CN109835227B - Headrest of vehicle seat, vehicle seat and vehicle - Google Patents
Headrest of vehicle seat, vehicle seat and vehicle Download PDFInfo
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- CN109835227B CN109835227B CN201711191265.4A CN201711191265A CN109835227B CN 109835227 B CN109835227 B CN 109835227B CN 201711191265 A CN201711191265 A CN 201711191265A CN 109835227 B CN109835227 B CN 109835227B
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Abstract
The invention provides a headrest of a vehicle seat, the vehicle seat and a vehicle, wherein the headrest of the vehicle seat comprises a front headrest, a rear headrest and a safety device for controlling the front headrest to move between a normal use position and a protection position; a spring means biasing the locking member toward the unlocked position; and an unlocking mechanism disposed in the rear headrest and including a first lever, a second lever, and a collision trigger member, the first lever being engaged with the lock member and abutting against the second lever and performing a force interaction to hold the lock member in the lock position in a normal running state of the vehicle, and the collision trigger member disengaging the second lever from the first lever when the vehicle is struck from the rear, thereby disengaging the first lever from the lock member to release the lock member from the lock position.
Description
Technical Field
The present invention relates to the field of safety devices for vehicles. In particular, the present invention relates to a headrest for a vehicle seat, which includes a safety device capable of providing protection to an occupant of the vehicle seat in the event of a rear impact to the vehicle. The invention also relates to a vehicle seat comprising the headrest and a vehicle comprising the vehicle seat.
Background
When a vehicle is subjected to a rear impact, the occupant of the vehicle seat will typically accelerate rearwardly toward the seat. At this time, if the distance between the head of the passenger and the headrest of the vehicle seat is too large, the cervical vertebrae of the passenger may be excessively bent and extended. To avoid such injuries, the headrest should be disposed as close as possible to the head of the occupant. However, in a normal driving state of the vehicle, the head rest is too close to the head of the passenger, which may reduce the comfort of the seat. In some high-end luxury vehicles, safety devices are provided in the vehicle seat that tilt or move the headrest forward of the vehicle to reduce the distance from the passenger's head when the vehicle is struck from the rear, thereby reducing the chance of over-flexion and extension injuries to the cervical vertebrae.
Various active headrest restraint systems exist on the market for protecting the head and cervical vertebrae of an occupant in the event of a rear impact to the vehicle. For example,
johnson Controls's active head restraint system drives the front of the active head restraint system forward in the vehicle when the vehicle is struck from the rear by rotating an intermediate ring that is triggered by an actuator located underneath the seat back frameThe actuator is connected to a mechanism in the headrest by an arcuate cable. When a rear impact is applied to the vehicle, the actuator is pressed against the body of the occupant, thereby actuating the central ring mechanism in the headrest via the arcuate cable. The force transmission structure of such active headrest restraint systems is complex and has a certain time delay. Furthermore, since the trigger mechanism of such active headrest restraint systems is integrated with the seat back frame, the active headrest is always dependent on the seat back frame, resulting in high cost of the active headrest restraint system.
There are also active headrest restraint systems that are actuated by pressurized gas. When the vehicle is impacted by the rear part, the sensor senses that the vehicle collides, the pressure gas generator is triggered, and the generated pressure gas enables a part of the headrest to move towards the front of the vehicle. Such systems require electronic equipment such as sensors, are prone to error and have a certain time delay.
There are also active headrest restraint systems that use inertial mass as a collision triggering element. However, many existing systems are complex in force transfer structure or require the inertial mass to have a large mass.
Disclosure of Invention
The present invention seeks to provide an active headrest restraint system that addresses at least some of the above-mentioned deficiencies. Specifically, it is an object of the present invention to provide a headrest for a vehicle seat capable of protecting the head and neck of an occupant when a vehicle is subjected to a rear impact, the headrest having a simple force transmission structure. Another object of the present invention is to provide a headrest for a vehicle seat, which utilizes an inertial mass as a collision trigger element, wherein the mass of the inertial mass can be set small, advantageously reducing the overall mass of the vehicle.
According to an aspect of the present invention, there is provided a headrest for a vehicle seat, the headrest including a front headrest and a rear headrest, the rear headrest being fixed in a vehicle front-rear direction with respect to the vehicle seat, and the front headrest being movable with respect to the rear headrest between a normal use position and a protection position that is closer to a vehicle front than the normal use position, the headrest further including a safety device for controlling the front headrest to move between the normal use position and the protection position, the safety device including: a lock movable between a locked position and an unlocked position to move the front headrest between the normal use position and the protection position; spring means biasing said locking member towards said unlocked position; and an unlocking mechanism disposed in the rear headrest and including a first lever, a second lever, and a collision trigger member, wherein, in a normal running state of the vehicle, the first lever is engaged with the lock member and is abutted against the second lever and performs force interaction to hold the lock member in the lock position, and when the vehicle is struck from the rear, the collision trigger member brings the second lever out of abutment against the first lever, thereby bringing the first lever out of engagement with the lock member to release the lock member from the lock position.
According to an embodiment of the present invention, wherein the first lever is rotatably fixed to the rear headrest and is configured such that one end is engaged with the lock member and the other end abuts against the second lever and force-interacts to hold the lock member at the lock position in a normal running state of the vehicle.
According to an embodiment of the invention, the locking member is provided with a mating structure, and the one end of the first lever engages with the locking member by snapping into engagement with the mating structure.
According to the embodiment of the present invention, wherein the second lever is rotatably fixed to the rear headrest, and is configured such that one end abuts against the other end of the first lever and force-interacts to hold the lock member at the lock position in a normal running state of the vehicle.
According to an embodiment of the present invention, wherein the other end of the first lever is provided with a notched portion, and the one end of the second lever is provided with a notched mating portion, the first lever and the second lever abut against each other and perform force interaction by mating of the notched portion and the notched mating portion.
According to an embodiment of the present invention, the headrest further includes a stopper member that prevents the second lever from rotating toward the front of the vehicle in a state where the vehicle is normally running, so that the second lever is held in abutment with the first lever.
According to an embodiment of the invention, wherein the other end of the second lever is associated with the collision triggering element.
According to an embodiment of the invention, wherein the collision triggering element is formed as an inertial mass and is fixedly connected to the other end of the second lever, wherein in a normal driving state of the vehicle the inertial mass remains stationary and, upon a rear impact on the vehicle, the inertial mass moves towards the rear of the vehicle and brings about a rotation of the second lever, so that the one end of the second lever is brought out of abutment with the other end of the first lever to release the lock from the locking position.
According to an embodiment of the present invention, the headrest further includes a return means for returning the second lever from a position out of abutment with the first lever to a position in abutment with the first lever.
According to an embodiment of the invention, wherein the return means is a spring.
According to an embodiment of the invention, the headrest further comprises a stop means defining a maximum distance of the unlocked position relative to the locked position of the locking member.
According to an embodiment of the present invention, the headrest further includes a support device that holds the lock member at the unlocked position after the lock member is moved to the unlocked position.
According to another aspect of the present invention, there is also provided a vehicle seat including the headrest according to any one of the above embodiments.
According to another aspect of the present invention, there is also provided a vehicle including the vehicle seat according to any one of the above embodiments.
Thus, according to the headrest for a vehicle seat, the vehicle seat, and the vehicle of the embodiment of the invention, which can protect the head and neck of an occupant when the vehicle is subjected to a rear impact, the headrest has a simple force transmission structure, and further, the headrest utilizes an inertial mass as a collision trigger element, wherein the mass of the inertial mass can be set small, advantageously reducing the overall mass of the vehicle.
Drawings
Features, advantages and technical effects of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and wherein:
fig. 1A-1B schematically show cross-sectional views of a headrest of a vehicle seat according to the invention.
Fig. 2A and 2B schematically show a schematic diagram of a safety device according to an exemplary embodiment of the present invention.
Detailed Description
Hereinafter, embodiments of the present invention are described with reference to the drawings. The following detailed description and drawings are illustrative of the principles of the invention, which is not limited to the preferred embodiments described, but is defined by the claims.
Fig. 1A-1B show a schematic view of a headrest 10 of a vehicle seat according to the invention. The headrest 10 is mounted on top of a backrest (not shown in the drawings) of a vehicle seat, and includes a front headrest 11 and a rear headrest 12, wherein the front headrest 11 is arranged forward in the front-rear direction of the vehicle with respect to the rear headrest 12. The rear headrest 12 is fixed in the vehicle front-rear direction with respect to the backrest of the vehicle seat, and the front headrest 11 is movable in the vehicle front-rear direction with respect to the rear headrest 12 between a normal use position (shown in fig. 1A) and a protection position (shown in fig. 1B) located forward of the normal use position. In a normal running state of the vehicle, the front headrest 11 is held in the normal use position; when the vehicle is subjected to a rear impact, the front headrest 11 moves from the normal use position toward the front of the vehicle and reaches the protection position, closer to the head of the passenger on the vehicle seat than the normal use position. Thus, the front headrest 11 can stop the head of the passenger from moving backward earlier than the body of the passenger when the vehicle is subjected to a rear impact. This can reduce the chance of the passenger suffering excessive flexion and extension of the cervical spine.
In order to control the movement of the front headrest 11 between the normal use position and the protection position, the headrest 10 further includes a safety device 13 for the above-described control. Fig. 2A and 2B schematically show a schematic diagram of a safety device 13 according to an exemplary embodiment of the present invention. The security device 13 comprises at least a locking member 21, a spring means 22 and an unlocking mechanism. The lock member 21 is movable between a lock position (shown in fig. 2A) and an unlock position (shown in fig. 2B) that is forward in the vehicle front-rear direction with respect to the lock position, so that the front headrest 11 is moved between the normal use position and the protection position. The locking member 21 is provided in association with the front headrest 11, for example, a front portion of the locking member 21 may be fixedly connected to the front headrest 11 to move the front headrest 11 between the normal use position and the protection position. In a normal running state of the vehicle, the lock member 21 is held at the lock position to hold the front headrest 11 at the normal use position (as shown in fig. 1A and 2A); when the vehicle is subjected to a rear impact, the lock member 21 is released from the lock position and moved to the unlock position toward the front of the vehicle, thereby bringing the front headrest 11 to the protection position (as shown in fig. 1B and 2B).
The spring means 22 is configured to bias the locking member 21 towards the unlocked position. The spring means 22 may be a compression spring. Specifically, one end of the compression spring 22 may be fixed to the locking member 21, and the other end may be fixed to the rear headrest 12. When the lock member 21 is held at the lock position, the compression spring 22 is compressed toward the rear headrest 12. When the lock member 21 is released from the lock position, the elastic force of the compression spring 22 pushes the lock member 21 toward the front of the vehicle and to the unlock position. In an exemplary embodiment, the safety device 13 may further include a fixing member 24 fixedly installed in the rear headrest 12. In this embodiment, one end of the compression spring 22 may be fixed to the rear headrest 12 by being fixed to the fixing member 24. The lock member 21 is attached to the mount 24 so as to be relatively movable in the front-rear direction of the vehicle, and moves toward the front of the vehicle with respect to the mount 24 when released from the lock position.
Next, the unlocking mechanism of the safety device 13 for holding the locking member 21 at the locking position and also for releasing the locking member 21 from the locking position will be described in detail. The unlocking mechanism is disposed in the rear headrest 12, and specifically includes a first lever 31, a second lever 32, and a collision trigger element 33. In the normal running state of the vehicle, the first lever 31 is engaged with the lock member 21, and abuts against and performs force interaction with the second lever 32 to hold the lock member 21 in the lock position; when the vehicle is subjected to a rear impact, the collision triggering element 33 disengages the second lever 32 from abutment with the first lever 31, causing the first lever 31 to disengage from the locking member 21, and the locking member 21 is released from the locking position and moved to the unlocking position under the elastic force of the spring means 22.
Specifically, the first lever 31 may be configured to be rotatably fixed to the rear headrest 12. In an exemplary embodiment, the fulcrum of the first lever 31 may be fixed to the fixing piece 24, and the first lever 31 is rotatable with respect to the fixing piece 24. The first lever 31 is arranged such that its first end 311 engages with the locking member 21 in the normal running state of the vehicle, and the second end 312 abuts and force-interacts with the second lever 32 to hold the locking member 21 at the locking position. In an exemplary embodiment, the locking member 21 may be provided with a mating structure 211, such as a card slot or the like. The first end 311 of the first lever 31 may engage the locking member 21 by snapping into engagement with the mating structure 211. In the engaged state with the locking member 21, the first lever 31 receives at the first end 311 a force from the locking member 21 (which force is essentially generated by the spring means 22) which generates a clockwise moment M1. The moment M1 tends to rotate the first lever 31 and will cause the first lever 31 to disengage from the locking member 21. To overcome this moment M1 to keep the first lever 31 engaged with the lock 21, the first lever 31 is forced by the second lever 32 at the second end 312 by abutment with the second lever 32 to generate a moment M2 in the counterclockwise direction, and this moment M2 is equal to M1. Thus, the moment M2 can prevent the rotation of the first lever 31, which may be caused by the moment M1, to keep the first lever 31 engaged with the lock member 21, thereby keeping the lock member 21 in the lock position.
The second lever 32 may be configured to be rotatably fixed to the rear headrest 12. In an exemplary embodiment, the fulcrum of the second lever 32 may be fixed to the fixing piece 24, and the second lever 32 is rotatable with respect to the fixing piece 24. The second lever 32 is configured to abut against and perform a force interaction with the first lever 31 in a normal running state of the vehicle so as to hold the lock member 21 in the lock position. The second lever 32 is also arranged in association with the crash trigger element 33 to disengage the first lever 31 under the action of the crash trigger element 33 in the event of a rear crash of the vehicle.
Specifically, the second lever 32 is arranged such that the first end 321 thereof and the second end 312 of the first lever 31 abut against each other and perform force interaction in the normal running state of the vehicle to hold the locking member 21 in the locking position. As previously described, under normal driving conditions of the vehicle, the second lever 32 applies a force to the second end 312 of the first lever 31 to maintain the first end 311 of the first lever 31 in engagement with the mating structure 211 of the locking member 21 and to maintain the locking member 21 in the locking position. For this reason, the reaction force applied by the second end 312 of the first lever 31 is received at the first end 321 of the second lever 32. Here, the second lever 32 may be arranged such that the first end 321 thereof is subjected to forces from the first lever 31 in two different directions, and the two forces generate moments in opposite directions, which may cancel each other out. Thus, the second lever 32 is not rotated by the reaction force of the first lever 31, but is kept in moment balance, and the interlock with the first lever 31 is realized.
Of course, the second lever 32 is not limited to the interlocking arrangement described above. According to other embodiments of the present invention, the second lever 32 may rotate, e.g., counterclockwise as shown in fig. 2A, due to the reaction force exerted by the first lever 31 at the first end 321 of the second lever 32. This rotation will cause the second lever 32 to come out of abutment with the first lever 31 and eventually cause the locking member 21 to be released. In order to prevent the above-mentioned rotation and the release of the locking member 21, the safety device 13 may further include a stopper element 34 that prevents the counterclockwise rotation of the second lever 32 in a state where the vehicle is normally running, preventing the second lever 32 from coming out of abutment with the first lever 31. The stop element 34 may be arranged to provide a moment at or near the first end 321 or the second end 322 of the second lever 32 in opposition to the reaction force from the first lever 31, thereby preventing counterclockwise rotation of the second lever 32.
In the above-described embodiment, the second end 312 of the first lever 31 may include the notched portion 313, and the first end 321 of the second lever 32 may include the notch fitting portion 323 matching the notched portion 313. The first lever 31 and the second lever 32 are brought into contact with each other and force-interacted via the fit between the notch portion 313 and the notch fitting portion 323.
Furthermore, as previously mentioned, the second lever 32 is also arranged in association with the impact triggering element 33. In particular, the second lever 32 can be arranged with its second end 322 in association with the crash trigger element 33. In particular, the crash trigger element 33 can be realized as an inertial mass which is fixedly connected to the second end 322 of the second lever 32, for example can be suspended on the second end 322 of the second lever 32. In normal driving conditions of the vehicle, the inertial mass 33 remains substantially stationary, i.e. does not move appreciably to cause a movement, for example a rotation, of the second lever 32. In the event of a rear impact on the vehicle, the inertial mass 33 is subjected to an inertial force Fg towards the rear of the vehicle, which is capable of generating a clockwise moment Mg. The inertial mass 33 thus moves toward the rear of the vehicle and rotates the second lever 32 in the clockwise direction. The second lever 32 is thereby disengaged from the first lever 31. In the case of disengagement from the abutment with the second lever 32, the first lever 31 is rotated in the clockwise direction by the moment M1 and disengaged from the lock member 21, thereby releasing the lock member 21.
In this way, locking and releasing of the locking member, and thus movement of the front headrest of the headrest between the normal use position and the protection position, can be achieved by the unlocking mechanism as described above. Such an unlocking mechanism has a simple force transmission structure, and can reduce the manufacturing cost and the probability of failure compared with the prior art with a complicated force transmission structure.
Preferably, the first lever 31 is shaped so that the first end 311 thereof is subjected to a first moment arm of force that is much smaller than the second moment arm of force to which the second end 312 is subjected. For example, the length ratio between the first force arm and the second force arm may be in the range between 1:5 and 1: 10. In an exemplary embodiment, the first lever 31 may be configured as an elongated rod as shown in fig. 2A and 2B, in which the length of the first arm (the portion from the fulcrum to the first end 311 in the drawing) is set to be much smaller than the length of the second arm (from the fulcrum to the second end 312). Thus, the locking member 21 can be held in the locking position against the large biasing force of the spring means 22 by applying a small force to the second end 312 of the first lever 31.
Preferably, the second lever 32 is shaped so as to receive at the first end 321 a first moment arm of force that is much smaller than a second moment arm of inertial force Fg received by the inertial mass 33. For example, the second lever 32 may be configured as a generally L-shaped rod as shown in FIGS. 2A and 2B, wherein the first force arm may be generally represented by L1 (L1 shown in FIG. 2A is typically disposed such that the direction of the applied force received at the first end 321 is at a small angle α to the rod), and the second force arm may be represented by L2. In this way, it is possible to use an inertial mass of very low mass, which, in the event of a rear impact on the vehicle, causes the second lever to rotate in order to release the locking member. In this way, it is advantageous to reduce the weight of the safety device, thereby reducing the weight of the entire vehicle.
Furthermore, the safety device 13 may also comprise return means 35 to return the second lever 32 from a position out of abutment with the first lever 31 to a position in abutment with the first lever 31. After the vehicle is subjected to a rear impact, the second lever 32 is rotated by the inertial mass 33 and is brought out of abutment with the first lever 31 to release the lock member 21. And the return means 35 automatically return the second lever 32 to the position in which it abuts against the first lever 31, facilitating the return of the head rest and the safety device in the event of a post-accident. In particular, the return means 35 may be a return spring. In an exemplary embodiment, one end of the return spring 35 may be fixed to the fixing member 24 and the other end may be fixed to the first end portion 321 side of the second lever 32, and applying a force to the second lever 32 causes the second lever 32 to rotate in a counterclockwise direction to return to a position abutting the first lever 31. In another exemplary embodiment, in case that the fulcrum of the second lever 32 is implemented as a pivot shaft, the return spring may be implemented as a torsion spring mounted on the pivot shaft.
Furthermore, the safety device 13 may also comprise a limiting device which defines the distance of the unlocked position of the locking member 21 relative to the locked position. For example, the limiting means may be a pin and slot engagement (not shown) provided between the locking member 21 and the rear headrest 12 (e.g., the anchor 24). When the locking member 21 is released and moved forward of the vehicle to a predetermined position, the stopper prevents further movement of the locking member 21. The spacing means may be any suitable means as will occur to those skilled in the art.
Furthermore, the safety device 13 may also comprise a support device which holds the locking member 21 in the unlocked position after the locking member 21 has been moved to the unlocked position. Since the locking member 21 receives a force from the head of the passenger toward the rear of the vehicle at the unlocked position, a support means is provided to hold the locking member 21 at the unlocked position in order to prevent the locking member 21 from not supporting the head of the passenger well due to the force moving toward the rear of the vehicle. The support means may be any suitable means as would be readily apparent to a person skilled in the art.
While the invention has been described with reference to exemplary embodiments, it is to be understood that the invention is not limited to the construction and methods of the embodiments described above. On the contrary, the invention is intended to cover various modifications and equivalent arrangements. In addition, while the various elements and method steps of the disclosed invention are shown in various example combinations and configurations, other combinations, including more, less or all, of the elements or methods are also within the scope of the invention.
Claims (14)
1. A headrest for a vehicle seat, the headrest including a front headrest and a rear headrest, the rear headrest being fixed in a vehicle front-rear direction with respect to the vehicle seat, and the front headrest being movable with respect to the rear headrest between a normal use position and a protection position that is closer to a vehicle front side than the normal use position,
the headrest further includes a safety device for controlling movement of the front headrest between the normal use position and the protection position, the safety device including:
a lock movable between a locked position and an unlocked position to move the front headrest between the normal use position and the protection position;
spring means biasing said locking member towards said unlocked position; and
an unlocking mechanism disposed within the rear headrest and including a first lever, a second lever, and a crash trigger element connected with the second lever,
wherein, in a normal running state of the vehicle, the first lever is engaged with the lock member, and is abutted with the second lever and performs force interaction to hold the lock member in the lock position, and
when the vehicle is subjected to a rear impact, the collision trigger member moves rearward, bringing the second lever out of abutment with the first lever, thereby bringing the first lever out of engagement with the lock member to release the lock member from the locked position and move toward the front of the vehicle to the unlocked position.
2. The headrest of claim 1, wherein
The first lever is rotatably fixed to the rear headrest, and is configured such that one end is engaged with the lock member and the other end abuts against the second lever and force-interacts to hold the lock member at the lock position in a normal vehicle running state.
3. The headrest of claim 2, wherein
The locking piece is provided with a mating structure, and the one end of the first lever is engaged with the locking piece by being clamped with the mating structure.
4. The headrest of claim 2, wherein
The second lever is rotatably fixed to the rear headrest, and is configured such that one end abuts against the other end of the first lever and force-interacts to hold the lock member at the lock position in a vehicle normal running state.
5. The headrest of claim 4, wherein
The other end of the first lever is provided with a notch portion, and the one end of the second lever is provided with a notch fitting portion, the first lever and the second lever abut against each other through the fit of the notch portion and the notch fitting portion and perform an interaction of force.
6. The headrest of claim 4, further comprising:
a stopper member that prevents the second lever from rotating toward the vehicle front in a state where the vehicle normally travels, so that the second lever is held in abutment with the first lever.
7. The headrest of claim 4, wherein
The other end of the second lever is associated with the impact triggering element.
8. The headrest of claim 7, wherein
The collision trigger element is formed as an inertial mass and is fixedly connected to the other end of the second lever, wherein
In the normal driving state of the vehicle, the inertial mass remains stationary, and
when the vehicle is impacted by the rear part, the inertia mass block moves towards the rear part of the vehicle and drives the second lever to rotate, so that the one end of the second lever is separated from the other end of the first lever to be abutted, and the locking piece is released from the locking position.
9. The headrest of any of claims 1-8, further comprising:
a return means for returning the second lever from a position out of abutment with the first lever to a position in abutment with the first lever.
10. The headrest of claim 9, wherein
The return means is a spring.
11. The headrest of any of claims 1-8, further comprising:
a stop device defining a distance of the unlocked position of the locking member relative to the locked position.
12. The headrest of any of claims 1-8, further comprising:
a support device that holds the lock at the unlocked position after the lock is moved to the unlocked position.
13. A vehicle seat comprising a headrest according to any one of claims 1 to 12.
14. A vehicle comprising the vehicle seat of claim 13.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711191265.4A CN109835227B (en) | 2017-11-24 | 2017-11-24 | Headrest of vehicle seat, vehicle seat and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711191265.4A CN109835227B (en) | 2017-11-24 | 2017-11-24 | Headrest of vehicle seat, vehicle seat and vehicle |
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| CN109835227A CN109835227A (en) | 2019-06-04 |
| CN109835227B true CN109835227B (en) | 2022-04-15 |
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| CN201711191265.4A Active CN109835227B (en) | 2017-11-24 | 2017-11-24 | Headrest of vehicle seat, vehicle seat and vehicle |
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Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2020203609A (en) * | 2019-06-18 | 2020-12-24 | 株式会社タチエス | Headrest |
| CN113659696A (en) * | 2020-05-12 | 2021-11-16 | 深圳市海柔创新科技有限公司 | Battery loading and unloading device and method, transfer robot, charging device and power supply system |
| CN111717092B (en) * | 2020-06-03 | 2021-12-24 | 北京汽车股份有限公司 | Car seat headrest and car |
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| Publication number | Publication date |
|---|---|
| CN109835227A (en) | 2019-06-04 |
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