support plate is provided with a fastening hole; the energy absorption structure of the aviation seat also includes a fastener, one end of which abuts against the backrest frame, and the other end of which passes through the third through hole and is inserted into the fastening hole.

8. The energy-absorbing structure for an aircraft seat according to claim 1, characterized in that, The energy-absorbing structure of the aircraft seat also includes an angle adjustment drive component installed on the seat support plate; The output end of the angle adjustment drive is connected to the energy-absorbing plate, and is used to drive the energy-absorbing plate and the chair back frame to rotate around the backrest fixed axis.

9. The energy-absorbing structure for an aircraft seat according to claim 8, characterized in that, The energy-absorbing structure of the aircraft seat includes two energy-absorbing plates, two backrest fixing shafts, two first limiting members, two seat support plates, a backrest frame, an angle adjustment drive member, and a connecting member; Two seat support plates are spaced apart; the backrest fixing shafts are installed on the seat support plates one-to-one; the energy-absorbing plates are rotatably installed on the backrest fixing shafts one-to-one; two first limiting members are rotatably installed on opposite sides of the chair back frame and are inserted into the first limiting holes one-to-one; the adapter is installed on one of the seat support plates, and the angle adjustment drive is installed on the other seat support plate; the adapter connects to one of the energy-absorbing plates, and the output end of the angle adjustment drive is connected to the other energy-absorbing plate.

10. An aircraft seat, characterized in that, Including the energy-absorbing structure for aircraft seats as described in any one of claims 1 to 9.

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