WO2023222008A1 - 汽车座椅和用于汽车座椅的脊柱支撑约束装置 - Google Patents

汽车座椅和用于汽车座椅的脊柱支撑约束装置 Download PDF

Info

Publication number
WO2023222008A1
WO2023222008A1 PCT/CN2023/094672 CN2023094672W WO2023222008A1 WO 2023222008 A1 WO2023222008 A1 WO 2023222008A1 CN 2023094672 W CN2023094672 W CN 2023094672W WO 2023222008 A1 WO2023222008 A1 WO 2023222008A1
Authority
WO
WIPO (PCT)
Prior art keywords
restraint
occupant
car seat
seat back
spinal support
Prior art date
Application number
PCT/CN2023/094672
Other languages
English (en)
French (fr)
Inventor
倪凡
刘崇庆
Original Assignee
延锋国际汽车技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 延锋国际汽车技术有限公司 filed Critical 延锋国际汽车技术有限公司
Publication of WO2023222008A1 publication Critical patent/WO2023222008A1/zh

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/90—Details or parts not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/12—Construction of belts or harnesses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/12—Construction of belts or harnesses
    • B60R22/14—Construction of belts or harnesses incorporating enlarged restraint areas, e.g. vests, nets, crash pads, optionally for children
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R2021/0206—Self-supporting restraint systems, e.g. restraining arms, plates or the like
    • B60R2021/022—Self-supporting restraint systems, e.g. restraining arms, plates or the like mounted on seats

Definitions

  • the present invention relates to a car seat and a spinal support and restraint device for the car seat.
  • the seat back of a car seat can adjust the inclination angle according to the needs of the occupant during normal use.
  • the seat back of the car seat can be adjusted to a design position in which the seat back has an angle of approximately 25° relative to the upright position. Angle, use crash dummy to conduct tests and conduct damage evaluation.
  • the seat back may not be adjusted exactly to the designed position; for example, during the collision, the seat back may have been adjusted relative to the upright position.
  • the occupant's spine may be subject to greater pressure, resulting in injury.
  • the object of the present invention is to provide a car seat and a spinal support and restraint device for the car seat, thereby improving the restraint of the car seat on the occupant during a car collision, especially a frontal collision, especially during a frontal collision. It can improve the protection of the occupant's spine.
  • a spinal support and restraint device for a motor vehicle seat, said spinal support and restraint device being configured for restraining at least one, in particular both, shoulders of an occupant seated on the vehicle seat, so that
  • the spinal support and restraint device includes at least one, especially a pair of restraint belt assemblies connected to the seat back of the car seat.
  • the restraint belt assembly includes a flexible strap, and the restraint belt assembly forms an annular restraint.
  • a belt loop, the restraint belt loop is configured to pass through the armpit of a corresponding shoulder of the occupant and surround the corresponding shoulder when the occupant rides in a lying down sitting position on the car seat, and restrains the occupant.
  • Said respective shoulders limit the downward sliding of the occupant's upper torso along the support surface of the seat back and thus limit the loading of the occupant's spine due to said downward sliding.
  • a car seat which includes a seat back and a spinal support restraint device for a car seat according to any embodiment of the invention.
  • the two restraint belt assemblies can well restrain the occupant's two shoulders and restrain the occupant's upper torso in the form of two restraint belt rings. It slides downward along the support surface of the seat back and thereby limits the pressure load on the occupant's spine, at least reducing or completely avoiding the resulting injuries to the occupant's spine.
  • the predetermined threshold of the angle may be in a range between 20° and 60°, for example, between 30° and 50°.
  • the strap assembly may include an adjustment device that The device is configured to adjust the effective length of the tether loop for different occupants and the relative position of the occupant to the seat back.
  • the greater effective length of the restraint belt loop can be adjusted first so that the restraint belt loop can easily cover the corresponding shoulder; and then the restraint belt can be manually or automatically removed. Tighten the loops so that each strap loop restrains the corresponding shoulder well.
  • both strap assemblies may be constructed identically.
  • the two strap assemblies may be constructed differently.
  • the restraint belt assembly includes a main webbing and an auxiliary webbing;
  • the adjusting device constructs an adjusting buckle, and the adjusting buckle includes a frame and at least one connecting rod connected to two opposite side walls of the frame; in the main webbing and the auxiliary webbing One of the main webbing and the auxiliary webbing is connected to the frame, and the other of the main webbing and the auxiliary webbing is connected to the connecting rod; the effective length of the restraint belt loop can be adjusted through the adjusting buckle.
  • This kind of adjustment buckle has been widely used and known in the field of luggage.
  • the tape may be webbing.
  • the tape may be an elastic and soft cloth tape.
  • the strap may be made of the same or similar material as the webbing of a common safety belt device.
  • the tether assembly may include a force-limiting structure configured to upwardly limit the restraining force exerted by the tether loop on the occupant.
  • the restraint assembly may include webbing having folded sections sewn with stitches that can be released when a predetermined load threshold is exceeded and where In this case, the effective length of the restraint loop is increased.
  • the folded sections may be bonded by an adhesive, which bonding can be released when a predetermined load threshold is exceeded.
  • the folded section may be sewn with multiple stitches, each of which can be released when a respective predetermined load threshold is exceeded and in which case the effective length of the restraint loop is increased accordingly.
  • the plurality of sewing lines may extend parallel to each other and/or may have regular, in particular uniform, spacing.
  • each sewing thread may have approximately the same load threshold, or each sewing thread may have approximately the same load threshold. Sewing lines can have increasing load thresholds.
  • the sewing lines may extend across the width of the webbing.
  • the tether assembly may form a closed, wearable, adjustable effective length tether loop, and the tether assembly is configured to engage the occupant while seated in the automobile seat.
  • the passenger can pass his arms through the restraint strap loop until the restraint strap loop reaches the corresponding shoulder and armpit of the occupant, wherein by adjusting the effective length of the restraint strap loop, the restraint strap loop can restrain the occupant in a suitable manner.
  • the corresponding shoulders of the occupant may form a closed, wearable, adjustable effective length tether loop, and the tether assembly is configured to engage the occupant while seated in the automobile seat.
  • the passenger can pass his arms through the restraint strap loop until the restraint strap loop reaches the corresponding shoulder and armpit of the occupant, wherein by adjusting the effective length of the restraint strap loop, the restraint strap loop can restrain the occupant in a suitable manner.
  • the corresponding shoulders of the occupant may form a closed, wearable, adjustable effective length
  • the restraint strap assembly may have two opposite ends, wherein a first end is connected to the first fixed point of the seat back, and the other second end is connected to the seat back. Second fixed point connection.
  • the height of the first fixed point on the seat back can be greater than or equal to the height of the shoulders of the Hybrid III 50% male test dummy when riding in the car seat, and the second fixed point can be on the car seat.
  • the seat height may be greater than or equal to the armpit position of the Hybrid III 50% male test dummy when seated in a car seat.
  • the first fixed point and the second fixed point may coincide.
  • the first fixation point and the second fixation point may be in a plane perpendicular to the width direction of the automobile seat.
  • the first fixed point and the second fixed point may have approximately the same y-coordinate.
  • one of the two ends of the tether assembly may be non-releasably connected to the seat back and the other of the two ends of the tether assembly may be non-releasably connected to the seat back.
  • One end can be releasably connected to the seat back.
  • a “non-detachable connection” may mean that the connection cannot be released without the aid of tools or by destructive measures.
  • a “non-detachable connection” can be achieved, for example, by bolts, rivets, sewing threads or similar measures.
  • “Releasable connection” may mean that the connection can be established manually without the aid of tools, and that the connection can be manually released again after being established.
  • the tether assembly may have two opposite ends, the tether assembly being connected to the seat back at one location along its length or along a section of its length, and The two ends of the restraint strap assembly can be releasably connected so that when the restraint strap assembly The two ends of the strap assembly form a closed strap loop when connected.
  • the restraint strap assembly may include two partial straps, wherein a first partial strap is connected to the first fixed point of the seat back and has a first free end, and the other second partial strap is connected to the first fixed point of the seat back.
  • the second fixed point of the seat back is connected and has a second free end, the first and second free ends being releasably connected so as to form a closed restraint loop when the first and second free ends are connected.
  • the releasable connection may be achieved by a snap lock including a snap head and a snap seat, the snap head being insertable into the snap seat to establish Snap connection, and the snap head can be released from the snap seat when a squeezing force is applied.
  • the restraint strap assembly may be equipped with a webbing retractor configured to automatically tighten the webbing, and the webbing retractor can be emergency locked.
  • the webbing take-up device may include a spool and a coil spring that biases the spool in the take-up direction, and the webbing may be wound on the spool.
  • the webbing take-up device may be equipped with a pre-tensioning device configured to pre-tighten the webbing when activated.
  • the pre-tensioning device may include a pre-tension motor, which, when activated, winds the webbing to a predetermined degree so as to pre-tighten the webbing, thereby enabling the restraint strap loop to better constrain the corresponding shoulder. department.
  • the pretensioning device may include a gas generator that can rapidly generate gas when activated, and the gas can drive a set of steel balls that can impact with the reel.
  • the connected gear causes the reel to rotate in the rewinding direction and thus pre-tensions the webbing.
  • the pretensioning device may include a gas generator that can rapidly generate gas when activated, and the gas can drive a flexible rack that can drive the spool.
  • the connected gear causes the reel to rotate in the rewinding direction and thus pre-tensions the webbing.
  • the webbing take-up device may be equipped with a force-limiting device configured to limit the restraining force of the restraint strap assembly.
  • the reel may be equipped with a torsion bar, which may be It fails when a predetermined torsional load is exceeded and thereby limits the force exerted by the restraint loop on the shoulder.
  • the tether assembly can be concealed into the seat back when not in use.
  • the seat back can have corresponding receptacles.
  • the two sub-straps of the tether assembly may each be concealed in the seat back in an unconnected state.
  • the seat back can have corresponding receptacles for the two partial straps.
  • the seat back may have an adjustable inclination, wherein the seat back can be adjusted rearwardly to an angle of more than 25°, such as more than 40°, relative to an upright position.
  • the seat back may have an adjustable inclination angle, wherein the seat back can be adjusted rearwardly to no more than 90°, such as no more than 85°, or no more than 75° relative to an upright position. Angle.
  • the car seat may be a zero-gravity seat.
  • the inclination angle of the seat back of the car seat can be adjusted corresponding to the following occupant sitting postures:
  • the seat back in a normal driving posture, may have a first angle of no more than 25° relative to an upright position; and/or in a work sitting posture, the seat back may have a first angle of 40° relative to an upright position. a second angle of ⁇ 50°, such as about 45°; and/or in a casual sitting position, the seat back may have a third angle of more than 50°, such as about 60°, relative to the upright position.
  • the restraint strap loop may be configured to restrain the respective shoulders of the occupant in the event of a frontal collision of the automobile, at least in a casual sitting position, and in particular in a working sitting position as well as in a casual sitting position, The occupant's upper torso is restricted from sliding downward along the support surface of the seat back, and thus the load on the occupant's spine due to said downward sliding is restricted.
  • the frontal collision may involve a collision test of a car with the car seat against a frontal rigid wall at a speed of 50 km/h, using a Hybrid III 50% male test dummy or other test dummy. people.
  • a spinal support restraint device for a car seat which includes a flexible and adjustable restraint belt assembly, both ends of the restraint belt assembly are connected to the car seat. , to form a restraint loop.
  • the restraint strap assembly can be folded and sewn to have a force-limiting function.
  • the automatic retracting function, emergency locking function, pre-tightening function and/or force limiting function of the seat belt retractor can be used to realize the appropriate positioning of the restraint belt on the shoulder. Restraints can reduce the pressure on the occupant's spine in the event of a collision and improve the safety of the occupant.
  • two closed restraint belt loops in a normal driving posture, can be placed around the occupant's shoulders to restrain the shoulders to relieve pressure on the spine.
  • the spinal support and restraint device can make up for the lack of restraint of the occupant along the support surface of the seat back , among which, the two shoulder straps are restrained by the two restraint belt rings, which can reduce the human body from sliding down, thereby reducing the spinal pressure and improving the comfort of the occupants, especially in the event of a collision, which can reduce the human body from sliding down, and therefore can At least reduce, and especially basically avoid, spinal injuries that are difficult to treat.
  • the force-limiting device when a car with the car seat collides, especially a frontal collision, and when the force exerted by the restraint belt on the occupant exceeds a set force threshold, the force-limiting device can work. While the belt restrains and supports the occupant, on the one hand it limits the upper limit of the force exerted by the restraint belt on the occupant, and on the other hand it absorbs the occupant's kinetic energy through the force limiting device, which can improve the restraint posture of the occupant and reduce injuries to the occupant, especially Reduce damage to the occupant's spine.
  • the force-limiting device can When the force-limiting device produces a force-limiting function, the effective length of the restraint belt loop can continue to increase, and the force-limiting device can absorb the upper body of the occupant. dry inertia force, which can relieve the pressure on the occupant's spine.
  • the present invention may have some or all of the following positive effects:
  • the spinal support and restraint device can make up for the lack of restraint of the occupant along the support surface of the seat back.
  • the support of the shoulder at the armpit by the restraint belt can reduce the pressure on the spine, and at the same time, the flexible support of the restraint belt is basically It will not affect the comfort of the passengers.
  • the spinal support restraint device can improve the occupant's movement posture, relieve spinal pressure, and improve the occupant's safety.
  • the restraint strap loop may be configured to restrain an occupant in the event of a frontal collision of the vehicle when the seat back is adjusted rearwardly to an angle relative to an upright position that exceeds a predetermined threshold.
  • the corresponding shoulders limit the downward sliding of the occupant's upper torso along the support surface of the seat back and thus limit the loading of the occupant's spine due to said downward sliding.
  • the threshold value is not less than 30°, for example not less than 35°, especially not less than 40°.
  • the threshold may be between 40° and 80°.
  • Another aspect of the invention relates to a vehicle having a car seat according to any embodiment of the invention.
  • the vehicle may be a passenger vehicle, such as a vehicle powered solely by an internal combustion engine, a hybrid vehicle, or a pure electric vehicle.
  • Figure 1 is a schematic side view of a car seat according to an embodiment of the invention when the occupant (test dummy) is in a relaxed sitting position, with the spinal support and restraint device for the car seat in an unused, hidden state.
  • Figure 2 is a side view corresponding to Figure 1, but with the spinal support restraint device for a car seat in use.
  • Figure 3 is a simplified front view of the test dummy seated on a car seat, with the car seat itself hidden.
  • Figure 4 is a side view corresponding to Figure 2, in which the car seat is in a frontal collision condition.
  • Figure 5 is a perspective view of an exemplary embodiment of a tether assembly for an automobile seat.
  • Figure 6 is a partial longitudinal cross-sectional view of the restraint strap assembly of Figure 5 in the area of the force limiting structure.
  • FIG. 7 and 8 are schematic diagrams of a restraint strap assembly according to another embodiment of the present invention.
  • FIGS. 9 and 10 are schematic diagrams of a restraint strap assembly from two different views according to another embodiment of the present invention.
  • Figure 1 is a schematic side view of a car seat 10 according to an embodiment of the invention with the occupant 1 (test dummy) in a relaxed sitting position, with the spinal support and restraint device for the car seat 10 in a hidden, unused position. The state in the seat back 11.
  • Figure 2 is a side view corresponding to Figure 1, but with the spinal support and restraint device for the car seat 10 in use.
  • the vehicle seat 10 can be designed as a so-called zero-gravity seat.
  • the seat back 11 of the car seat 10 is adjusted to an angle ⁇ of approximately 60° relative to the upright position.
  • the occupant seated on the car seat 10 1 can be in a leisurely sitting position, which can also be called a fully lying state.
  • the occupants 1, especially the driver or co-pilot can completely ignore the driving conditions of the car and can rest with their eyes closed.
  • the seat back 11 of the car seat 10 may be designed to be adjustable between an angle of approximately 0° relative to the upright position and a rearward maximum angle relative to the upright position.
  • the rearward maximum angle may be, for example, 60°, 75°, 80°, 85° or 90°.
  • the seat back 11 of the vehicle seat 10 can be designed to be adjustable between an angle of approximately 0° relative to the upright position and a forward maximum angle relative to the upright position.
  • the maximum forward angle may be, for example, 60°, 75°, 80°, 85° or 90°.
  • the seat cushion 12 of the car seat 10 can The adjustment is made in relation to the angle of the seat back 11 in order to provide the occupant 1 with a desired suitable sitting position, in particular when the vehicle seat 10 is configured as a zero-gravity seat.
  • the seat back 11 can be adjusted back to a working sitting posture or a normal driving posture.
  • the occupant 1 can occasionally pay attention to the driving conditions of the car or not, and can perform work or entertainment in the car, in which the seat back 11 can be adjusted to an angle of approximately 45° relative to the upright position.
  • the occupant 1 In a normal driving posture, the occupant 1 can fully pay attention to the driving conditions of the car, wherein the angle ⁇ of the seat back 11 relative to the upright position generally does not exceed the design position of approximately 25°.
  • the car seat 10 may be equipped with a safety belt device 2, which may be a three-point safety belt device.
  • the car seat 10 includes a spinal support and restraint device configured to restrain both shoulders of the occupant 1 seated on the car seat 10 .
  • the spinal support and restraint device includes a pair of restraint belt assemblies 13 connected to the seat back 11 .
  • the restraint belt assembly 13 matching the left shoulder of the occupant 1 may also be called a left restraint belt assembly, and the restraint belt assembly 13 matching the right shoulder of the occupant 1 may also be called a right restraint belt assembly.
  • the two strap assemblies 13 can be constructed identically or differently.
  • Each tether assembly 13 includes a flexible strap, and each tether assembly 13 forms a tether loop configured such that when the occupant 1 is seated on the vehicle seat 10 , the tether strap The loop surrounds and restrains a respective shoulder of the occupant through the armpit of the respective shoulder.
  • FIG. 5 is a perspective view of an exemplary embodiment of a tether assembly 13 for an automobile seat 10 .
  • the restraint belt assembly 13 includes a main webbing 20 and an auxiliary webbing 25, which are connected to the adjusting buckle 23.
  • the adjusting buckle 23 includes a frame and at least one connecting rod connected to two opposite side walls of the frame.
  • the main webbing 20 is connected to the connecting rod, and the auxiliary webbing 20 is connected to the frame.
  • the main webbing 20 is connected to the frame, and the auxiliary webbing is connected to the connecting rod.
  • the effective length of the restraint belt loop can be adjusted through the adjusting buckle 23.
  • the material of each webbing may be the same as or similar to the material of webbings of common safety belt devices.
  • the restraint belt assembly 13 has two opposite ends 21 and 22, of which one first end 21 is connected to the first fixed point 3 (see Figures 2 and 3) of the seat back 11, and the other second end The portion 22 is connected to the second fixed point 4 of the seat back 11 (see Figures 2 and 3).
  • the height of the first fixation point 3 on the seat back 11 is greater than or equal to the height of the shoulders of the Hybrid III 50% male test dummy when seated on the car seat, and the second fixation point
  • the height of 4 on the seat back 11 is greater than or equal to the armpit position of the Hybrid III 50% male test dummy when riding on the car seat, and the first fixed point 3 is higher than the second fixed point 4.
  • the first fastening point 3 and the second fastening point 4 can coincide.
  • the restraint belt assembly 13 shown in Figure 5 forms a closed, wearable, adjustable effective length restraint belt loop on the seat back 11 of the car seat 10.
  • the restraint belt assembly 13 is configured to, When the passenger 1 rides on the car seat 10, the passenger 1 can pass his or her arms through the restraint belt loops until the restraint belt loops reach the corresponding shoulders and armpits of the occupant.
  • the restraint strap loops can restrain the corresponding shoulders of the occupant 1 in a suitable manner.
  • the restraint loops can initially have a larger effective length and thus the arms of the occupant 1 can easily pass through the restraint loops.
  • the restraint belt assembly 13 can be adapted to occupants of different shapes and/or different sitting postures of the occupants relative to the car seat.
  • the adjusting buckle 23 can be omitted and the strap assembly 13 can comprise a single strap, in particular a webbing strap.
  • the restraint belt assembly 13 may include a force-limiting structure 24 configured to upwardly limit the force exerted by the restraint belt loop on the corresponding shoulders and armpits of the occupant 1 . Binding power.
  • the main webbing 20 of the restraint belt assembly 13 can have a Z-shaped folded section, and the Z-shaped folded section can be sewn by multiple parallel sewing lines, and each sewing line can be more than its respective predetermined length. is released and in this case the effective length of the restraint loop increases.
  • Each sewing thread may have approximately the same load threshold, or each sewing thread may have an increasing load threshold.
  • the sewing thread When the tensile force along the main webbing 20 is greater than the sewing strength of the sewing thread, the sewing thread will be torn in sequence, resulting in a relatively stable force limit. At the same time, the restraint belt loop will become longer, and the restraint belt loop will support the occupant's upper torso and reduce the spinal pressure. At the same time, the force-limiting structure 24 can slow down the shoulder load.
  • the length L of the folded section of the webbing, the sewing strength of each sewing line, and the number of sewing lines can be adjusted and optimized according to the collision characteristics of different cars. Alternatively or additionally, the folded sections may be bonded by an adhesive, which bonding can be released when a predetermined load threshold is exceeded.
  • FIG. 4 is a side view corresponding to FIG. 2 , in which the car seat 10 is in a frontal collision condition.
  • An exemplary frontal crash condition may involve a collision test of a car with the car seat against a frontal rigid wall at a speed of 50 km/h.
  • each strap loop holds the two shoulders of the occupant 1 at the armpits, wherein each strap loop provides a support force F that resists the downward movement of the occupant 1 along the support surface of the seat back 11
  • the tendency of sliding, especially when combined with the seat belt device 2, the two restraint loops can improve the movement posture of the occupant 1, reduce the pressure on the spine, and at least reduce, and especially basically completely avoid, the damage to the spine. If during a frontal collision, the support force F of each restraint belt loop exceeds a predetermined threshold, the force-limiting structure 24 of the restraint belt assembly 13 can work. While the restraint belt loops restrain and support the occupant, on the one hand, the restraint belts are restrained.
  • the circle upper limit of the support force F for the occupant absorbs the kinetic energy of the occupant 1 through the force limiting structure 24, which can improve the restraint posture of the occupant 1 and reduce the damage to the occupant 1, especially the damage to the spine of the occupant 1.
  • the modified tether assembly 13 can be aligned with the seat at one location along its length or over a section of its length.
  • the backrest 11 is connected, for example by sewing threads, or by rivets, and the two opposite ends 21, 22 of the modified restraint strap assembly 13 can be releasably connected as two free ends, so that When the two ends 21, 22 are connected, a closed restraint loop is formed.
  • the releasable connection can be achieved by a buckle lock, which includes a buckle head and a buckle seat, and the buckle head is assigned to the two ends 21 and 21 of the restraint belt assembly 13. 22, and the buckle seat is assigned to the other end of the two ends 21, 22 of the restraint belt assembly 13.
  • the snap head can be inserted into the snap seat to establish a snap connection, and the snap head can be applied Release it from the buckle seat while squeezing.
  • FIGS. 7 and 8 are schematic diagrams of a restraint strap assembly 13a according to another embodiment of the present invention.
  • the restraining belt assembly 13 a is in a connected state
  • the restraining belt assembly 13 a is in a released state.
  • the restraint belt assembly 13a includes two sub-belts, of which a first sub-belt 31 is connected with one end 35 of the first fixed point 3 of the seat back 11 (see Figures 2 and 3) and has a first The free end, the other second sub-band 32 is connected with one end 36 of the second fastening point 4 of the seat back 11 (see FIGS.
  • the releasable connection can be achieved by a snap lock 30, which includes a snap head 33 and a snap seat 34, the snap head 33 being assigned to one of the two free ends.
  • a snap lock 30 which includes a snap head 33 and a snap seat 34, the snap head 33 being assigned to one of the two free ends.
  • One free end (currently the second free end), the buckle seat 34 is assigned to the other free end (currently the first free end) of the two free ends of the restraint belt assembly 13a department).
  • the snap head 33 can be inserted into the snap seat 34 to establish a snap connection, and the snap head 33 can be released from the snap seat 34 when a pressing force is applied.
  • the first partial strap 31 may be called an upper restraint strap
  • the second partial strap 32 may be called a lower restraint strap. They are respectively on the chest and back at the armpit position of the human body before being worn.
  • the two sub-straps can be connected into a closed restraint belt loop through the buckle lock 30 with an adjustment function.
  • the restraint belt assembly 13b includes a main webbing 40 and an auxiliary webbing 45 .
  • the main webbing 40 is provided with a webbing retracting device 41 at one end and a lock tongue 43 at the other end.
  • the webbing retracting device 41 has a fixed point 42 which is connected to the first fixed point 3 of the seat back 11 (See Figure 2 and Figure 3) connection.
  • the auxiliary webbing 45 is provided with a fixing piece 44 at one end and a locking head 46 at the other end.
  • the fixed piece is connected to the first fixed point 3 of the seat back 11 (see Figures 2 and 3).
  • the locking tongue 43 can be inserted into the locking head 46 so that the primary webbing 40 and the secondary webbing 45 are connected to create a closed restraint loop.
  • the button of the lock head 46 is pressed, the lock tongue 43 inserted into the lock head can be pulled out to facilitate the occupant to leave the car seat.
  • the effective length of the strap loop can be automatically adjusted.
  • the webbing retractor can be locked so that the restraint loop can be Good and timely restraint of the occupant's respective shoulders.
  • the webbing take-up device may have a force-limiting device integrated therein, and the force-limiting device is configured to limit the restraining force of the restraint belt assembly or the restraint belt loop on the corresponding shoulder, thereby preventing the restraint belt loop from, for example, Excessive support is exerted on the occupant's shoulders and armpits during a collision, so the restraint loops can produce bearable restraints on the shoulders and armpits, safely restrain the occupant's upper torso, and relieve pressure on the spine.
  • the webbing take-up device may be equipped with a pre-tensioning device configured to pre-tighten the webbing of the restraint strap assembly when activated.
  • the pre-tensioning device may include a pre-tension motor, which, when activated, winds the webbing to a predetermined degree so as to pre-tighten the webbing, thereby enabling the restraint loop to be better restrained. Corresponding shoulders.
  • the pretensioning device may include a gas generator that can rapidly generate gas when activated, and the gas can drive a set of steel balls that can Impacting the gear connected to the spool causes the spool to rotate in the rewinding direction and thus pre-tension the webbing.
  • the pretensioning device may include a gas generator that can rapidly generate gas when activated, and the gas can drive a flexible rack that can The gear connected to the spool is driven to rotate the spool in the rewinding direction and thus pre-tension the webbing.
  • the restraint belt can be pre-tightened in advance to further improve the performance of the restraint belt in supporting and restraining the shoulders, which is beneficial to further reducing spinal pressure.
  • the spinal support restraint device may be configured for restraining only one shoulder of an occupant seated in a vehicle seat, wherein the spinal support restraint device includes only one shoulder connected to the seat back.
  • a restraint strap assembly configured to match the left front or right shoulder of an occupant.
  • the spinal support restraint device may be configured for restraining both shoulders of an occupant seated in a vehicle seat, wherein the spinal support restraint device includes only one shoulder connected to the seat back.
  • a restraint strap assembly configured to match the front left or right shoulder of an occupant and is provided with other support devices, such as a flexible rod-shaped support, for the other shoulder of the occupant body.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Textile Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Seats For Vehicles (AREA)

Abstract

本申请涉及一种汽车座椅(10)以及一种用于汽车座椅的脊柱支撑约束装置。所述脊柱支撑约束装置构造成用于约束在汽车座椅上乘坐的乘员(1)的至少一个肩部，所述脊柱支撑约束装置包括至少一个与座椅靠背连接的束缚带总成(13)，所述束缚带总成包括柔性的带材，所述束缚带总成形成环形的束缚带圈，所述束缚带圈构造成，在乘员在汽车座椅上以躺倒坐姿乘坐时，所述束缚带圈经过乘员的一个相应的肩部的腋窝环绕所述相应的肩部，并且约束所述相应的肩部。尤其是当座椅靠背(11)的倾角调节至乘员在汽车座椅(10)上的工作坐姿和休闲坐姿时，特别是在正面碰撞事件中，脊柱支撑约束装置能够改善乘员(1)的运动姿态，缓解乘员的脊柱压力，提高乘员的安全性。

Description

汽车座椅和用于汽车座椅的脊柱支撑约束装置 技术领域
本发明涉及一种汽车座椅以及一种用于汽车座椅的脊柱支撑约束装置。
背景技术
目前，在汽车领域中，典型地，汽车座椅的座椅靠背可以在正常使用时根据乘员的需要调整倾角。在一些现有的安全法规试验中，例如在汽车正面碰撞试验中，可以将汽车座椅的座椅靠背调整到一个设计位置，在该设计位置中座椅靠背具有相对于直立位置大约25°的角度，利用碰撞假人进行试验，并且进行伤害评价。在实际的汽车座椅的实际使用过程中，在实际的汽车碰撞过程中，座椅靠背不一定正好调整到设计位置上，例如在碰撞过程中，座椅靠背有可能已调整到相对于直立位置明显大于25°的角度、例如大约45°或大约60°的角度，此时乘员在汽车座椅上处于半躺或者全躺的状态，乘员的脊柱可能受到较大压力而导致伤害。
随着汽车智能化、自动驾驶和无人驾驶技术的发展，部分解放或完全解放车内乘员对驾驶过程的关注，尤其是车内的驾驶员和副驾驶将有更多可能的坐姿。典型地，可将乘员坐姿归纳为三种：
1)正常驾乘坐姿，在正常驾乘坐姿中，乘员、尤其是驾驶员或者副驾驶能够完全关注汽车的行驶状况，其中，座椅靠背相对于直立位置的角度一般不超过例如大约25°的设计位置；
2)工作坐姿，在工作坐姿中，乘员、尤其是驾驶员或者副驾驶可以偶然关注或者不关注汽车行驶状况，可以在汽车内进行工作或娱乐，其中，座椅靠背可以调节相对于直立位置例如大约45°的角度；
3)休闲坐姿，在休闲坐姿中，乘员、尤其是驾驶员或者副驾驶可以彻底不关注汽车行驶状况，可以闭眼休息，座椅靠背可以调节到相对于直立位置大约60°或甚至更大的角度。
在工作坐姿或休闲坐姿(它们也可称为半躺坐姿或全躺坐姿)的情况下，在汽车发生正面碰撞时，乘员躯干可以因惯性而沿着座椅靠背的支撑面向下滑动，同时汽车座椅的座盆对乘员进行支撑，并且配设给汽车座椅的安全带装置的腰带可以对乘员的盆骨进行约束，这可能导致乘员的上躯干与盆骨之间的相向运动和挤压。在研究和试验中发现，这样的载荷状况可能导致乘员脊柱过度受压而造成伤害、甚至是不可完全治愈的伤害、在严重情况下可能危及生命的伤害。
发明内容
本发明的目的是，提供一种汽车座椅以及一种用于汽车座椅的脊柱支撑约束装置，借此能够在汽车碰撞过程、尤其是正面碰撞过程中改进汽车座椅对乘员的约束，特别是可以改进对乘员的脊柱的保护。
所述目的可以通过一种用于汽车座椅的脊柱支撑约束装置达到，所述脊柱支撑约束装置构造成用于约束在汽车座椅上乘坐的乘员的至少一个、尤其是两个肩部，所述脊柱支撑约束装置包括至少一个、尤其是一对与汽车座椅的座椅靠背连接的束缚带总成，所述束缚带总成包括柔性的带材，所述束缚带总成形成环形的束缚带圈，所述束缚带圈构造成，在乘员在汽车座椅上以躺倒坐姿乘坐时，所述束缚带圈经过乘员的一个相应的肩部的腋窝环绕所述相应的肩部，并且约束所述相应的肩部，限制乘员的上躯干沿着座椅靠背的支撑面向下滑动，并且因此限制乘员的脊柱由于所述向下滑动而引起的载荷。
所述目的可以还通过一种汽车座椅达到，其包括座椅靠背以及按本发明的任意实施方式的用于汽车座椅的脊柱支撑约束装置。
当配备这样的汽车座椅的汽车发生碰撞事故、尤其是正面碰撞事故时，两个束缚带总成可以以两个束缚带圈的形式良好地约束乘员的两个肩部，限制乘员的上躯干沿着座椅靠背的支撑面向下滑动，并且从而限制乘员脊柱所承受的压力载荷，至少降低或者完全避免乘员脊柱因此受到的伤害。
在一些实施方式中，所述角度的预定的阈值可以处于20°～60°之间、例如30°～50°之间的范围内。
在一些实施方式中，所述束缚带总成可以包括调节装置，所述调节装 置构造成用于调节束缚带圈的有效长度，用于针对不同的乘员以及乘员与座椅靠背的相对位置来调整束缚带圈。在束缚带总成的使用过程中，可以首先调节出束缚带圈的较大的有效长度，以便使得束缚带圈能够容易地套住相应的肩部；并且然后可以手动地或者自动地将束缚带圈拉紧，使得各束缚带圈良好地约束相应的肩部。
在一些实施方式中，两个束缚带总成可以相同地构成。
在一些实施方式中，两个束缚带总成可以不同地构成。
在一些实施方式中，束缚带总成包括主织带和副织带；调节装置构造调节扣，调节扣包括框架和与框架的两个相对的侧壁相连的至少一个连接杆；主织带和副织带中的一者与框架相连，主织带和副织带中的另一者与连接杆相连；通过调节扣能够调节束缚带圈的有效长度。这种调节扣在箱包领域中已被广泛地采用和已知。
在一些实施方式中，所述带材可以是织带。
在一些实施方式中，所述带材可以是弹性柔软的布带。
在一些实施方式中，所述带材可以采用与常见的安全带装置的织带相同或类似的材料。
在一些实施方式中，所述束缚带总成可以包括限力结构，所述限力结构构造成用于向上限制束缚带圈对乘员施加的束缚力。
在一些实施方式中，所述束缚带总成可以包括织带，所述织带具有折叠区段，所述折叠区段通过缝纫线缝合，所述缝合在超过预定的载荷阈值时能被解除并且在此情况下束缚带圈的有效长度增加。作为替换或补充，所述折叠区段可以通过粘合剂粘接，所述粘接在超过预定的载荷阈值时能被解除。
在一些实施方式中，所述折叠区段可以通过多道缝纫线缝合，每一道缝纫线在超过各自的预定的载荷阈值时能被解除并且在此情况下束缚带圈的有效长度相应地增加。
在一些实施方式中，所述多道缝纫线可以相互平行地延伸，并且/或者可以具有规律的、尤其是均匀的间距。
在一些实施方式中，各缝纫线可以具有大致相同的载荷阈值，或者各 缝纫线可以具有递增的载荷阈值。
在一些实施方式中，所述缝纫线可以在织带的宽度方向上延伸。
在一些实施方式中，所述束缚带总成可以形成封闭的、可穿戴的、可调节有效长度的束缚带圈，所述束缚带总成构造成，在乘员在汽车座椅上乘坐时，所述乘员能以其手臂穿过束缚带圈，直至束缚带圈到达乘员的相应的肩部和腋窝，其中，通过调节束缚带圈的有效长度，所述束缚带圈能与乘员相适配地约束乘员的相应的肩部。
在一些实施方式中，所述束缚带总成可以具有相对的两个端部，其中一个第一端部与座椅靠背的第一固定点连接，并且另一个第二端部与座椅靠背的第二固定点连接。
在一些实施方式中，第一固定点在座椅靠背上的高度可以大于或等于Hybrid III 50％男性试验假人在汽车座椅上乘坐时的肩部的高度，并且第二固定点在汽车座椅上的高度可以大于或等于Hybrid III 50％男性试验假人在汽车座椅上乘坐时的腋窝位置。
在一些实施方式中，第一固定点和第二固定点可以重合。
在一些实施方式中，第一固定点和第二固定点可以处于一个与汽车座椅的宽度方向垂直的平面中。换言之，在汽车坐标系中，第一固定点和第二固定点可以具有大致相同的y坐标。
在一些实施方式中，所述束缚带总成的两个端部之中的一个端部可以与座椅靠背不可松开地连接，并且所述束缚带总成的两个端部之中的另一个端部可以与座椅靠背可松开地连接。
在本申请的意义中，“不可松开的连接”可以意味着，需要借助于工具，或者需要采取破坏性的措施，才能解除所述连接。“不可松开的连接”例如可以通过螺栓、铆钉、缝纫线或类似措施实现。“可松开的连接”可以意味着，无需借助于工具，可以手动地建立所述连接，并且所述连接在建立之后可以再次手动地松开。
在一些实施方式中，所述束缚带总成可以具有相对的两个端部，所述束缚带总成在其长度的一个位置上或者在其长度的一个区段上与座椅靠背连接，并且所述束缚带总成的两个端部能够可松开地连接，以便在所述束 缚带总成的两个端部连接时形成封闭的束缚带圈。
在一些实施方式中，所述束缚带总成可以包括两个分带，其中一个第一分带与座椅靠背的第一固定点连接并且具有第一自由端部，另一个第二分带与座椅靠背的第二固定点连接并且具有第二自由端部，第一和第二自由端部能够可松开地连接，以便在第一和第二自由端部连接时形成封闭的束缚带圈。
在一些实施方式中，所述可松开的连接可以通过卡扣锁扣实现，所述卡扣锁扣包括卡扣头和卡扣座，所述卡扣头能插入到卡扣座中以建立卡扣连接，并且所述卡扣头能在被施加挤压力的情况下从卡扣座松开。
在一些实施方式中，所述束缚带总成可以配设有织带卷收装置，所述织带卷收装置构造成用于自动地收紧织带，所述织带卷收装置能被紧急锁止。典型地，织带卷收装置可以包括卷轴和卷簧，所述卷簧在卷收方向上偏压卷轴，织带可以卷绕在所述卷轴上。
在一些实施方式中，所述织带卷收装置可以配设有预紧装置，所述预紧装置构造成，在被激活时将织带预紧。
在一些实施方式中，所述预紧装置可以包括预紧电机，其在被激活时以预定的程度卷收织带，以便将织带预紧，借此可以使得束缚带圈更好地约束相应的肩部。
在一些实施方式中，所述预紧装置可以包括气体发生器，所述气体发生器在被激活时能迅速地产生气体，所述气体可以驱动一组钢球，所述钢球可以冲击与卷轴连接的齿轮，使得卷轴在卷收方向上转动，并且从而预紧织带。
在一些实施方式中，所述预紧装置可以包括气体发生器，所述气体发生器在被激活时能迅速地产生气体，所述气体可以驱动柔性齿条，所述柔性齿条可以驱动与卷轴连接的齿轮，使得卷轴在卷收方向上转动，并且从而预紧织带。
在一些实施方式中，所述织带卷收装置可以配设有限力装置，所述限力装置构造成用于限制束缚带总成的约束力。
在一些实施方式中，所述卷轴可以配设有扭力杆，所述扭力杆可以在 超过预定的扭转载荷时被破坏，并且从而可以限制束缚带圈施加到肩部上的作用力。
在一些实施方式中，所述束缚带总成可以在未使用状态下能被隐藏到座椅靠背中。为此，所述座椅靠背可以具有相应的容纳部。
在一些实施方式中，所述束缚带总成的两个分带可以在未连接状态下分别被隐藏到座椅靠背中。为此，所述座椅靠背可以具有用于两个分带的相应的容纳部。
在一些实施方式中，所述座椅靠背可以具有可调的倾角，其中，所述座椅靠背能被朝后调节至相对于直立位置超过25°、例如超过40°的角度。
在一些实施方式中，所述座椅靠背可以具有可调的倾角，其中，所述座椅靠背能被朝后调节至相对于直立位置不超过90°、例如不超过85°或者不超过75°的角度。
在一些实施方式中，所述汽车座椅可以是零重力座椅。
在一些实施方式中，所述汽车座椅的座椅靠背的倾角能与以下乘员坐姿相对应地调节：
-正常驾乘坐姿，在正常驾乘坐姿中，座椅靠背具有相对于直立位置的第一角度；
-工作坐姿，在工作坐姿中，座椅靠背具有相对于直立位置的第二角度，第二角度大于第一角度；
-休闲坐姿，在休闲坐姿中，座椅靠背具有相对于直立位置的第三角度，第三角度大于第二角度。
在一些实施方式中，在正常驾乘坐姿中，座椅靠背可以具有相对于直立位置不超过25°的第一角度；和/或在工作坐姿中，座椅靠背可以具有相对于直立位置40°～50°、例如大约45°的第二角度；和/或在休闲坐姿中，座椅靠背可以具有相对于直立位置超过50°、例如大约60°的第三角度。
在一些实施方式中，所述束缚带圈可以构造成，至少在休闲坐姿中，尤其是在工作坐姿中以及在休闲坐姿中，在汽车的正面碰撞的事件中，约束乘员的相应的肩部，限制乘员的上躯干沿着座椅靠背的支撑面向下滑动，并且因此限制乘员的脊柱由于所述向下滑动而引起的载荷。
在一些实施方式中，所述正面碰撞可以涉及具有所述汽车座椅的汽车以50公里/小时的速度与正面刚性墙的碰撞试验，其中，采用Hybrid III 50％男性试验假人或其他试验假人。
在一些实施方式中，提供一种用于汽车座椅的脊柱支撑约束装置，其包括柔性的可调节的束缚带总成，所述束缚带总成的两端均与所述汽车座椅相连接，以形成束缚带圈。束缚带总成可以通过折叠和缝纫而具有限力功能。在进一步方案中，可以通过安全带卷收器，利用安全带卷收器的自动卷收功能、紧急锁止功能、预紧功能和/或限力功能，实现束缚带圈对肩部的适宜的约束，可以在碰撞事件中减缓乘员的脊椎的压力，提高乘员的安全性。
在一些实施方式中，在正常驾乘坐姿中，可以将两个封闭的束缚带圈围绕在乘员肩部上，对肩部进行约束，以减缓对脊柱的压力。当座椅靠背的倾角被适宜地调节，以致乘员处在工作坐姿(半躺)或者休闲坐姿(全躺)的状态下，脊柱支撑约束装置可以弥补乘员沿座椅靠背的支撑面的约束的欠缺，其中，通过两个束缚带圈对两个肩部的约束，可以减少人体下滑，从而可以减小脊柱压力，提高乘员的舒适性，尤其是在碰撞事件中可以减小人体下滑，并且因此可以至少降低、尤其是基本上避免较难治愈的脊柱伤害。
在一些实施方式中，当具有所述汽车座椅的汽车发生碰撞、尤其是正面碰撞时，当束缚带圈对乘员施加的作用力超过设定的力阈值时，限力装置可以工作，在束缚带圈约束和支撑乘员的同时，一方面限制束缚带圈对乘员的作用力的上限，一方面通过限力装置吸收乘员的动能，这可以改善乘员的约束姿态，降低对乘员的伤害，尤其是降低对乘员的脊柱的伤害。
在一些实施方式中，当具有所述汽车座椅的汽车发生碰撞、尤其是正面碰撞时，尤其是在座椅靠背具有相对于直立位置较大的角度的情况下，例如在工作坐姿或休闲坐姿中，乘员可能在惯性力作用下沿座椅靠背的支撑面向下滑动，束缚带圈在乘员下滑过程中起到拉伸作用，当束缚带圈上的载荷超过设定值之后，限力装置可以工作，在限力装置产生限力功能的同时，束缚带圈的有效长度可以持续增加，限力装置可以吸收乘员的上躯 干的惯性力，这可以缓解乘员脊柱所受到的压力。
在一些实施方式中，本发明可以具有以下积极效果之中的一部分或全部：在按本发明的汽车座椅中，当乘员处在工作坐姿(半躺)或者休闲坐姿(全躺)的状态下，脊柱支撑约束装置可以弥补乘员沿座椅靠背的支撑面的约束的欠缺，其中，通过束缚带圈在腋窝处对肩部的支撑，可以减小脊柱压力，同时束缚带圈的柔性的支撑基本上不会对乘员的舒适性有影响。当汽车发生碰撞、尤其是正面碰撞时，脊柱支撑约束装置可以改善乘员的运动姿态，缓解脊柱压力，提高乘员的安全性。
在一些实施方式中，所述束缚带圈可以构造成，在所述座椅靠背被朝后调节至相对于直立位置的角度超过预定的阈值时，在汽车的正面碰撞的事件中，约束乘员的相应的肩部，限制乘员的上躯干沿着座椅靠背的支撑面向下滑动，并且因此限制乘员的脊柱由于所述向下滑动而引起的载荷。优选地，所述阈值不小于30°，例如不小于35°，特别是不小于40°。例如，所述阈值可以处于40°～80°之间。
本发明的另一个方面涉及一种车辆，所述车辆具有按本发明的任一种实施方式的汽车座椅。
在一些实施方式中，所述车辆可以是乘用车，例如单纯用内燃机驱动的车辆、混合动力车辆或者纯电动车辆。
上面已提及的技术特征、下面将要提及的技术特征以及单独地在附图中显示的技术特征可以任意地相互组合，只要被组合的技术特征不是相互矛盾的。所有的可行的特征组合都是在本文中明确地记载的技术内容。在同一个语句中包含的多个分特征之中的任一个分特征可以独立地被应用，而不必一定与其他分特征一起被应用。
附图说明
现在，参照示意性的附图，借助示例性的实施方式，更详细地说明本发明。
图1是按本发明的实施方式的汽车座椅在乘员(试验假人)处于休闲坐姿时的示意侧视图，其中，用于汽车座椅的脊柱支撑约束装置处于未被使用的隐藏的状态。
图2是与图1对应的侧视图，但是，用于汽车座椅的脊柱支撑约束装置处于使用状态。
图3是试验假人在汽车座椅上乘坐时的简化的前视图，其中，汽车座椅本身被隐去。
图4是与图2对应的侧视图，其中，所述汽车座椅处于汽车正面碰撞工况中。
图5是用于汽车座椅的束缚带总成的示例性的实施方式的透视图。
图6是图5的束缚带总成在限力结构的区域中的局部的纵剖视图。
图7和图8是按本发明的另一种实施方式的束缚带总成的示意图。
图9和图10是按本发明的另一种实施方式的束缚带总成的两个不同视角的示意图。
具体实施方式
下面通过示例性的实施方式并结合附图来更清楚完整地说明本发明，但并不应因此将本发明限制在示例性的实施方式的范围之中。
图1是按本发明的实施方式的汽车座椅10在乘员1(试验假人)处于休闲坐姿时的示意侧视图，其中，用于汽车座椅10的脊柱支撑约束装置处于未被使用的隐藏在座椅靠背11中的状态。图2是与图1对应的侧视图，但是，用于汽车座椅10的脊柱支撑约束装置处于使用状态。
汽车座椅10可以构成为所谓的零重力座椅。在图1和图2中，汽车座椅10的座椅靠背11被调节至相对于直立位置大约60°的角度α，在座椅靠背11的该角度下，在汽车座椅10上乘坐的乘员1可以处于休闲坐姿，该休闲坐姿也可以称为全躺状态。在休闲坐姿中，乘员1、尤其是驾驶员或者副驾驶可以彻底不关注汽车的行驶状况，可以闭眼休息。
汽车座椅10的座椅靠背11可以设计成在一个相对于直立位置大约为0°的角度与一个相对于直立位置的朝后的最大角度之间调节。所述朝后的最大角度例如可以是60°、75°、80°、85°或者90°。作为补充，汽车座椅10的座椅靠背11可以设计成在一个相对于直立位置大约为0°的角度与一个相对于直立位置的朝前的最大角度之间调节。所述朝前的最大角度例如可以是60°、75°、80°、85°或者90°。作为补充，汽车座椅10的座垫12可 以与座椅靠背11的角度相关地调整，以便为乘员1提供期望的适宜的坐姿，当汽车座椅10构成为零重力座椅时，尤其如此。
从如图1和图2所示的汽车座椅10的姿态出发，座椅靠背11可以往回调整到工作坐姿或者正常驾乘坐姿。在工作坐姿中，乘员1可以偶然关注或者不关注汽车的行驶状况，可以在汽车内进行工作或娱乐，其中，座椅靠背11可以调节至相对于直立位置大约45°的角度。在正常驾乘坐姿中，乘员1可以完全关注汽车的行驶状况，其中，座椅靠背11相对于直立位置的角度α一般不超过大约25°的设计位置。
在所示的汽车座椅10的开发中以及在汽车座椅10的虚拟的或者实际的试验中，可以采用Hybrid III 50％男性试验假人。该汽车座椅10可以配备安全带装置2，该安全带装置2可以是三点式安全带装置。
如图1所示，当用于汽车座椅10的脊柱支撑约束装置处于未被使用的状态下，在正面碰撞事件中，乘员1将会因惯性而沿座椅靠背11的支撑面向下滑动，在汽车座椅10的座垫12的座盆提供支撑的情况下，乘员1的脊柱可以受到较大的挤压载荷，这可能引起乘员1的脊柱和/或腰椎因过大的载荷而受到伤害。
如图2和图3所示，汽车座椅10包括脊柱支撑约束装置，所述脊柱支撑约束装置构造成用于约束在汽车座椅10上乘坐的乘员1的两个肩部。所述脊柱支撑约束装置包括一对与座椅靠背11连接的束缚带总成13。与乘员1的左肩部相配的束缚带总成13也可以称为左束缚带总成，并且与乘员1的右肩部相配的束缚带总成13也可以称为右束缚带总成。这两个束缚带总成13可以相同地或者不同地构成。每个束缚带总成13包括柔性的带材，每个束缚带总成13形成一个束缚带圈，所述束缚带圈构造成，在乘员1在汽车座椅10上乘坐时，所述束缚带圈经过乘员的一个相应的肩部的腋窝环绕所述相应的肩部，并且约束所述相应的肩部。
图5是用于汽车座椅10的一个束缚带总成13的示例性的实施方式的透视图。所述束缚带总成13包括主织带20和副织带25，它们连接至调节扣23上。调节扣23包括框架和与框架的两个相对的侧壁相连的至少一个连接杆。例如，主织带20与连接杆相连，副织带与框架相连。当然，也可 以将主织带20与框架相连，而副织带与连接杆相连。通过调节扣23能够调节束缚带圈的有效长度。各所述织带的材料可以与常见的安全带装置的织带的材料相同或类似。束缚带总成13具有相对的两个端部21、22，其中一个第一端部21与座椅靠背11的第一固定点3(见图2和图3)连接，并且另一个第二端部22与座椅靠背11的第二固定点4(见图2和图3)连接。在所示的实施方式中，第一固定点3在座椅靠背11上的高度大于或等于Hybrid III 50％男性试验假人在汽车座椅上乘坐时的肩部的高度，并且第二固定点4在座椅靠背11上的高度大于或等于Hybrid III 50％男性试验假人在汽车座椅上乘坐时的腋窝位置，并且第一固定点3高于第二固定点4。在未示出的替选的实施方式中，第一固定点3和第二固定点4可以重合。
如图5所示的束缚带总成13在汽车座椅10的座椅靠背11上形成封闭的、可穿戴的、可调节有效长度的束缚带圈，所述束缚带总成13构造成，在乘员1在汽车座椅10上乘坐时，所述乘员1能以其手臂穿过束缚带圈，直至束缚带圈到达乘员的相应的肩部和腋窝，其中，通过调节束缚带圈的有效长度，所述束缚带圈能与乘员1相适配地约束乘员1的相应的肩部。束缚带圈可以首先具有较大的有效长度，并且从而乘员1的手臂能够容易地穿过束缚带圈。此外，通过调整束缚带圈的有效长度，可以使得束缚带总成13适配于不同体形的乘员和/或乘员相对于汽车座椅的不同坐姿。
在未示出的变型方案中，可以取消调节扣23，并且束缚带总成13可以包括一个唯一的带材、尤其是织带。
如图5和图6所示，所述束缚带总成13可以包括限力结构24，所述限力结构24构造成用于向上限制束缚带圈对乘员1的相应的肩部和腋窝施加的束缚力。为此，所述束缚带总成13的主织带20可以具有Z形折叠区段，所述Z形折叠区段可以通过相互平行的多道缝纫线缝合，每一道缝纫线可以在超过各自的预定的载荷阈值时被解除并且在此情况下束缚带圈的有效长度增加。各缝纫线可以具有大致相同的载荷阈值，或者各缝纫线可以具有递增的载荷阈值。当沿主织带20的拉力大于缝纫线的缝纫强度时，缝纫线会被依次撕裂，产生相对稳定的限力，同时束缚带圈变长，在束缚带圈支撑乘员上躯干、降低脊柱压力的同时，限力结构24可以减缓肩部的 载荷。织带的折叠区段的长度L以及各道缝纫线的缝纫强度以及缝纫线的道数可以根据不同汽车的碰撞特性进行调整和优化。作为替换或补充，所述折叠区段可以通过粘合剂粘接，所述粘接在超过预定的载荷阈值时能被解除。
图4是与图2对应的侧视图，其中，所述汽车座椅10处于汽车正面碰撞工况中。示例性的正面碰撞工况可以涉及具有所述汽车座椅的汽车以50公里/小时的速度与正面刚性墙的碰撞试验。
如由图4可见，在正面碰撞事件中，尤其是当座椅靠背11具有相对于直立位置较大的角度时，例如在乘员1的工作坐姿或休闲坐姿中，此时乘员1处于半躺或全躺状态，乘员1在惯性力作用下具有沿着座椅靠背11的支撑面向下滑动的趋势。两个束缚带圈在乘员1的腋窝处拉住乘员的两个肩部，其中，每个束缚带圈提供支撑力F，所述支撑力F抵制乘员1沿着座椅靠背11的支撑面向下滑动的趋势，尤其是在与安全带装置2配合的情况下，两个束缚带圈可以改善乘员1的运动姿态，降低脊柱压力，至少降低、尤其是基本上完全避免对脊柱的伤害。如果在正面碰撞过程中，各束缚带圈的支撑力F超过预定的阈值，则束缚带总成13的限力结构24可以工作，在束缚带圈约束和支撑乘员的同时，一方面限制束缚带圈对乘员的支撑力F的上限，一方面通过限力结构24吸收乘员1的动能，这可以改善乘员1的约束姿态，降低对乘员1的伤害，尤其是降低对乘员1的脊柱的伤害。
在如图5和图6所示的束缚带总成13的一种变型方案中，经修改的束缚带总成13可以在其长度的一个位置上或者在其长度的一个区段上与座椅靠背11连接，例如通过缝纫线来连接，或者通过铆钉来连接，并且经修改的束缚带总成13的相对的两个端部21、22作为两个自由端部能够可松开地连接，以便在所述两个端部21、22连接时形成封闭的束缚带圈。所述可松开的连接可以通过卡扣锁扣实现，所述卡扣锁扣包括卡扣头和卡扣座，所述卡扣头配设给束缚带总成13的两个端部21、22之中的一个端部，所述卡扣座配设给束缚带总成13的两个端部21、22之中的另一个端部。所述卡扣头能插入到卡扣座中以建立卡扣连接，并且所述卡扣头能在被施加 挤压力的情况下从卡扣座松开。
图7和图8是按本发明的另一种实施方式的束缚带总成13a的示意图。在图7中，束缚带总成13a处于连接状态，在图8中，束缚带总成13a处于松开状态。所述束缚带总成13a包括两个分带，其中一个第一分带31以其一个端部35与座椅靠背11的第一固定点3(见图2和图3)连接并且具有第一自由端部，另一个第二分带32以其一个端部36与座椅靠背11的第二固定点4(见图2和图3)连接并且具有第二自由端部，第一和第二自由端部能够可松开地连接，以便在第一和第二自由端部连接时形成封闭的束缚带圈。所述可松开的连接可以通过卡扣锁扣30实现，所述卡扣锁扣30包括卡扣头33和卡扣座34，所述卡扣头33配设给两个自由端部之中的一个自由端部(当前为第二自由端部)，所述卡扣座34配设给束缚带总成13a的两个自由端部之中的另一个自由端部(当前为第一自由端部)。所述卡扣头33能插入到卡扣座34中以建立卡扣连接，并且所述卡扣头33能在被施加挤压力的情况下从卡扣座34松开。参考两个分带在座椅靠背11上的位置，第一分带31可以称为上束缚带，第二分带32可以称为下束缚带。它们在未穿戴前分别在人体腋窝位置的胸前和背后。在束缚带总成13a被配戴时，通过带调节功能的卡扣锁扣30，可以将两个分带连接成一个封闭的束缚带圈。
图9和图10是按本发明的另一种实施方式的束缚带总成13b的两个不同视角的示意图。所述束缚带总成13b包括主织带40和副织带45。主织带40在其一端设有织带卷收装置41并且在其另一端设有锁舌43，所述织带卷收装置41具有固定点42，该固定点与座椅靠背11的第一固定点3(见图2和图3)连接。副织带45在其一端设有固定片44并且在其另一端设有锁扣头46。所述固定片与座椅靠背11的第一固定点3(见图2和图3)连接。锁舌43能插入到锁扣头46中，使得主织带40和副织带45连接，以建立封闭的束缚带圈。在按压锁扣头46的按钮时，插入到锁扣头中的锁舌43能被拔出，便于乘员离开汽车座椅。
借助织带卷收装置，可以自动调节束缚带圈的有效长度。在发生紧急状况、例如发生碰撞时，织带卷收装置可被紧急锁止，使得束缚带圈可以 良好地及时地约束乘员的相应的肩部。织带卷收装置可以在其内部集成有限力装置，所述限力装置构造成用于限制束缚带总成或者说束缚带圈对相应的肩部的约束力，借此可以防止束缚带圈例如在碰撞事件中对乘员的肩部和腋窝施加过大的支撑力，使得束缚带圈可以产生对于肩部和腋窝可承受的约束力，安全地约束乘员的上躯干，减缓脊椎的压力。
所述织带卷收装置可以配设有预紧装置，所述预紧装置构造成，在被激活时将束缚带总成的织带预紧。在一些示例性的实施方式中，所述预紧装置可以包括预紧电机，其在被激活时以预定的程度卷收织带，以便将织带预紧，借此可以使得束缚带圈更好地约束相应的肩部。在一些示例性的实施方式中，所述预紧装置可以包括气体发生器，所述气体发生器在被激活时能迅速地产生气体，所述气体可以驱动一组钢球，所述钢球可以冲击与卷轴连接的齿轮，使得卷轴在卷收方向上转动，并且从而预紧织带。在一些示例性的实施方式中，所述预紧装置可以包括气体发生器，所述气体发生器在被激活时能迅速地产生气体，所述气体可以驱动柔性齿条，所述柔性齿条可以驱动与卷轴连接的齿轮，使得卷轴在卷收方向上转动，并且从而预紧织带。通过预紧功能，在汽车即将发生碰撞时或者在碰撞过程中，束缚带圈可以被提前预紧，以进一步提高束缚带圈对肩部的支撑和约束的性能，有利于进一步降低脊柱压力。
在未示出的实施方式中，脊柱支撑约束装置可以构造成用于约束在汽车座椅上乘坐的乘员的仅一个肩部，其中，所述脊柱支撑约束装置包括仅一个与座椅靠背连接的束缚带总成，该束缚带总成构造成与乘员的左侧的前部或者右侧的肩部相配。
在未示出的实施方式中，脊柱支撑约束装置可以构造成用于约束在汽车座椅上乘坐的乘员的两个肩部，其中，所述脊柱支撑约束装置包括仅一个与座椅靠背连接的束缚带总成，该束缚带总成构造成与乘员的左侧的前部或者右侧的肩部相配，并且为乘员的另一个肩部配设其它的支撑装置，例如柔性的杆状的支撑体。
需要注意的是，在此使用的术语是仅用于说明具体方面的目的，而不用于限制公开内容。如在此使用的单数形式“一个”和“所述一个”应包 括复数形式，除非上下文明确地另有表述。可以理解到，术语“包括”和“包含”以及其他类似术语，在申请文件中使用时，具体说明所陈述的操作、元件和/或部件的存在，而不排除一个或多个其他操作、元件、部件和/或它们的组合的存在或添加。如在此使用的术语“和/或”包括一个或多个相关的列举的项目的所有的任意的组合。在对附图的说明中，类似的附图标记总是表示类似的元件。
在附图中的元件的厚度可以为了清楚性起见而被夸张。另外可以理解到，如果一个元件被称为在另一个元件上、与另一个元件耦合或者与另一个元件连接，那么所述一个元件可以直接地在所述另一个元件上形成、与之耦合或者与之连接，或者在它们之间可以有一个或多个介于中间的元件。相反，如果在此使用表述“直接在……上”、“直接与……耦合”和“直接与……连接”，那么表示没有介于中间的元件。用来说明元件之间的关系的其他词语应该被类似地解释，例如“在……之间”和“直接在……之间”、“附着”和“直接附着”、“相邻”和“直接相邻”等等。
在此术语例如“顶”、“底”、“上方”、“下方”、“上面”、“下面”等等用来描述如在附图中所示的一个元件、层或区域相对于另一个元件、层或区域的关系。可以理解到，除了在附图中描述的取向之外，这些术语应该也包含装置的其他取向。
可以理解到，尽管术语“第一”、“第二”等等可以在此用来说明不同的元件，但是这些元件不应被这些术语限制。这些术语仅仅用来将一个元件与另一个元件区分开。因此，第一元件可以被称为第二元件，而不背离本发明构思的教导。
虽然以上描述了本发明的具体实施方式，但是本领域的技术人员应当理解，这些实施方式仅仅是举例说明，本发明的保护范围不限制于这些实施方式。本领域的技术人员在不背离本发明的原理和实质的前提下，可以对这些实施方式做出多种变更或修改，但是这些变更和修改均落入本发明的保护范围。

Claims (31)

  1. 一种用于汽车座椅的脊柱支撑约束装置，其特征在于，所述脊柱支撑约束装置构造成用于约束在汽车座椅上乘坐的乘员(1)的至少一个肩部，所述脊柱支撑约束装置包括至少一个与汽车座椅的座椅靠背(11)连接的束缚带总成(13)，所述束缚带总成包括柔性的带材，所述束缚带总成形成环形的束缚带圈，所述束缚带圈构造成，在乘员在汽车座椅上以躺倒坐姿乘坐时，所述束缚带圈经过乘员的一个相应的肩部的腋窝环绕所述相应的肩部，并且约束所述相应的肩部，限制乘员的上躯干沿着座椅靠背的支撑面向下滑动，并且因此限制乘员的脊柱由于所述向下滑动而引起的载荷。
  2. 如权利要求1所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述脊柱支撑约束装置构造成用于约束在汽车座椅上乘坐的乘员(1)的两个肩部，所述脊柱支撑约束装置包括一对与座椅靠背连接的束缚带总成(13)，每个束缚带总成形成一个与乘员的一个相应的肩部相配的束缚带圈。
  3. 如权利要求1或2所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成(13)具有相对的两个端部(21、22)，其中一个第一端部与座椅靠背的第一固定点(3)连接，并且另一个第二端部与座椅靠背的第二固定点(4)连接。
  4. 如权利要求3所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，第一固定点(3)在座椅靠背(11)上的高度大于或等于Hybrid III 50％男性试验假人或相类似试验假人在汽车座椅上乘坐时的肩部的高度，并且第二固定点(4)在座椅靠背(11)上的高度大于或等于Hybrid III 50％男性试验假人或相类似试验假人在汽车座椅上乘坐时的腋窝位置。
  5. 如权利要求3所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，第一固定点高于第二固定点，或者第一固定点和第二固定点重合。
  6. 如权利要求1或2所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述带材是织带。
  7. 如权利要求1或2所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成包括限力结构(24)，所述限力结构构造成用于向上限制束缚带圈对乘员的相应的肩部和腋窝施加的束缚力。
  8. 如权利要求7所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成包括织带，所述织带具有折叠区段，所述折叠区段通过缝纫线缝合，所述缝合在超过预定的载荷阈值时能被解除并且在此情况下束缚带圈的有效长度增加。
  9. 如权利要求8所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述折叠区段通过多道缝纫线缝合，每一道缝纫线在超过各自的预定的载荷阈值时能被解除并且在此情况下束缚带圈的有效长度相应地增加。
  10. 如权利要求9所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，各缝纫线具有大致相同的载荷阈值，或者各缝纫线具有递增的载荷阈值。
  11. 如权利要求1或2所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成包括调节装置，所述调节装置构造成用于调节束缚带圈的有效长度，用于针对不同的乘员或者针对乘员与座椅靠背的相对位置来调整束缚带圈。
  12. 如权利要求11所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成包括主织带和副织带；所述调节装置构造调节扣(23)，所述调节扣(23)包括框架和与所述框架的两个相对的侧壁相连的至少一个连接杆；所述主织带和所述副织带中的一者与所述框架相连，所述主织带和所述副织带中的另一者与所述连接杆相连；通过调节扣能够调节束缚带圈的有效长度。
  13. 如权利要求1或2所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成(13)形成封闭的、可穿戴的、可调节有效长度的束缚带圈，所述束缚带总成构造成，在乘员在汽车座椅上乘坐时，所述乘员能以其手臂穿过束缚带圈，直至束缚带圈到达乘员的相应的肩部和 腋窝，其中，通过调节束缚带圈的有效长度，所述束缚带圈能与乘员相适配地约束乘员的相应的肩部。
  14. 如权利要求3所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成的两个端部之中的一个端部与座椅靠背不可松开地连接，并且所述束缚带总成的两个端部之中的另一个端部与座椅靠背可松开地连接。
  15. 如权利要求1所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成具有相对的两个端部，所述束缚带总成在其长度的一个位置上或者在其长度的一个区段上与座椅靠背连接，并且所述束缚带总成的两个端部能够可松开地连接，以便在所述束缚带总成的两个端部连接时形成封闭的束缚带圈。
  16. 如权利要求1所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成包括两个分带，其中一个第一分带与座椅靠背的第一固定点连接并且具有第一自由端部，另一个第二分带与座椅靠背的第二固定点连接并且具有第二自由端部，第一和第二自由端部能够可松开地连接，以便在第一和第二自由端部连接时形成封闭的束缚带圈。
  17. 如权利要求14至16中任一项所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述可松开的连接通过卡扣锁扣实现，所述卡扣锁扣包括卡扣头和卡扣座，所述卡扣头能插入到卡扣座中以建立卡扣连接，并且所述卡扣头能在被施加挤压力的情况下从卡扣座松开。
  18. 如权利要求1或2所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带总成配设有织带卷收装置，所述织带卷收装置构造用于自动地收紧织带，所述织带卷收装置能被紧急锁止。
  19. 如权利要求18所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述织带卷收装置配设有预紧装置，所述预紧装置构造成，在被激活时将织带预紧。
  20. 如权利要求18所述的用于汽车座椅的脊柱支撑约束装置，其特征 在于，所述织带卷收装置配设有限力装置，所述限力装置构造成用于限制束缚带总成的约束力。
  21. 如权利要求1或2所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述座椅靠背(11)具有可调的倾角，其中，所述座椅靠背能被朝后调节至相对于直立位置超过25°的角度(α)。
  22. 如权利要求21所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述座椅靠背能被朝后调节至相对于直立位置超过40°的角度。
  23. 如权利要求21所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述座椅靠背能被朝后调节至相对于直立位置不超过90°的角度。
  24. 如权利要求21所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述座椅靠背能被朝后调节至相对于直立位置不超过75°的角度。
  25. 如权利要求1或2所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述汽车座椅(10)的座椅靠背(11)的倾角能与以下乘员坐姿相对应地调节：
    -正常驾乘坐姿，在正常驾乘坐姿中，座椅靠背具有相对于直立位置的第一角度；
    -工作坐姿，在工作坐姿中，座椅靠背具有相对于直立位置的第二角度，第二角度大于第一角度；
    -休闲坐姿，在休闲坐姿中，座椅靠背具有相对于直立位置的第三角度，第三角度大于第二角度。
  26. 如权利要求25所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，在正常驾乘坐姿中，座椅靠背(11)具有相对于直立位置不超过25°的第一角度；在工作坐姿中，座椅靠背具有相对于直立位置40°～50°第二角度；在休闲坐姿中，座椅靠背具有相对于直立位置超过50°的第三角度。
  27. 如权利要求25所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带圈构造成，在休闲坐姿中，在汽车的正面碰撞的事件中，约束乘员的相应的肩部，限制乘员的上躯干沿着座椅靠背的支撑面向下滑 动，并且因此限制乘员的脊柱由于所述向下滑动而引起的载荷。
  28. 如权利要求25所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述束缚带圈构造成，在工作坐姿中以及在休闲坐姿中，在汽车的正面碰撞的事件中，约束乘员的相应的肩部，限制乘员的上躯干沿着座椅靠背的支撑面向下滑动，并且因此限制乘员的脊柱由于所述向下滑动而引起的载荷。
  29. 如权利要求27或28所述的用于汽车座椅的脊柱支撑约束装置，其特征在于，所述正面碰撞涉及具有所述汽车座椅的汽车以50公里/小时的速度与正面刚性墙的碰撞试验或其他正面碰撞形式，其中，采用Hybrid III 50％男性试验假人或相类似试验假人。
  30. 一种汽车座椅，其包括座椅靠背，其特征在于，所述汽车座椅包括如权利要求1至29中任一项所述的用于汽车座椅的脊柱支撑约束装置。
  31. 如权利要求30所述的汽车座椅，其特征在于，所述汽车座椅是零重力座椅。
PCT/CN2023/094672 2022-05-18 2023-05-17 汽车座椅和用于汽车座椅的脊柱支撑约束装置 WO2023222008A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210542928.7A CN117124958A (zh) 2022-05-18 2022-05-18 汽车座椅和用于汽车座椅的脊柱支撑约束装置
CN202210542928.7 2022-05-18

Publications (1)

Publication Number Publication Date
WO2023222008A1 true WO2023222008A1 (zh) 2023-11-23

Family

ID=88834680

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2023/094672 WO2023222008A1 (zh) 2022-05-18 2023-05-17 汽车座椅和用于汽车座椅的脊柱支撑约束装置

Country Status (2)

Country Link
CN (1) CN117124958A (zh)
WO (1) WO2023222008A1 (zh)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008054742A (ja) * 2006-08-29 2008-03-13 Akihiro Yoneda シート着座補助装置
JP2010184580A (ja) * 2009-02-12 2010-08-26 Kanto Auto Works Ltd 車両シート用固定ベルト
DE102019005142A1 (de) * 2019-07-22 2020-03-26 Daimler Ag Sitzvorrichtung für einen lnsassen eines zumindest teilweise autonom betriebenen Kraftfahrzeugs mit einer Gurteinrichtung, sowie Verfahren
CN111532236A (zh) * 2019-02-06 2020-08-14 福特全球技术公司 车辆约束系统
DE102019206453A1 (de) * 2019-05-06 2020-09-03 Zf Friedrichshafen Ag Personenhalteeinrichtung sowie Fahrzeug mit einer Personenhalteeinrichtung
DE102019118840A1 (de) * 2019-07-11 2021-01-14 Zf Automotive Germany Gmbh Fahrzeugsitzgruppe und Fahrzeug mit einer Fahrzeugsitzgruppe
CN113212362A (zh) * 2021-05-10 2021-08-06 上海临港均胜汽车安全系统有限公司 一种织带及制作方法

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008054742A (ja) * 2006-08-29 2008-03-13 Akihiro Yoneda シート着座補助装置
JP2010184580A (ja) * 2009-02-12 2010-08-26 Kanto Auto Works Ltd 車両シート用固定ベルト
CN111532236A (zh) * 2019-02-06 2020-08-14 福特全球技术公司 车辆约束系统
DE102019206453A1 (de) * 2019-05-06 2020-09-03 Zf Friedrichshafen Ag Personenhalteeinrichtung sowie Fahrzeug mit einer Personenhalteeinrichtung
DE102019118840A1 (de) * 2019-07-11 2021-01-14 Zf Automotive Germany Gmbh Fahrzeugsitzgruppe und Fahrzeug mit einer Fahrzeugsitzgruppe
DE102019005142A1 (de) * 2019-07-22 2020-03-26 Daimler Ag Sitzvorrichtung für einen lnsassen eines zumindest teilweise autonom betriebenen Kraftfahrzeugs mit einer Gurteinrichtung, sowie Verfahren
CN113212362A (zh) * 2021-05-10 2021-08-06 上海临港均胜汽车安全系统有限公司 一种织带及制作方法

Also Published As

Publication number Publication date
CN117124958A (zh) 2023-11-28

Similar Documents

Publication Publication Date Title
US6367882B1 (en) Slip-retarding upper torso restraint harness and system
JP6388132B2 (ja) 子供用にシートベルトを適合する装置
US3887233A (en) Shoulder harness and lap belt restraint system
JP2007508181A (ja) 車両安全拘束システム
AU2006326919B2 (en) A seatbelt restraint
US10195967B2 (en) Apparatus for adapting a seatbelt for a child
US20170008632A1 (en) Aircraft passenger restraint system with three-point seat belt and structural mounted airbag
KR102552094B1 (ko) 어드밴스 4점식 시트벨트 및 차량
US6179329B1 (en) Vehicle occupant restraint harness
US11198412B1 (en) Anchor assembly for safety vest in vehicles
WO2023222008A1 (zh) 汽车座椅和用于汽车座椅的脊柱支撑约束装置
US2833555A (en) Vehicle safety belt
IL255869A (en) A device for restraining a passenger in a vehicle
CN108528381B (zh) 一种车辆的安全带装置
CN111284443B (zh) 车辆座椅安全带组件
TW473439B (en) Method and device for impact shielding
US10946829B2 (en) Wrap around seatbelt
CN220281333U (zh) 一种乘员约束装置及车辆
US20160264095A1 (en) Seatbelt buckle presenter
CN213534504U (zh) 一种弹跳式儿童安全座椅安全带及使用其的儿童安全座椅
EP4331924A1 (en) Automobile seat and lower limb restraining device for automobile seat
JP7191069B2 (ja) シートベルト装置
JP2023038734A (ja) シートベルト装置
RU2588399C1 (ru) Устройство для регулировки ремня безопасности для ребенка
IL230153A (en) Equipment for child safety belt adjustment

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23806959

Country of ref document: EP

Kind code of ref document: A1