RU2570122C1 - Higher vehicle seat passive safety system for seat user - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: claimed system comprises energy absorbing bumper and mechanism for control over limited displacement in direction of the forces of inertia and seat release. The seat is fitted by its bores at its lower props on two slide guides rigidly coupled with the body at the ends and provided with retainers of the seat initial and final positions with damping elements. Said retainers of the seat initial and final positions with damping elements are composed of circular axially magnetized permanent magnets fitted on slide guides and secured, by one surface, at the seat front or rear sides or, by axial bore, at the guide at the area of its attachment to the body. Each of said two aligned pairs of permanent magnets located ahead of the seat face each other by like poles and, behind the seat, by unlike poles.

EFFECT: simplified design, higher safety at accident.

1 dwg

Description

The invention relates to means of passive safety of passenger vehicles.

Known passenger seats are equipped with a mechanism for changing their longitudinal and angular position relative to the vehicle body during assembly and adjustment, including a slide for securing the seat frame, longitudinal guides, a slide moving mechanism in the form of a threaded screw, longitudinal sliders, locking mechanism, backrest angle adjusters with brackets for turning the cushions and backrest relative to each other / cm. RF patent for the invention No. 2225797, cl. B60N 2/07, 2002 [1]; RF patent for the invention No. 2290331, cl. B60N 2/07, 2008 [2]; RF patent for utility model No. 47296, class. B60N 2/02, 2/22, 2005 [3] /.

The disadvantages of the known devices is the impossibility of adaptively restructuring their position in space immediately at the time of impact in a collision of a vehicle and under the influence of an impact and, as a consequence, low efficiency while ensuring safety.

Safety seat devices are also known that provide their adaptive longitudinal movement and limited rise relative to the body immediately at the time of an emergency collision and are actuated as a result of an impact or by switching on a special collision sensor connected to the power mechanism via a control unit / cm. RF patent for utility model No. 46231, cl. B60N 2/427, 2004 [4] /, or by kinematically connecting the bumper with a mechanism for controlling the limited lifting and movement of passenger seats made in the form of rods and hydraulic cylinders / cm. Ivanov V.N., Lyalina V.A. Passive car safety, M .: "Transport", 1979, p. 274, fig. 12.54 [5].

The disadvantages of these devices is the extreme complexity and cumbersome hydraulic, electromechanical, etc. power mechanisms, control and regulation units for connecting the shock-absorbing bumper with the seats, which also leads to an increase in the response time of the device and, accordingly, a decrease in the degree of protection of passengers.

In addition, devices are known for providing automatic angular rotation of seats in the horizontal plane immediately at the time of an emergency collision with mutual force compensation / cm. Utility Model Patent No. 93052, class. B60N 2/42, 2006 [6] /, as well as automatic tipping of seats in a vertical plane due to the connection of the bumper using a piston system with hydraulic cylinders and a hydraulic system / cm. [5]; A.S. USSR No. 1039764, cl. B60R 21/08, B60N 1/08, 1982 [7] /.

The disadvantages of these devices is also the extreme complexity of their designs and, as a result, low reliability, manufacturability and degree of safety.

The closest device of the same purpose to the present invention in terms of essential features is a passive safety system for users of a passenger vehicle seat, comprising an energy-absorbing bumper kinematically coupled to a mechanism for controlling the limited movement of the seat along the guide rails in the direction of action of inertia, including damping mounted on the bumper and elastofriction bushings and rod articulated through a two-arm lever with a pull second latch actuator for the initial and final position of the seat cooperating with its guide carriage and composed of a set is rigidly connected to the body of the slider with the guide finger to a two-stage interaction with the profiled recess, the course of displacement equal to the seat / cm. A.S. USSR No. 943036, class B60R 19/02, B60N 1/00, 1981 [8] /, and adopted as a prototype.

This device provides, at the time of impact, the seat and passenger moving in the direction of inertia forces while damping, which reduces the amount of deceleration of the inertial overloads acting on the passenger during braking and, as a result, increases the level of safety.

The disadvantages of the prototype device are the extreme design complexity of the kinematic connection of the bumper with the seat and the mechanism for controlling the movement of the seat and its fixation in the initial and final positions, which leads to a decrease in the reliability of the structure, an increase in the response time during an impact and, accordingly, a partial decrease in the level of safety.

The essence of the invention lies in creating an extremely simple in design safety system for the user of a vehicle seat, which has high reliability and degree of protection of passengers in case of strong collisions of a vehicle due to the implementation of an adaptive mutual spatial change in the position of structural elements under the action of inertia forces during impact .

The technical result is a simplification of the design of the device, increasing its reliability and the degree of safety of passengers in an accident.

, превосходящей или уступающей по величине силе инерции $${\overline{F}}_{эксп.}^{и}$$

и $${\overline{F}}_{а.т.}^{и}$$

, $${\overline{F}}_{а.т.}^{и}>F^{маг.}\ge F_{эксп.}^{и}$$

, действующей на сиденье вместе с пассажиром, соответственно при максимальной величине линейных ускорений $$a_{эксп.}^{\max }$$

, возникающих в моменты торможения транспортного средства при рабочих режимах его эксплуатации, обуславливающих равновесное стационарное состояние сиденья, и при минимальной величине линейных ускорений $$a_{а.т.}^{\min }$$

, опасных для пассажира, возникающих при аварийных торможениях транспортного средства в экстремальных режимах его эксплуатации, обуславливающих перемещение сиденья вперед в направлении действия сил инерции, где $$F_{эксп.}^{и}=m\cdot a_{эксп.}^{\max }$$

; $$F_{а.т.}^{и}=m\cdot a_{а.т.}^{\min }$$

; m - масса сиденья с пассажиром; F^маг.=B²S_мl_м/(8М_оl_з); B - остаточная индукция на оси постоянного магнита; M_о - магнитная постоянная; S_м - площадь сечения магнита; l_м - толщина магнита; l_з - длина воздушного зазора.The specified technical result in the implementation of the invention is achieved by the fact that in the known system of passive safety of the user with a vehicle seat comprising an energy-absorbing bumper and a mechanism for controlling limited movement in the direction of action of inertia forces and fixing the passenger seat, freely worn with holes in its lower racks on two slide rails, rigidly connected at the ends with the body, equipped with clamps for the initial and final positions of the seat with damping elements and, the peculiarity lies in the fact that the latches of the initial and final positions of the seat with damping elements are made in the form of annular, axially magnetized permanent magnets freely put on the slide rails and fixed either by one plane on the front or rear sides of the seat, or by an axial hole on the guide in the area of its attachment to the body, with each of the two coaxial pairs of permanent magnets located in front of the seat facing each other with the same poles, and behind the seat with opposite poles , the physico-mechanical and structural parameters of the two rear pairs of permanent magnets are selected from the condition that they develop the total traction force of mutual contact attraction $${\overline{F}}^{m\mathrm{but}g.}$$

superior or inferior in magnitude to the force of inertia $${\overline{F}}_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\mathrm{and}}$$

and $${\overline{F}}_{\mathrm{but}.t.}^{\mathrm{and}}$$

, $${\overline{F}}_{\mathrm{but}.t.}^{\mathrm{and}}>F^{m\mathrm{but}g.}\ge F_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\mathrm{and}}$$

acting on the seat with the passenger, respectively, with a maximum value of linear accelerations $$a_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\max }$$

arising at the time of braking of the vehicle during the operating modes of its operation, causing the equilibrium stationary state of the seat, and with a minimum value of linear accelerations $$a_{\mathrm{but}.t.}^{\min }$$

dangerous to the passenger arising from emergency braking of the vehicle in extreme operating conditions, causing the seat to move forward in the direction of inertia, where $$F_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\mathrm{and}}=m\cdot a_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\max }$$

; $$F_{\mathrm{but}.t.}^{\mathrm{and}}=m\cdot a_{\mathrm{but}.t.}^{\min }$$

; m is the mass of the seat with the passenger; F ^mag. = B ² S _m l _m / (8M _about l _s ); B - residual induction on the axis of the permanent magnet; M _o - magnetic constant; S _m - the cross-sectional area of the magnet; l _m is the thickness of the magnet; l _s - the length of the air gap.

The invention is illustrated in the drawing, which schematically depicts the proposed system in a view of the vehicle side view without its side wall.

, превосходящей или уступающей по величине силе инерции $${\overline{F}}_{эксп.}^{и}$$

и $${\overline{F}}_{а.т.}^{и}$$

, то есть подчиняющейся условию $${\overline{F}}_{а.т.}^{и}>F^{маг.}\ge F_{эксп.}^{и}/1/$$

, действующей на сиденье 4 вместе с пассажиром, соответственно при максимальной величине линейных ускорений $$a_{эксп.}^{\max }$$

, возникающих в моменты торможения транспортного средства при рабочих режимах его эксплуатации, обуславливающих разновесное стационарное состояние сиденья 4, и при минимальной величине линейных ускорений $$a_{а.т.}^{\min }$$

, опасных для пассажира, возникающих при аварийных торможениях транспортного средства в экстремальных режимах его эксплуатации, обуславливающих перемещение сиденья 4 вперед в направлении действия сил инерции, где $$F_{эксп.}^{и}=m\cdot a_{эксп.}^{\max }$$

; $$F_{а.т.}^{и}=m\cdot a_{а.т.}^{\min }$$

; m - масса сиденья 4 с пассажиром; $$F^{маг.}=B^2{S}_{м}{l}_{м}/(8M_o{l}_{з})/2/$$

; B - остаточная индукция на оси постоянного магнита; М_о - магнитная постоянная; S_м - площадь сечения магнита; l_м - толщина магнита; l_з - длина воздушного зазора между примыкающими друг к другу задними парами постоянных магнитов 11 и 12.Passive safety system for the user of the vehicle seat 1 / the passenger sitting on the seat is not shown /, including the energy-absorbing bumper 2 and the mechanism for controlling limited movement inside the cabin 3 in the direction of inertia and fixing the passenger seat 4, freely worn with holes 5 in its lower pillars 6 on two rails 7 of the slide / in the figure there is only one guide, located close to us /, rigidly connected at the ends with the body 8. At the same time, the movement control mechanism and fixing the passenger seat 4 is equipped with latches for the initial and final positions of the seat 4 with damping elements made in the form of annular, axially magnetized permanent magnets 9, 10, 11, 12, freely mounted on the slide rails 7 / magnets 9 ÷ 12 are shown on the figure 7 from two guides / and fixed by one plane on the front / magnet 10 / or rear / magnet 11 / sides of the seat 4, or by an axial hole on the guide 7 in front / magnet 9 / or rear / magnet 12 / seat 4 in the area of the guide 7 to the body 8. Pr than each of the two coaxial pairs of permanent magnets arranged on front seats 9 / magnets 9 and 10 / facing each other with the same poles mutually pushing and rear seats 4 / magnets 11 and 12 / - unlike poles are mutually attracted. The physico-mechanical and structural-technological parameters of the two rear pairs of permanent magnets 11 and 12 / geometric dimensions, material, magnetization, volume, residual induction, cross-sectional area, thickness, length of the air gap, etc. / are selected from the conditions of development of the total traction mutual contact forces $${\overline{F}}^{m\mathrm{but}g.}$$

superior or inferior in magnitude to the force of inertia $${\overline{F}}_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\mathrm{and}}$$

and $${\overline{F}}_{\mathrm{but}.t.}^{\mathrm{and}}$$

that is, subject to the condition $${\overline{F}}_{\mathrm{but}.t.}^{\mathrm{and}}>F^{m\mathrm{but}g.}\ge F_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\mathrm{and}}/\mathrm{one}/$$

acting on the seat 4 together with the passenger, respectively, with a maximum value of linear accelerations $$a_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\max }$$

arising at the moments of braking of the vehicle during the operating modes of its operation, causing the equilibrium stationary state of the seat 4, and with a minimum value of linear accelerations $$a_{\mathrm{but}.t.}^{\min }$$

dangerous to the passenger arising from emergency braking of the vehicle in extreme operating conditions, causing the seat 4 to move forward in the direction of inertia, where $$F_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\mathrm{and}}=m\cdot a_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\max }$$

; $$F_{\mathrm{but}.t.}^{\mathrm{and}}=m\cdot a_{\mathrm{but}.t.}^{\min }$$

; m is the mass of the seat 4 with the passenger; $$F^{m\mathrm{but}g.}=B^2{S}_m{l}_m/(8M_o{l}_s)/2/$$

; B - residual induction on the axis of the permanent magnet; M _o - magnetic constant; S _m - the cross-sectional area of the magnet; l _m is the thickness of the magnet; l _s - the length of the air gap between adjacent to each other rear pairs of permanent magnets 11 and 12.

The work of the proposed device is as follows.

. Те же испытания, проведенные заявителем, показывают, что при торможении транспортных средств в рабочих /номинальных/ режимах эксплуатации без возникновения чрезвычайных ситуаций максимальная величина линейных ускорений $$a_{эксп.}^{\max }$$

может достигать величин порядка 8 g ≈ 80 м/с². Согласно предложению заявителя до достижения ускорениями таких величин сиденье 4 должно оставаться в равновесном стационарном состоянии, а ударные нагрузки в случаях малоинтенсивных столкновений поглощаются энергопоглощающим бампером 2. В этом случае выполняется правая часть условия /1/ $$F^{маг.}\le F_{эксп.}^{и}$$

, когда суммарная тяговая сила F^маг. взаимного контактного магнитного притяжения двух пар магнитов 11, 12, обращенных друг к другу разноименными полюсами, превосходит максимальные силы инерции $$F_{эксп.}^{и}=m\cdot a_{эксп.}^{\max }$$

в рабочих режимах эксплуатации, пытающихся сдвинуть сиденье 4 с пассажиром вперед по направляющим 7 салазок. Формула /2/ получена для подбора физико-механических и конструктивно-технологических параметров постоянных магнитов 11, 12 для обеспечения заданного значения силы F^маг. при использовании работы /Ю.М. Пятина "Проектирование элементов измерительных приборов", М.: "Высшая школа", 1977, стр. 167-171 [9]/. Естественно, что при контакте магнитов 11 и 12 значение силы $${\overline{F}}^{маг.}$$

максимально, в этом случае, что подтверждается экспериментом, при контакте значение длины воздушного зазора l_з в /2/ следует брать порядка 0,1 мм, что примерно соответствует технологической величине зазора при контакте из-за высоты неровностей, неплоскостности и т.п. В случаях аварийных торможений в экстремальных режимах при столкновениях значительной интенсивности, когда ускорения торможения достигают величины $$a_{а.т.}^{\min }$$

, а сила инерции $$F_{а.т.}^{и}=m\cdot a_{а.т.}^{\min }$$

значений, больших F^маг. /левая часть неравентсва /I//, обе пары магнитов 11, 12 отрываются друг от друга и сиденье 4 смещается влево до приближения постоянных магнитов 10 к 9 с преодолением расстояния S=0,2 м, как и в устройстве-прототипе [8]. Обращение магнитов 9 и 10 одноименными полюсами друг к другу позволяет в момент их стремления к контакту за счет магнитных сил отталкивания осуществить мощное демпфирование, погасить силы динамического удара сиденья 4, преобразовать эти силы в энергию магнитного поля, добиться за счет магнитного демпфирования максимально плавного механического воздействия ремней безопасности при торможении на пассажира. Изменением уровня намагниченности постоянных магнитов 9, 10, их остаточной индукции и т.п. можно подобрать практически любые силы демпфирования /диссипационные силы/ практически без влияния на остальные характеристики устройства.According to the prototype device / [8], page 5 of the description / moving the seat 4 forward in the direction of inertia at S = 0.2 m during emergency braking / collision of a vehicle with a hard obstacle / at a speed of 48 km / h = 13 , 3 m / s allows reducing deceleration, i.e., braking acceleration acting on a passenger from 1000 g ≈ 10,000 m / s ² to 50 g ≈ 500 m / s ² , i.e. approximately 20 times, and, accordingly, increase / extend / shock interaction time from t = 0.0015 s to t ₁ = 0.03 s. It should be noted that the applicant experimentally and theoretically confirmed the above figures, and when creating the device proposed by him, he focused on obtaining the same parameters / but, of course, by other means /. Moreover, as tests show, when using seat belts, it is linear accelerations of the order of 50 g ≈ 500 m / s ² and more that begin to pose a danger to the passenger due to the possibility of injuries from the seat belts, therefore these accelerations were used as values $$a_{\mathrm{but}.t.}^{\min }$$

. The same tests conducted by the applicant show that when braking vehicles in operating / rated / operating modes without emergency, the maximum value of linear accelerations $$a_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\max }$$

can reach values of the order of 8 g ≈ 80 m / s ² . According to the applicant’s proposal, until the accelerations reach such values, the seat 4 must remain in an equilibrium stationary state, and shock loads in cases of low-intensity collisions are absorbed by the energy-absorbing bumper 2. In this case, the right-hand side of condition / 1 / $$F^{m\mathrm{but}g.}\le F_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\mathrm{and}}$$

when the total traction force F ^mag. mutual contact magnetic attraction of two pairs of magnets 11, 12 facing each other with opposite poles, exceeds the maximum inertia forces $$F_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\mathrm{and}}=m\cdot a_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\max }$$

in operating modes of operation, trying to move the seat 4 with the passenger forward along the slide rails 7. Formula / 2 / was obtained for the selection of physicomechanical and structural-technological parameters of permanent magnets 11, 12 to ensure a given value of the force F ^mag. when using the work Pyatina "Designing the elements of measuring instruments", Moscow: Higher School, 1977, p. 167-171 [9] /. Naturally, when the magnets 11 and 12 are in contact, the value of the force $${\overline{F}}^{m\mathrm{but}g.}$$

the maximum, in this case, as confirmed by the experiment, when contacting, the value of the air gap length l _s in / 2 / should be taken on the order of 0.1 mm, which approximately corresponds to the technological value of the gap during contact due to the height of irregularities, non-flatness, etc. In cases of emergency braking in extreme conditions during collisions of significant intensity, when the braking acceleration reaches $$a_{\mathrm{but}.t.}^{\min }$$

, and the force of inertia $$F_{\mathrm{but}.t.}^{\mathrm{and}}=m\cdot a_{\mathrm{but}.t.}^{\min }$$

values large F ^mag. / the left side of the inequality / I //, both pairs of magnets 11, 12 are torn apart and the seat 4 is shifted to the left until the permanent magnets 10 to 9 approach the distance S = 0.2 m, as in the prototype device [8] . The reversal of magnets 9 and 10 with the same poles to each other allows, at the time of their striving for contact, due to magnetic repulsive forces, to carry out powerful damping, to extinguish the forces of dynamic impact of the seat 4, to convert these forces into magnetic field energy, and to achieve the most smooth mechanical impact due to magnetic damping seat belts when braking on a passenger. By changing the magnetization level of the permanent magnets 9, 10, their residual induction, etc. you can pick up almost any damping force / dissipation forces / with virtually no effect on the other characteristics of the device.

An example implementation of the device.

, $$a_{а.т.}^{\min }=500м/{с}^2$$

вычисляем $$F_{эксп.}^{и}=1200Н$$

, $$F_{а.т.}^{и}=75000Н$$

. При следующих параметрах постоянных магнитов 11 и 12 B=0,8 Тл, l_м = 2 см = 0,02 м, S_м = 6 см² = 6·10^-4 м², l_з = 0,1 мм = 0,1·10^-3 м, М_о=4π·10^-7 Гн/м из формулы /2/ получим F^маг.=7700 Н, то есть условие /1/ 75000>7700≥1200 выполняется.When m = 150 kg $$a_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\max }=80m/{\mathrm{from}}^2$$

, $$a_{\mathrm{but}.t.}^{\min }=500m/{\mathrm{from}}^2$$

calculate $$F_{\mathrm{uh}\mathrm{to}\mathrm{from}P.}^{\mathrm{and}}=1200N$$

, $$F_{\mathrm{but}.t.}^{\mathrm{and}}=\mathrm{75,000}N$$

. With the following permanent magnet parameters 11 and 12, B = 0.8 T, l _m = 2 cm = 0.02 m, S _m = 6 cm ² = 6 · 10 ^-4 m ² , l _z = 0.1 mm = 0 , 1 · 10 ^-3 m, M _o = 4π · 10 ^-7 GN / m from the formula / 2 / we get F ^mag. = 7700 N, that is, the condition / 1/75000> 7700≥1200 is satisfied.

The proposed device is characterized by extreme simplicity, high reliability and can maximize the safety of passengers in an accident. The device is universal, can be used with almost any type of vehicle, including air, water, etc., eliminates any complex control and regulation mechanisms, hydraulic, electromechanical, electromagnetic, etc., and is directly driven from the same inertial forces during emergency braking, which are dangerous.

Claims (1)

Passive safety system for the user with a vehicle seat, containing an energy-absorbing bumper and a mechanism for controlling limited movement in the direction of inertia and fixing the passenger seat, freely fitted with holes in its lower racks on two slide rails rigidly connected at the ends with the body, equipped with clamps for the initial and final seat positions with damping elements, characterized in that the latches of the initial and final positions of the seat with damping elements The entrances are laid out in the form of annular, axially magnetized permanent magnets, freely put on the slide rails and fixed either with one plane on the front or rear sides of the seat, or with an axial hole on the guide in the area of its attachment to the body, each of which is two coaxial pairs of permanent magnets, located in front of the seat, facing each other with the same poles, and behind the seat - opposite, physico-mechanical and structural parameters of the two rear pairs of permanent magnets are selected from the conditions of development tions of the total pulling force of mutual attraction of contact

superior or inferior in magnitude to the force of inertia

and

,

acting on the seat with the passenger, respectively, with a maximum value of linear accelerations

arising at the time of braking of the vehicle during the operating modes of its operation, causing the equilibrium stationary state of the seat, and with a minimum value of linear accelerations

dangerous to the passenger arising from emergency braking of the vehicle in extreme operating conditions, causing the seat to move forward in the direction of inertia, where

;

; m is the mass of the seat with the passenger; F ^mag. = B ² S _m l _m / (8M _o l ₃ ); B - residual induction on the axis of the permanent magnet; M _o is the magnetic constant; S _m - the cross-sectional area of the magnet; l _m is the thickness of the magnet; l ₃ - the length of the air gap.