CN115447328B - Seat and flying device - Google Patents
Seat and flying device Download PDFInfo
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- CN115447328B CN115447328B CN202211065500.4A CN202211065500A CN115447328B CN 115447328 B CN115447328 B CN 115447328B CN 202211065500 A CN202211065500 A CN 202211065500A CN 115447328 B CN115447328 B CN 115447328B
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F5/00—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media
- B60F5/02—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media convertible into aircraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
- B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
- B64D11/0647—Seats characterised by special upholstery or cushioning features
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Seats For Vehicles (AREA)
- Vibration Dampers (AREA)
Abstract
The present application relates to a seat and a flying device. The seat includes a body and a first honeycomb core. The body comprises a cushion part and a backrest part, wherein the cushion part is connected to the backrest part and bends relative to the backrest part to form a seat space together with the backrest part. The first honeycomb core is arranged on one side of the cushion part, which is away from the seat space; the first honeycomb core is provided with a plurality of first honeycomb holes, the first honeycomb holes penetrate through the first side and the second side along the hole axis direction of the first honeycomb core, and the hole axis direction of the first honeycomb holes is intersected with the cushion part; the first honeycomb core is provided with occupying holes, and the occupying holes penetrate through at least one of the first side and the second side of the first honeycomb core; the aperture of the placeholder holes is larger than the largest aperture of the first plurality of honeycomb holes. Above-mentioned seat sets up first honeycomb core under the cushion, and first honeycomb core can alleviate the impact force when the passenger bears the impact, slows down human downwardly moving's acceleration to the protection passenger.
Description
Technical Field
The application relates to the technical field of structural protection of flying devices, in particular to a seat and a flying device.
Background
The anti-crash technical means of the aircraft generally comprise an energy-absorbing landing gear, an anti-crash nose and fuselage structure, a rotor structure, an anti-crash seat and the like, and the anti-crash seat is the most important means in the anti-crash technology of the aerocar because the aerocar does not have the energy-absorbing landing gear and the car body energy-absorbing structure. The main structure of the crash-resistant seat is a buffering energy absorber arranged on the seat, and the energy absorber can reduce the impact kinetic energy of an occupant through plastic deformation of the energy absorber when the crash occurs, so that the impact force is reduced, and the effect of protecting the occupant is realized.
The common crash-resistant seat adopts an expansion pipe type or a turnover pipe type energy absorber, but the size of the turnover pipe type or the expansion pipe type energy absorber is larger, the structure is more complicated, the weight of the whole seat is heavier, and the lightweight design of the seat is difficult to meet while the protective performance is not influenced.
Disclosure of Invention
The embodiment of the application provides a seat and a flying device with the seat.
In a first aspect, an embodiment of the present application provides a seat comprising a body, a first honeycomb core, and a support. The body comprises a cushion part and a backrest part, wherein the cushion part is connected to the backrest part and bends relative to the backrest part to form a seat space together with the backrest part. The first honeycomb core is arranged on one side of the cushion part, which is away from the seat space; the first honeycomb core is provided with a plurality of first honeycomb holes, the first honeycomb holes penetrate through the first side and the second side along the hole axis direction of the first honeycomb core, and the hole axis direction of the first honeycomb holes is intersected with the cushion part; the first honeycomb core is provided with a space occupying hole, and the space occupying hole penetrates through the second side to form an opening; the aperture of the placeholder holes is larger than the largest aperture of the first plurality of honeycomb holes. The bearing piece is stacked on the second side, and the bearing piece is provided with a first through hole communicated with the occupying hole.
In a second aspect, an embodiment of the present application further provides a flying apparatus, including a machine body and a seat according to any one of the above.
Compared with the prior art, in the seat provided by the embodiment of the application, the first honeycomb core is arranged below the seat cushion. The first honeycomb core is used as an energy absorption structure, can collapse when being subjected to external load, and can slow down impact, and the acceleration of downward movement of a human body is slowed down when a crash occurs, so that passengers are protected. The structural strength of the first honeycomb cores of the plurality of first cells Kong Digao facilitates pressure relief when the first honeycomb cores are impacted. The first honeycomb core not only can alleviate the impact to protect the occupant, but also promotes the weight reduction of the seat. When the first honeycomb core is compressed from the first side to the second side, part of the first honeycomb holes collapse at one end of the first side under impact force, air which is discharged from the first honeycomb holes is not enough to enter the occupying holes along the collapse ports of the first honeycomb holes, and the pressure in the first honeycomb holes is relieved. Under the condition that the occupation holes are formed, the aperture of the first honeycomb holes of the first honeycomb core can be smaller, and the first honeycomb cores can be provided with more first honeycomb holes which are densely distributed, so that the structural strength of the first honeycomb cores is enhanced.
Drawings
In order to more clearly illustrate the technical solutions of the present application, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural view of a flying device according to an embodiment of the present application.
Fig. 2 is a schematic structural view of a seat according to an embodiment of the present application.
Fig. 3 is a schematic cross-sectional view of a part of the structure of the seat shown in fig. 2.
Fig. 4 is a partial structural schematic view of the body of the seat shown in fig. 2.
Fig. 5 is a schematic view of the structure of the first honeycomb core of the seat shown in fig. 2.
Fig. 6 is a schematic side view of the first honeycomb core shown in fig. 5.
Fig. 7 is a schematic structural view of a cushion structure of the seat shown in fig. 2.
Fig. 8 is a schematic view of another embodiment of the support of the cushioning structure of fig. 7.
Fig. 9 is a schematic view of a structure of the seat shown in fig. 2 for embodying a covering portion.
Fig. 10 is a schematic structural view of another embodiment of a cushioning structure of the seat shown in fig. 2.
Fig. 11 is a schematic structural view of still another embodiment of a cushioning structure of the seat shown in fig. 2.
Description of the reference numerals: 100. a seat; 10. a body; 11. a cushion section; 12. a backrest part; 13. a seating space; 14. a coating section; 141. an installation space; 142. a second through hole; 15. a headrest portion; 165. a support part; 161. a first reinforcing part; 162. a second reinforcing part; 163. a third reinforcing part; 164. reinforcing ribs; 17. a reinforcing plate; 20. a bracket; 30. a buffer structure; 31. a first honeycomb core; 311. a first side; 312. a second side; 313. a first honeycomb hole; 314. a space occupying hole; 315. a honeycomb core body; 316. a compression section; 32. a dispersing member; 33. a support; 331. a first through hole; 35. a second honeycomb core; 36. a third honeycomb core; 70. a submergence preventing structure; 200. a flying device; 201. a body; 203. a slide rail.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the description of the present invention, it should be understood that the terms "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
In the description of the present invention, it should be noted that, unless explicitly stated and limited otherwise, the terms "mounted", "connected" and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected. It may be a mechanical connection that is made, or may be an electrical connection. Can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Referring to fig. 1 and 2, the embodiment of the application provides a seat 100 and a flying device 200 equipped with the seat 100, wherein the seat 100 is used for reducing the collision kinetic energy of an occupant when the flying device 200 crashes, so as to achieve the effect of protecting the occupant in the flying device 200. The flying device 200 includes a body 201 and a seat 100, and the seat 100 is disposed in the body 201.
The specific type of the flying apparatus 200 is not limited in this specification, and for example, the flying apparatus 200 may be an airplane, a helicopter, or a car, and in this embodiment, the flying apparatus 200 is a car. The flying car may include a plurality of seats 100, and the plurality of seats 100 may include a pilot seat, a co-pilot seat, and a rear seat for other passengers.
Referring to fig. 2 and 3, in the present embodiment, the seat 100 includes a body 10 and a cushioning structure 30. The body 10 includes a cushion portion 11 and a backrest portion 12, and the cushion portion 11 is connected to the backrest portion 12 and is folded with respect to the backrest portion 12 to form a seat space 13 together with the backrest portion 12. The cushion structure 30 is provided on a side of the cushion portion 11 facing away from the seating space 13. When a passenger takes the vehicle 200, the passenger sits on the seat cushion 11, and the back of the passenger leans against the backrest 12. If the buffer structure 30 is not provided in the crash mode, the passenger can move downward along with the whole seat 100, and the passenger can bear impact more than the human body, so that the lumbar vertebra of the human body is paralyzed or injured. The seat 100 of the embodiment of the application is provided with the buffer structure 30 below the cushion part 11, and the buffer structure 30 can slow down the impact force when the passenger is impacted, slow down the acceleration of the downward movement of the human body, thereby protecting the passenger.
The seat cushion portion 11 is mainly used for seating a passenger. The cushion portion 11 is disposed obliquely with respect to the horizontal plane, and a side of the cushion portion 11 closer to the backrest portion 12 is farther from the bottom of the body 201 (e.g., the floor in the body 201) than a side thereof farther from the backrest portion 12. The bottom of the body 201 is the bottom of the flying device 200 when it is in a stagnation state when it is placed on a plane. The specific structure of the cushion portion 11 is not limited in this specification, and for example, the cushion portion 11 may be made of foam, and the foam may be fixed to the backrest portion 12 and the cushion structure 30 by means of gluing. The side of the foam facing the seat space 13 may be covered with a seat cover, which may be made of ice silk, cotton cloth or leather, etc., so as to protect the cushion portion 11 while increasing the aesthetic property of the seat 100. In this embodiment, a reinforcing cloth or an elastic cloth may be further disposed on a side of the cushion portion 11 facing away from the seating space 13, and the reinforcing cloth or the elastic cloth provides protection for the cushion portion 11, thereby improving the impact receiving capability of the cushion portion 11.
The backrest portion 12 is provided on one side of the seat cushion portion 11 for a passenger seated on the seat cushion portion 11 to lean against. The backrest 12 is inclined relative to the vertical plane, and the included angle between the backrest 12 and the cushion 11 is approximately an obtuse angle, which is beneficial to ensuring the comfort of passengers when taking. The specific structure of the backrest 12 is not limited in this specification, for example, a side of the backrest 12 facing the seat space 13 may be made of foam, so as to improve comfort of a passenger leaning on the seat 100, and similarly, a side of the foam facing the seat space 13 may be covered with a seat cover made of ice silk material, cotton cloth material or leather material.
In some embodiments, a support 165 may also be provided within the back 12. The supporting part 165 is provided with a honeycomb hole buffer structure, the honeycomb hole buffer structure can be a paper honeycomb, the paper honeycomb is a regular hexagonal structure formed by processing kraft paper, and is manufactured according to the principle of a natural honeycomb structure, corrugated base paper is connected into a plurality of hollow three-dimensional regular hexagons by using an adhesive method to form an integral stress piece, and the two end surfaces of the integral stress piece are adhered with facial tissues to form an environment-friendly energy-saving material with a sandwich structure. The direction of the hole axis of the honeycomb hole structure in the supporting portion 165 is approximately perpendicular to the backrest portion 12, so that the structural strength of the backrest portion 12 can be improved under a light weight, and a certain buffering effect can be achieved when the flying device 200 crashes. In some embodiments, the back rest 12 has a mounting slot in approximately the middle in which the support 165 is embedded, which can provide some degree of strength and reduce the mass and cost of the back rest 12.
Referring to fig. 2 and fig. 4, in the present embodiment, the body 10 further includes a covering portion 14, the covering portion 14 is integrally formed on the backrest portion 12 and is located on a side of the seat cushion portion 11 facing away from the seat space 13, and the covering portion 14 is used for installing and reinforcing the cushioning structure 30. The cover portion 14 is substantially spaced apart from the cushion portion 11 so as to form an installation space 141 for installing the cushion structure 30 together with the cushion portion 11. In the process of manufacturing the seat 100, the cover 14 and the backrest 12 may be integrally formed by injection molding, blow molding, or the like, and then the cushion 11 may be assembled to the cover 14 and the backrest 12 by gluing.
Further, the body 10 may further include a reinforcing plate 17, where the reinforcing plate 17 is disposed in the covering portion 14 and located between the cushion portion 11 and the buffer structure 30. One side of the reinforcing plate 17 is fixed to the cushion portion 11, the other side is bonded to the cushion structure 30 by means of adhesive, and the peripheral wall of the reinforcing plate 17 is fixedly connected to the inner wall of the covering portion 14. The specific material of the reinforcing plate 17 is not limited in this specification, and for example, the reinforcing plate 17 may be made of a polymer plastic with high toughness, etc. to ensure strength and elasticity. The reinforcing plate 17 improves the structural strength of the cushion portion 11 on the one hand, and improves the stability of the installation of the cushion structure 30 on the other hand.
The body 10 is mounted on the body 201 (as shown in fig. 1) through the cover 14, and in order to improve the stability of mounting the cover 14, in this embodiment, the seat 100 includes a bracket 20, and the cover 14 is connected to the body 201 through the bracket 20. Specifically, the coating portion 14 is connected to the bracket 20 by a bolt. The specific connection manner of the seat 100 and the body 201 is not limited in this specification, for example, the seat 100 may be fixed at a certain position in the body 201, or may be slidably disposed in the body 201 to adapt to various applications. If the seat 100 is fixed in the body 201, the bracket 20 is fixedly connected to the floor in the body 201, for example, at the driver's seat or co-driver's seat in the body 201. If the seat 100 is slidably disposed in the body 201, the body 201 may be provided with a sliding rail 203, and the sliding rail 203 may be disposed in an extending direction and a position according to a riding requirement in the body 201. The bracket 20 is slidably connected to the slide rail 203. In this embodiment, the bracket 20 is made of high-strength steel, so that the stability of the support and connection of the bracket 20 is improved.
The body 10 further comprises a headrest portion 15, the headrest portion 15 being connected to an end of the backrest portion 12 facing away from the covering portion 14 for leaning on by the head of a passenger in the seat 100. The side of the headrest 15 facing the passenger may be provided with foam or other flexible cushion to enhance the comfort of the passenger leaning.
In order to improve the strength of the body 10, in the present embodiment, the body 10 further includes a reinforcing member connected between the plurality of parts of the body 10 for improving the bending resistance of the body 10. The stiffener includes a first stiffener 161, a second stiffener 162, a third stiffener 163, and a stiffener 164. The first reinforcing parts 161 are connected between the headrest 15 and the backrest 12, and the first reinforcing parts 161 are provided in two, the two first reinforcing parts 161 are respectively provided on opposite sides of the headrest 15, and when the head of the passenger leans against the headrest 15, the two first reinforcing parts 161 are respectively provided on opposite sides of the head of the passenger. The two first reinforcing portions 161 improve the strength of the connection between the headrest portion 15 and the backrest portion 12.
The second reinforcement portion 162 is connected between the backrest portion 12 and the covering portion 14, and has an arc transition at the connection between the backrest portion 12 and the covering portion 14. The two second reinforcing portions 162 are disposed on two opposite sides of the wrapping portion 14, respectively, and the two second reinforcing portions 162 are disposed on two opposite sides of the wrapping portion 14. The two second reinforcing portions 162 increase the strength of the connection between the cover portion 14 and the backrest portion 12.
The third reinforcement portion 163 is connected to a side of the cover portion 14 facing away from the backrest portion 12, and is abutted against and connected to a side of the seat portion 11 facing away from the backrest portion 12. The third reinforcement portion 163 improves the strength of the covering portion 14 on the one hand, and provides a supporting function for the cushion portion 11 on the other hand, improving the stability of the seat 100.
The reinforcing ribs 164 are disposed on the wrapping portion 14, and serve to enhance the structural strength of the wrapping portion 14. The strength or material of the reinforcing rib 164 may be different from that of the cladding portion 14, for example, the cladding portion 14 is made of plastic, and the reinforcing rib 164 may be made of carbon fiber or metal. The number of the reinforcing ribs 164 is plural, the reinforcing ribs 164 are disposed on the coating portion 14 in a staggered manner, and the reinforcing ribs 164 extend along the arc-shaped shell of the coating portion 14. The specific connection manner between the reinforcing rib 164 and the cladding portion 14 is not limited in this specification, for example, the reinforcing rib 164 may be directly formed outside the cladding portion 14 or embedded in the cladding portion 14, and the reinforcing rib 164 and the cladding portion 14 may be further formed by insert molding or two-shot molding, so as to further improve structural strength. The specific materials of the first reinforcing portion 161, the second reinforcing portion 162, the third reinforcing portion 163 and the reinforcing rib 164 are not limited in this specification, in this embodiment, the first reinforcing portion 161, the second reinforcing portion 162, the third reinforcing portion 163 and the reinforcing rib 164 are all made of carbon fiber materials, and the headrest portion 15, the backrest portion 12 and the covering portion 14 may be made of plastic materials (for example, nylon materials), so that the bearing capacity of the body 10 against the impact strength in crash is improved, and the weight reduction of the seat 100 is facilitated. In other embodiments, the first, second, third and reinforcing parts 161, 162, 163 and 164 may be made of metal or plastic.
Referring to fig. 3 and 4, in the present embodiment, the buffer structure 30 is disposed in the installation space 141, and is used to reduce the impact kinetic energy of the passengers when the flying device 200 crashes, thereby protecting the passengers. The cushioning structure 30 includes a first honeycomb core 31. The first honeycomb core 31 is a low-density honeycomb structure, and is mainly subjected to an axial impact force in the cushioning structure 30, so that the cushioning structure 30 can provide a stable crushing reaction force. The first honeycomb core 31 serves as an energy absorbing structure which collapses when subjected to an external load, thereby effecting a reduction in impact and being suitable for protecting passengers in crash conditions. In other embodiments, the cushion structure 30 may be disposed on a side of the backrest portion 12 facing away from the seating space 13 (as shown in fig. 2), or the cover portion 14 may be protruded toward the seat cushion portion 11 to form an installation space on a side facing away from the seat cushion portion 11, in which the cushion structure 30 may be installed.
Referring to fig. 3 and 5, the first honeycomb core 31 is disposed between the covering portion 14 and the cushion portion 11, the first honeycomb core 31 has a first side 311 and a second side 312 opposite to each other, the first side 311 is a side of the first honeycomb core 31 facing the cushion portion 11, and the second side 312 is a side of the first honeycomb core 31 facing away from the cushion portion 11. The first honeycomb core 31 has a plurality of first honeycomb holes 313, the first honeycomb holes 313 extending in the own hole axis direction and penetrating the first side 311 and the second side 312, the hole axis direction of the first honeycomb holes 313 intersecting the cushion portion 11. The hole axis direction of the first honeycomb holes 313 is a direction from the first side 311 to the second side 312 or a direction from the second side 312 to the first side 311. It should be understood that, in the embodiments provided in the present application, the "honeycomb holes" should not be limited to the natural honeycomb shape, and it should be understood that the honeycomb core formed by the through-hole structures is essentially, that is, the honeycomb core may be formed by arranging a plurality of through-hole structures (for example, a porous honeycomb structure formed by densely arranging a plurality of holes), and the shapes and sizes of the plurality of through-hole structures should not be limited by the specification or the drawings in the specification, for example, a part of the through-holes are hexagonal hole shapes, another part of the through-holes are rectangular hole shapes, and the sizes of the plurality of through-holes may also be different; or the plurality of honeycomb holes in the honeycomb core may include one or more combinations of circular holes, triangular holes, rectangular holes or other polygonal holes, irregular holes, and the like, and the plurality of honeycomb holes are arranged according to a predetermined period to form a honeycomb-shaped structure in a broad sense, that is, a honeycomb core in a substantially dense and concentrated arrangement, where the predetermined period may be a row-column array, concentric radiation arrangement, row-column staggered arrangement, or just densely arranged on a plane (sequentially irregularly or regularly arranged). In this embodiment, the plurality of first honeycomb holes 313 are all hexagonal holes (for example, regular hexagons), and the plurality of first honeycomb holes 313 are closely arranged to form the first honeycomb core 31. The first plurality of cells 313 may have an equal pore size or a different pore size.
When the first honeycomb core 31 is compressed by a normal force F (direction from the first side 311 to the second side 312 or direction from the second side 312 to the first side 311), three phases of the first honeycomb core 31 occur: an elastic stage, a platform yielding stage and a densification stage. Wherein, at the stage of yielding of the platform, the compressive strength of the first honeycomb core 31 is basically at a stable value, and the mechanical property meets the requirement of the anti-falling performance of the seat 100 under the crash working condition. In this embodiment, after the first honeycomb core 31 is formed, the first side 311 is subjected to a pre-compression process to collapse and form the compressed portion 316. Specifically, as shown in fig. 6, the first honeycomb core 31 includes a honeycomb core body 315 and a compression portion 316, and the compression portion 316 is integrally formed on the honeycomb core body 315 and located at a side of the honeycomb core body 315 facing the cushion portion 11. After the pre-compression treatment of the first honeycomb core 31, the stage of the platform yielding has been entered from the elastic stage, in which stage the compressive strength of the first honeycomb core 31 is substantially at a stable value. The conventional honeycomb core is impacted during the elastic stage to generate a crushing peak, and the first honeycomb core 31 of the embodiment of the application is precompressed, so that the crushing peak cannot be generated during the use process, the compression strength stability is high, and the safety of the seat 100 is improved.
In the present embodiment, the first honeycomb core 31 is further provided with a space occupying hole 314, and the space occupying hole 314 penetrates at least one of the first side 311 and the second side 312 and is located between the plurality of first honeycomb holes 313. The placeholder holes 314 are used for pressure relief of the first honeycomb core 31. When the first honeycomb core 31 is compressed normally (in the direction from the first side 311 to the second side 312) under the crash working condition, part of the first honeycomb holes 313 collapse under the impact force at one end of the first side 311, the hole wall is broken, the discharged air in the first honeycomb holes 313 does not reach the space occupying holes 314 along the collapse ports of the first honeycomb holes 313, and the pressure in the first honeycomb holes 313 is relieved.
The number of the plurality of the space-occupying holes 314 is plural, and the plurality of space-occupying holes 314 are distributed between the plurality of first honeycomb holes 313 at intervals. The specific shape of the placeholder holes 314 is not limited in this specification, and in this embodiment, the placeholder holes 314 are circular holes. If the apertures of the plurality of first honeycomb holes 313 are equal, the plurality of occupying holes 314 may be spaced apart from each other among the plurality of first honeycomb holes 313, and the distance between two adjacent occupying holes 314 is greater than or equal to one time the aperture of the first honeycomb holes 313. The aperture of the space occupying hole 314 (the inner diameter of the regular hexagon) is larger than the largest aperture of the plurality of first honeycomb holes 313, wherein if the first honeycomb holes 313 are regular hexagon holes, the aperture of the first honeycomb holes 313 is the inner diameter of the regular hexagon, and if the first honeycomb holes 313 are rectangular holes, the aperture of the first honeycomb holes 313 is rectangular wide.
In the case where the plurality of space occupying holes 314 are provided, the aperture of the first honeycomb holes 313 of the first honeycomb core 31 may be set smaller, and the first honeycomb core 31 may have more and densely arranged first honeycomb holes 313 thereon, so that the structural strength of the first honeycomb core 31 is enhanced.
The first honeycomb core 31at different compression rates has a difference in compressive strength, typically a dynamic compressive strength that is greater than the static compressive strength, and a dynamic compressive strength that is approximately 1.5 to 2.0 times the static compressive strength (inclusive). In the case where the dynamic compression strength has been determined, the static compression strength is too small and the dynamic-static ratio is large, which may cause crushing of the first honeycomb core 31 while the passenger is seated. In the present embodiment, the first honeycomb core 31 is further depressurized through the space occupying holes 314, and the structural strength is enhanced through the plurality of dense and small first honeycomb holes 313 while the dynamic-static ratio is reduced, thereby reducing the possibility that the static compression strength is too small to damage the first honeycomb core 31 while the passenger sits.
Referring to fig. 7, in the present embodiment, the buffering structure 30 may further include a dispersing member 32, where the dispersing member 32 is disposed between the first honeycomb core 31 and the cushion portion 11 and covers an end of the first honeycomb hole 313 at the first side 311, and the dispersing member 32 is used to disperse the impact load applied to the buffering structure 30 to each place of the first honeycomb core 31. The dispersion member 32 has a substantially square plate shape, and the dispersion member 32 is connected to the first honeycomb core 31 by means of gluing. The specific material of the dispersing member 32 is not limited in this specification, and for example, the dispersing member 32 may be an aluminum plate or a glass fiber plate. In the crash condition, the dispersing member 32 can disperse the large pressure transmitted from the cushion portion 11 from one to a plurality of places, thereby facilitating the first honeycomb core 31 to absorb the impact load in a larger range and improving the safety of passengers. The dispersing member 32 can also increase the structural strength of the first honeycomb core 31, so that the possibility that the first honeycomb core 31 collapses to cause secondary injury to a human body in a crash working condition is reduced, and the possibility that the first honeycomb core 31 is locally crushed and damaged when a passenger normally takes the vehicle can also be reduced.
The specific structure of the dispersing member 32 is not limited in this specification, and the dispersing member 32 may or may not be perforated. In some embodiments, the hole axis direction of the placeholder holes 314 and the hole axis direction of the first honeycomb holes 313 are substantially co-directional, i.e., the hole axis directions of the two coincide, e.g., the hole axis directions of the two are parallel (theoretically up to parallel) to each other. The space occupying hole 314 penetrates through the first side 311 and the second side 312, and the dispersing member 32 may be provided with a through hole communicating with the space occupying hole 314, and the through hole may cooperate with the space occupying hole 314 to complete the pressure release of the first honeycomb core 31. In this case, the dispersing member 32 may be made of an aluminum plate, and rigidity thereof is ensured. The cushion portion 11 may be made of a loose porous material to accommodate the through holes of the dispersing member 32 and the space occupying holes 314 for pressure relief.
Referring to fig. 7 to 9, the cushioning structure 30 may further include a support 33, where the support 33 is disposed on the second side 312 of the first honeycomb core 31. The support 33 is substantially square plate-shaped and is adhesively attached to the end face of the second side 312. The support 33 increases the structural strength of the first honeycomb core 31, further reducing the possibility of secondary injury to the human body from collapse of the first honeycomb core 31 during crash conditions. The specific material of the support member 33 is not limited in this specification, and for example, the support member 33 may be an aluminum plate or a glass fiber plate. In this embodiment, the support 33 is an aluminum plate. If the occupying hole 314 penetrates the second side 312, the supporting member 33 may be provided with a first through hole 331. The first through holes 331 communicate with the placeholder holes 314 and/or the first honeycomb holes 313 (shown in fig. 6). The number of the first through holes 331 is plural, and the first through holes 331 are distributed on the supporting member 33 at substantially equal intervals. The first through holes 331 have a smaller aperture than the space occupying holes 314, or the first through holes 331 have a smaller aperture than or equal to the largest aperture of the plurality of first honeycomb holes 313. If the first through holes 331 are different in size, the largest pore diameter of the first through holes 331 is smaller than or equal to the largest pore diameter of the first honeycomb holes 313. The first through holes 331 have smaller or equal diameters than the space occupying holes 314 and the first honeycomb holes 313, and ensure the strength of the supporter 33 while facilitating the exhaustion.
Further, to facilitate the gas in the first honeycomb core 31 to be exhausted, a plurality of second through holes 142 are formed on a side of the cladding portion 14 near the supporting member 33, and the second through holes 142 are communicated with the outside of the first through holes 331 and the installation space 141. The aperture of the space occupying hole 314 is larger than the aperture of the first through hole 331, and the aperture of the first through hole 331 is larger than the aperture of the second through hole 142. The second through holes 142 have smaller hole diameters, and ensure the strength of the coating portion 14 while facilitating the exhaustion. In some embodiments, the second through hole 142 may also include one or two larger holes to ensure structural strength of the cladding 14.
When the first honeycomb core 31 is pressed, one end of the first honeycomb core located at the first side 311 is collapsed, and part of air in the first honeycomb holes 313 directly enters the installation space 141 through the first through holes 331 and then enters the outside through the second through holes 142. Part of air in the first honeycomb holes 313 enters the occupying holes 314 through the collapsed positions, and then enters the outside from the inside of the occupying holes 314 through the first through holes 331 and the second through holes 142, so that the pressure relief of the first honeycomb core 31 is completed.
The disclosure is not limited by whether the dispersing member 32 and the supporting member 33 are perforated to match the space occupying hole 314 for pressure relief, for example, if the space occupying hole 314 penetrates the first side 311, the dispersing member 32 may be perforated, and the supporting member 33 does not need to be perforated; if the placeholder holes 314 extend through the second side 312, the support 33 may be perforated without the dispersion members 32 having to be perforated; if the placeholder holes 314 extend through the first side 311 and the second side 312, at least one of the dispersing member 32 and the supporting member 33 is perforated. In this embodiment, the occupying hole 314 penetrates the first side 311 and the second side 312, the supporting member 33 is provided with a first through hole 331, and the dispersing member 32 is not perforated.
Referring to fig. 10, in some embodiments, the cushioning structure 30 may further include a second honeycomb core 35, the second honeycomb core 35 being stacked on the second side 312 of the first honeycomb core 31. The structure of the second honeycomb core 35 may be substantially the same as that of the first honeycomb core 31, for example, the second honeycomb core 35 may be provided with a plurality of honeycomb holes, which are also arranged in the same manner as the first honeycomb holes 313. The second honeycomb core 35 may be provided with a plurality of exhaust holes, which are located between the plurality of honeycomb holes, and the second honeycomb core 35 may further include a compression portion or the like. The features of the second honeycomb core 35 corresponding to the first honeycomb core 31 may be referred to the above description of the first honeycomb core 31, and this description is incorporated into the present embodiment and will not be repeated here.
In particular, in the present embodiment, the second honeycomb core 35 is provided with a plurality of second honeycomb holes whose hole axis directions are substantially in the same direction as that of the first honeycomb holes 313, that is, the hole axis directions of both are coincident, for example, the hole axis directions of both are parallel to each other (theoretically, may be parallel). The second cell holes have a smaller pore size than the first cell holes 313, and the second cell core 35 has a strength greater than that of the first cell core 31. If the first honeycomb holes 313 are regular hexagonal holes, the above-mentioned "the aperture of the second honeycomb holes is smaller than that of the first honeycomb holes 313" may be understood as that the side length of the second honeycomb holes is smaller than that of the first honeycomb holes 313.
Where "smaller" is understood to mean that the pore size of a portion of the second cell pores is smaller than the pore size of a portion of the first cell pores 313. For example, if the pore sizes of the plurality of second cells are different, and the pore sizes of the plurality of first cells 313 are the same, then "smaller" means that the largest pore size of the plurality of second cells is smaller than the pore size of each first cell 313. If the pore sizes of the plurality of second cells are different, the pore sizes of the plurality of first cells 313 are different, then "smaller" means that the largest pore size of the plurality of second cells is smaller than the smallest pore size of the plurality of first cells 313. If the pore diameters of the plurality of second cells are the same and the pore diameters of the plurality of first cells 313 are different, then "smaller" means that the pore diameter of each second cell is smaller than the smallest pore diameter of the plurality of first cells 313.
The strength of the first honeycomb core 31 to the second honeycomb core 35 is increased, so that the buffer structure 30 realizes variable load energy absorption, can be suitable for passengers in a larger weight range, and improves the applicability of the seat 100.
In some embodiments, the cushioning structure 30 may further include a third honeycomb core 36, the third honeycomb core 36 being stacked on a side of the second honeycomb core 35 facing away from the first honeycomb core 31. The third honeycomb core 36 may have a structure substantially identical to that of the first honeycomb core 31, for example, the third honeycomb core 36 may be provided with a plurality of honeycomb holes, which are also identical to the arrangement of the first honeycomb holes 313. The third honeycomb core 36 may also be provided with a plurality of exhaust holes, and the plurality of exhaust holes are located between the plurality of honeycomb holes, and the third honeycomb core 36 may further include a compression portion and the like, and the features of the third honeycomb core 36 corresponding to the first honeycomb core 31 may be referred to the above description of the first honeycomb core 31, which is incorporated into the present embodiment and will not be repeated here.
In particular, in the present embodiment, the third honeycomb core 36 is provided with a plurality of third honeycomb holes whose hole axis directions are substantially in the same direction as that of the first honeycomb holes 313, that is, the hole axis directions of both are coincident, for example, the hole axis directions of both are parallel to each other (theoretically, may be parallel). The third honeycomb holes have a smaller pore diameter than the second honeycomb holes, and the third honeycomb core 36 has a strength greater than that of the second honeycomb core 35. If the honeycomb holes are regular hexagonal holes, the above-mentioned "the aperture of the third honeycomb hole is smaller than the aperture of the second honeycomb hole" may be understood as that the side length of the third honeycomb hole is smaller than the side length of the second honeycomb hole.
Where "smaller" is understood to mean that the pore size of a portion of the third cell pores is smaller than the pore size of a portion of the second cell pores. For example, if the pore sizes of the plurality of third cells are different, and the pore sizes of the plurality of second cells are the same, "smaller" means that the largest pore size of the plurality of third cells is smaller than the pore size of each second cell. If the pore sizes of the plurality of third honeycomb holes are different, the pore sizes of the plurality of second honeycomb holes are different, then "smaller" means that the largest pore size of the plurality of third honeycomb holes is smaller than the smallest pore size of the plurality of second honeycomb holes. If the pore diameters of the plurality of third honeycomb holes are the same, the pore diameters of the plurality of second honeycomb holes are different in size, then "smaller" means that the pore diameter of each third honeycomb hole is smaller than the smallest pore diameter of the plurality of second honeycomb holes.
The strength of the first honeycomb core 31, the second honeycomb core 35 and the third honeycomb core 36 is increased gradually, so that the range of load changing and energy absorbing of the buffer structure 30 is larger, and the buffer structure is suitable for passengers in a larger weight range, and the applicability of the seat 100 is further improved.
The thickness of the first, second, and third honeycomb cores 31, 35, 36 is not limited in this specification, for example, the thickness of the first, second, and third honeycomb cores 31, 35, 36 decreases, or the thickness of the first, second, and third honeycomb cores 31, 35 decreases, and the thickness of the second and third honeycomb cores 35, 36 is the same. Where "thickness" refers to the dimensions of the first honeycomb core 31, the second honeycomb core 35, and the third honeycomb core 36 in the direction from the first side 311 to the second side 312, that is, the cell axis direction of the first honeycomb holes 313.
In other embodiments, as shown in fig. 11, the projection of the third honeycomb core 36 along the direction from the first side 311 (as shown in fig. 5) to the second side 312 (i.e., the direction of the hole axis) covers the projection of the second honeycomb core 35 along the direction from the first side 311 to the second side 312, and the projection area of the third honeycomb core 36 is larger than the projection area of the second honeycomb core 35. The projection of the second honeycomb core 35 along the hole axis direction covers the projection of the first honeycomb core 31 along the hole axis direction, and the projection area of the second honeycomb core 35 is larger than the projection area of the first honeycomb core 31, and the intensities of the first honeycomb core 31, the second honeycomb core 35 and the third honeycomb core 36 are increased. The first honeycomb core 31 and the second honeycomb core 35 are substantially rectangular block-shaped, and the above-mentioned "projection of the second honeycomb core 35 in the direction of the hole axis covers the projection of the first honeycomb core 31 in the direction of the hole axis" is understood to mean that the surface area of the second honeycomb core 35 toward the first honeycomb core 31 side is larger than the surface area of the first honeycomb core 31 toward the second honeycomb core 35 side. The same applies to the projection of the third honeycomb core 36 in the direction from the first side 311 to the second side 312, which covers the projection of the second honeycomb core 35 in the direction from the first side 311 to the second side 312. The incremental arrangement of the end areas of the first honeycomb core 31, the second honeycomb core 35 and the third honeycomb core 36 can also realize variable load energy absorption of the buffer structure 30, and improve the applicability of the seat 100.
Referring again to fig. 3, in this embodiment, the seat 100 further includes a dive prevention structure 70. During crash conditions, the occupant in the flying device 200 may slip forward downward (forward downward relative to the occupant) due to inertia and restraint by the harness, causing the lap harness to slip into the abdominal soft tissue, known as "dive". In the present embodiment, the passenger sits on the seat cushion portion 11, and the above-described "front-lower" position is within the installation space 141 (shown in fig. 4) and is located on the side of the cushion structure 30 facing away from the backrest portion 12. The specific structure and material of the anti-submergence structure 70 are not limited in this specification, for example, the anti-submergence structure 70 may be made of a metal pipe or EPP material (polypropylene plastic foam material). The EPP material is a high-crystallization polymer/gas composite material with excellent performance, and has good compression resistance, buffering and heat insulation performances. If the anti-dive structure 70 is made of EPP material, the anti-dive structure 70 may be fixed between the seat cushion portion 11 and the cover portion 14 by means of gluing. The anti-dive structure 70 serves to support the passenger on the one hand and to slow down the tendency of the passenger to front-drive on the other hand, thereby reducing the injury of the seat belt to the passenger.
In the seat 100 provided by the embodiment of the application, the buffer structure 30 is arranged below the cushion part 11, and in the crash working condition, the buffer structure 30 slows down the impact force when the passenger is impacted, slows down the acceleration of the downward movement of the passenger, and thus protects the passenger. The first honeycomb core 31 is pre-compressed after being formed, and enters a platform yielding stage from an elastic stage, so that the first honeycomb core 31 cannot generate a crushing peak value in the use process, the compression strength is high in stability, and the safety of the seat 100 is improved. The first honeycomb core 31 is further depressurized through the space occupying holes 314, and structural strength is enhanced through the plurality of dense and small first honeycomb holes 313 while the dynamic-static ratio is reduced, thereby reducing the possibility that the static compression strength is too small to damage the first honeycomb core 31 while a passenger sits. The dispersing member 32 can disperse the large pressure transmitted from the cushion portion 11 from one place to a plurality of places, thereby facilitating the first honeycomb core 31 to absorb the impact load in a larger range and improving the safety of passengers.
The strength of the first honeycomb core 31, the second honeycomb core 35 and the third honeycomb core 36 is increased gradually, so that the range of load changing and energy absorbing of the buffer structure 30 is larger, and the buffer structure is suitable for passengers in a larger weight range, and the applicability of the seat 100 is further improved. The carbon fiber body 10 is advantageous for the weight reduction of the seat 100 while ensuring the structural strength of the seat 100. The multiple structures of the seat 100 are connected in a glued manner, further promoting the weight saving of the seat 100.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting. Although the application has been described in detail with reference to the foregoing embodiments, it will be appreciated by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some of the technical features thereof can be replaced by equivalents. Such modifications and substitutions do not drive the essence of the corresponding technical solutions to depart from the spirit and scope of the technical solutions of the embodiments of the present application.
Claims (13)
1. A seat, comprising:
The seat cushion comprises a body, a seat cushion part and a backrest part, wherein the seat cushion part is connected to the backrest part and bends relative to the backrest part to form a seat space together with the backrest part;
The first honeycomb core is arranged on one side of the cushion part, which is away from the seat space; the first honeycomb core is provided with a first side and a second side which are opposite, the first side is the side of the first honeycomb core facing the cushion part, the second side is the side of the first honeycomb core facing away from the cushion part, the first honeycomb core is provided with a plurality of first honeycomb holes, the first honeycomb holes penetrate through the first side and the second side along the hole axis direction of the first honeycomb holes, and the hole axis direction of the first honeycomb holes is intersected with the cushion part; the first honeycomb core is provided with a space occupying hole, and the space occupying hole penetrates through the second side to form an opening; the aperture of the occupying hole is larger than the largest aperture in the first honeycomb holes; and
The support piece is stacked on the second side, and the support piece is provided with a first through hole communicated with the occupying hole.
2. The seat of claim 1, wherein the first through hole has a smaller pore size than the placeholder hole; or alternatively
The aperture of the first through hole is smaller than or equal to the largest aperture of the plurality of first honeycomb holes.
3. The seat of claim 1, wherein the body further comprises a cover connected to the backrest and covering the first honeycomb core and the support, the support being located between the first honeycomb core and the cover; the cladding part is provided with a second through hole communicated with the first through hole and the outside of the cladding part.
4. A seat as set forth in claim 3 wherein said body further includes a support portion and a plurality of ribs, said support portion being disposed on said backrest portion, said support portion being provided with a cellular cushioning structure; the reinforcing ribs are arranged on the coating part in a staggered mode, and the material of the reinforcing ribs is different from that of the coating part.
5. The seat of claim 1, further comprising a dispersion member disposed between the first honeycomb core and the cushion portion and overlying the first side.
6. The seat of claim 5, wherein the hole axis direction of the placeholder holes is aligned with the hole axis direction of the first honeycomb holes, the placeholder holes extending through the first side and the second side.
7. The seat of claim 1, wherein the plurality of first cells have an equal pore size, the plurality of placeholders are a plurality of the placeholders, the plurality of placeholders are spaced apart from each other between the plurality of first cells, and a distance between two adjacent placeholders is greater than or equal to one time the pore size of the first cells.
8. The seat according to claim 1, further comprising a second honeycomb core provided on a side of the first honeycomb core facing away from the cushion portion, the second honeycomb core being provided with a plurality of second honeycomb holes whose hole axis direction coincides with the hole axis direction of the first honeycomb holes, and whose hole diameter is smaller than that of the first honeycomb holes.
9. The seat according to claim 8, further comprising a third honeycomb core, the second honeycomb core being stacked between the first honeycomb core and the third honeycomb core, the third honeycomb core being provided with a plurality of third honeycomb holes, a hole axis direction of the third honeycomb holes being in agreement with a hole axis direction of the first honeycomb holes, and a hole diameter of the third honeycomb holes being smaller than a hole diameter of the second honeycomb holes.
10. The seat of claim 8, wherein the projection of the second honeycomb core covers the projection of the first honeycomb core when projected in the direction of the hole axis of the first honeycomb hole, and the projected area of the second honeycomb core is larger than the projected area of the first honeycomb core.
11. A seat as claimed in any one of claims 1 to 10, wherein the first honeycomb core comprises an integrally formed honeycomb core body and a compression portion on a side of the honeycomb core body facing the seat cushion portion, the compression portion being formed by collapsing a first side of the first honeycomb core through a pre-compression process.
12. A seat as claimed in any one of claims 1 to 10, further comprising a dive-down prevention structure connected to the seat cushion portion and located on a side of the first honeycomb core facing away from the backrest portion.
13. A flying device, comprising:
A body; and
The seat of any one of claims 1-12 disposed within the body.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211065500.4A CN115447328B (en) | 2022-08-31 | 2022-08-31 | Seat and flying device |
| PCT/CN2022/133284 WO2024045360A1 (en) | 2022-08-31 | 2022-11-21 | Seat and aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211065500.4A CN115447328B (en) | 2022-08-31 | 2022-08-31 | Seat and flying device |
Publications (2)
| Publication Number | Publication Date |
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| CN115447328A CN115447328A (en) | 2022-12-09 |
| CN115447328B true CN115447328B (en) | 2024-08-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211065500.4A Active CN115447328B (en) | 2022-08-31 | 2022-08-31 | Seat and flying device |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN115447328B (en) |
| WO (1) | WO2024045360A1 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN206797184U (en) * | 2017-02-09 | 2017-12-26 | 常州中航前海新材料股份有限公司 | Safety chair seats of car honeycomb energy-absorption box |
| CN206797189U (en) * | 2017-02-09 | 2017-12-26 | 常州中航前海新材料股份有限公司 | Combined type honeycomb energy-absorption box |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2181887B1 (en) * | 2008-10-31 | 2011-08-03 | C.R.F. Società Consortile per Azioni | Vehicle seat supporting body |
| DE102012012250B4 (en) * | 2012-02-10 | 2023-06-22 | Adient Us Llc | vehicle seat |
| CN104960446A (en) * | 2015-07-14 | 2015-10-07 | 吉林大学 | Honeycomb foam structure seat |
| US9708067B2 (en) * | 2015-12-16 | 2017-07-18 | Supracor, Inc. | Seat cushion for use by airline passengers |
| CN206840841U (en) * | 2017-04-01 | 2018-01-05 | 重庆延锋安道拓汽车部件系统有限公司 | Lightweight automotive seat sheet material |
| CN207225144U (en) * | 2017-08-04 | 2018-04-13 | 深圳市沃特玛电池有限公司 | A kind of motor vehicle seat back |
| CN108773111A (en) * | 2018-05-28 | 2018-11-09 | 深圳先进技术研究院 | Functionally gradient honeycomb sandwich board and its manufacturing method |
| CN208779116U (en) * | 2018-08-29 | 2019-04-23 | 徐卫国 | A kind of honeycomb core for eliminating compression peaks using fluting method |
| CN212225852U (en) * | 2020-04-24 | 2020-12-25 | 深圳市乾行达科技有限公司 | Novel energy absorption element |
| CN215552751U (en) * | 2021-06-29 | 2022-01-18 | 南京科邦复合材料有限公司 | High-strength impact-resistant automobile seat |
-
2022
- 2022-08-31 CN CN202211065500.4A patent/CN115447328B/en active Active
- 2022-11-21 WO PCT/CN2022/133284 patent/WO2024045360A1/en not_active Ceased
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN206797184U (en) * | 2017-02-09 | 2017-12-26 | 常州中航前海新材料股份有限公司 | Safety chair seats of car honeycomb energy-absorption box |
| CN206797189U (en) * | 2017-02-09 | 2017-12-26 | 常州中航前海新材料股份有限公司 | Combined type honeycomb energy-absorption box |
Also Published As
| Publication number | Publication date |
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| CN115447328A (en) | 2022-12-09 |
| WO2024045360A1 (en) | 2024-03-07 |
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