WO2024045360A1

WO2024045360A1 - Seat and aircraft

Info

Publication number: WO2024045360A1
Application number: PCT/CN2022/133284
Authority: WO
Inventors: 李志兴; 张磊; 黄锦腾
Original assignee: 广东汇天航空航天科技有限公司
Priority date: 2022-08-31
Filing date: 2022-11-21
Publication date: 2024-03-07
Also published as: CN115447328A

Abstract

A seat (100) and an aircraft (200). The seat (100) comprises a body (10) and a first honeycomb core (31). The first honeycomb core (31) has a first side (311) and a second side (312) facing away from each other, the first honeycomb core (31) is provided with a plurality of first honeycomb holes (313), and the first honeycomb holes (313) pass, in the axial direction thereof, through the first side (311) and the second side (312); the first honeycomb core (31) is provided with position occupying holes (314), and the position occupying holes (314) pass through at least one of the first side (311) and the second side (312) of the first honeycomb core (31). The hole diameter of the position occupying holes (314) is larger than the largest hole diameter among the plurality of first honeycomb holes (313).

Description

Seats and flying gear

priority information

This application claims priority to the Chinese patent application filed with the China Patent Office on August 31, 2022, with the application number 202211065500.4 and the invention name "Seat and Flying Device", the entire content of which is incorporated into the application by reference.

Technical field

The present application relates to the technical field of structural protection of flying devices, and in particular to a seat and flying device.

Background technique

The anti-crash technical means of aircraft usually include energy-absorbing landing gear, anti-crash nose and fuselage structures, rotor structures, anti-crash seats, etc. Since flying cars do not have energy-absorbing landing gear and body energy-absorbing structures, anti-crash seats It is the most important means of anti-crash technology for flying cars. The main structure of the anti-crash seat is a buffer energy absorber installed on the seat. In the event of a crash, the energy absorber can slow down the impact kinetic energy of the occupant through the plastic deformation of the energy absorber, thereby reducing the impact force and achieving the effect of protecting the occupants.

Common anti-crash seats use expansion tube or flip tube energy absorbers. However, the flip tube or expansion tube energy absorbers are larger in size, more complex in structure, and heavier in weight, making it difficult to install them without affecting the protective performance. At the same time, it meets the lightweight design of the seat.

technical problem

The main purpose of this application is to provide a seat and a flight device with the above seat, which are designed to meet the lightweight design without affecting the protective performance of the seat.

Technical solutions

In order to achieve the purpose of lightweight design without affecting the protective performance of the seat, in a first aspect, embodiments of the present application provide a seat, including a body and a first honeycomb core. The body includes a seat cushion part and a backrest part. The seat cushion part is connected to the backrest part and is bent relative to the backrest part to form a seating space together with the backrest part. The first honeycomb core is disposed on the side of the cushion portion facing away from the seat space; the first honeycomb core has a first side and a second side that are opposite to each other. The first honeycomb core is provided with a plurality of first honeycomb holes. The first honeycomb holes are arranged along itself. The hole axis direction runs through the first side and the second side, and the hole axis direction of the first honeycomb hole intersects with the seat cushion part; the first honeycomb core is provided with a occupying hole, and the occupying hole penetrates the first side and the second side of the first honeycomb core. At least one of the side; the hole diameter of the occupying hole is larger than the largest hole diameter among the plurality of first honeycomb holes.

In a second aspect, embodiments of the present application also provide a flying device, including a body and any one of the above seats.

beneficial effects

Compared with the prior art, in the seat provided by the embodiment of the present application, a first honeycomb core is provided below the seat cushion part. As an energy-absorbing structure, the first honeycomb core will collapse when subjected to external loads to slow down the impact and slow down the acceleration of the human body's downward movement in the event of a crash, thereby protecting passengers. The plurality of first honeycomb holes improves the structural strength of the first honeycomb core and facilitates pressure relief of the first honeycomb core when it is impacted. The first honeycomb core not only slows down the impact and protects the occupants, but also promotes the lightweight of the seat, thereby meeting its lightweight design without affecting the protective performance of the seat. When the first honeycomb core is compressed from the first side to the second side, part of the first honeycomb holes collapses under the impact force at one end of the first side, and the air in the first honeycomb holes that has no time to be discharged moves along the first honeycomb The collapsed port of the hole enters the occupying hole, and the pressure in the first honeycomb hole is relieved. In the case where placeholder holes are provided, the pore diameter of the first honeycomb holes of the first honeycomb core can be set smaller, and the first honeycomb core can have more first honeycomb holes arranged more densely, so that the first honeycomb hole can be The structural strength of the honeycomb core is increased.

Description of drawings

In order to explain the technical solution of the present application more clearly, the following will briefly introduce the drawings required for the implementation. Obviously, the drawings in the following description are only some implementations of the present application. For ordinary people in the art, For technical personnel, other drawings can also be obtained based on these drawings without exerting creative work.

Figure 1 is a schematic structural diagram of a flying device provided by an embodiment of the present application.

Figure 2 is a schematic structural diagram of a seat provided by an embodiment of the present application.

FIG. 3 is a schematic cross-sectional view of a partial structure of the seat shown in FIG. 2 .

FIG. 4 is a partial structural diagram of the main body of the seat shown in FIG. 2 .

FIG. 5 is a schematic structural diagram of the first honeycomb core of the seat shown in FIG. 2 .

FIG. 6 is a schematic side projection view of the first honeycomb core shown in FIG. 5 .

FIG. 7 is a schematic structural diagram of the cushioning structure of the seat shown in FIG. 2 .

FIG. 8 is a schematic structural diagram of another embodiment of the supporting member of the buffer structure shown in FIG. 7 .

FIG. 9 is a schematic structural diagram showing a covering part of the seat shown in FIG. 2 .

FIG. 10 is a schematic structural diagram of another embodiment of the cushioning structure of the seat shown in FIG. 2 .

FIG. 11 is a schematic structural diagram of yet another embodiment of the cushioning structure of the seat shown in FIG. 2 .

Number description: 100. Seat; 10. Body; 11. Cushion part; 12. Backrest part; 13. Seat space; 14. Covering part; 141. Installation space; 142. Second through hole; 15. Headrest part ; 165. Support part; 16. Reinforcement member; 161. First reinforcement part; 162. Second reinforcement part; 163. Third reinforcement part; 164. Reinforcement rib; 17. Reinforcement plate; 20. Bracket; 30. Buffer structure ; 31. First honeycomb core; 311. First side; 312. Second side; 313. First honeycomb hole; 314. Placeholder hole; 315. Honeycomb core body; 316. Compression part; 32. Dispersion piece; 33 , supporting member; 331, first through hole; 35, second honeycomb core; 36, third honeycomb core; 70, anti-dive structure; 200, flight device; 201, body; 203, slide rail.

Implementation Mode of this Application

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection of this application.

In the description of this application, it should be understood that the terms "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", vertical The orientations or positional relationships indicated by "straight", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description. , rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be construed as a limitation on the present application.

In the description of this application, it should be noted that, unless otherwise clearly stated and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection. , or integrally connected. It can be a mechanical connection or an electrical connection. It can be a direct connection or an indirect connection through an intermediate medium. It can be an internal connection between the two components. For those of ordinary skill in the art, it can Understand the specific meaning of the above terms in this application according to the specific situation.

Please refer to Figures 1 and 2 at the same time. The embodiment of the present application provides a seat 100 and a flight device 200 equipped with the seat 100. The seat 100 is used to reduce the impact kinetic energy of the occupant when the flight device 200 crashes to achieve protection. Effects of the occupants within the flight device 200. The flight device 200 includes a body 201 and a seat 100 , and the seat 100 is disposed in the body 201 .

This specification does not limit the specific type of the flying device 200. For example, the flying device 200 can be an airplane, a helicopter, or a flying car. In this embodiment, the flying device 200 is a flying car. The flying car may include multiple seats 100 , and the multiple seats 100 may include a driver's seat, a co-pilot's seat, or rear seats for other passengers.

Please refer to FIGS. 2 and 3 simultaneously. In some embodiments, the seat 100 includes a body 10 and a cushioning structure 30 . The body 10 includes a seat cushion portion 11 and a backrest portion 12. The seat cushion portion 11 is connected to the backrest portion 12 and is bent relative to the backrest portion 12 to form a seating space 13 together with the backrest portion 12. The buffer structure 30 is provided on the side of the seat cushion portion 11 facing away from the seat space 13 . When a passenger rides on the flying device 200 , he sits on the seat cushion part 11 and leans his back on the backrest part 12 . Under crash conditions, if there is no buffer structure 30, the passengers will move downward along with the seat 100 as a whole, and the impact suffered by the passengers will be greater than the human body's endurance, resulting in paralysis or injury of the human lumbar spine. The seat 100 in the embodiment of the present application is provided with a buffer structure 30 under the seat cushion part 11. The buffer structure 30 can slow down the impact force when the passenger bears an impact and slow down the acceleration of the downward movement of the human body, thereby protecting the passenger.

The seat cushion portion 11 is mainly used for seating passengers. The seat cushion portion 11 is inclined relative to the horizontal plane, and the side of the seat cushion portion 11 close to the backrest 12 is farther away from the bottom of the body 201 (for example, the floor inside the body 201 ) than the side away from the backrest 12 . The bottom of the body 201 is the bottom of the flying device 200 when it is placed on a flat surface and is in a stagnant state. This specification does not limit the specific structure of the seat cushion part 11. For example, in some embodiments, the seat cushion part 11 can be made of foam, and the foam is fixed on the backrest 12 and the buffer structure 30 by adhesive. A seat cover can be placed on the side of the foam facing the seat space 13. The seat cover can be made of ice silk, cotton or leather, etc., which not only increases the aesthetics of the seat 100, but also protects the seat cushion 11. In some embodiments, the side of the seat cushion portion 11 facing away from the seat space 13 may also be provided with a reinforcing cloth or an elastic cloth. The reinforcing cloth or elastic cloth provides protection to the seat cushion portion 11 and improves the impact resistance of the seat cushion portion 11 .

The backrest 12 is provided on one side of the seat cushion 11 and is used for passengers sitting on the seat cushion 11 to lean on. The backrest 12 is inclined relative to the vertical plane, and the angle between the backrest 12 and the seat cushion 11 is approximately an obtuse angle, which is beneficial to ensuring the comfort of passengers when riding. This specification does not limit the specific structure of the backrest 12. For example, the side of the backrest 12 facing the seat space 13 can be made of foam to improve the comfort of the passengers on the seat 100. Similarly, when the foam is facing One side of the seat space 13 can be covered with a chair cover made of ice silk, cotton or leather.

In some embodiments, a support portion 165 may also be provided within the backrest portion 12 . The support part 165 is provided with a honeycomb hole buffer structure. The honeycomb hole buffer structure can be a paper honeycomb. The paper honeycomb is kraft paper processed to form a regular hexagonal structure. It is made according to the principle of natural honeycomb structure. It is made by connecting corrugated base paper with glue. A plurality of hollow three-dimensional regular hexagons form an integral stress-bearing part, and tissue paper is bonded to its two ends to form an environmentally friendly and energy-saving material with a sandwich structure. The hole axis direction of the honeycomb hole structure in the support part 165 is approximately perpendicular to the backrest part 12, which can ensure that the structural strength of the backrest part 12 is increased with a lighter weight, and can also play a certain buffering role when the flight device 200 crashes. In some embodiments, a mounting groove is provided approximately in the middle of the backrest 12 , and the support portion 165 is embedded in the mounting groove, which can not only ensure strength to a certain extent, but also reduce the quality and cost of the backrest 12 .

Please refer to FIGS. 2 and 4 at the same time. In some embodiments, the body 10 further includes a covering part 14 . The covering part 14 is integrally formed on the backrest 12 and is located on the side of the seat cushion part 11 away from the seat space 13 . Part 14 is used to install and reinforce the buffer structure 30. The covering portion 14 is substantially spaced apart from the seat cushion portion 11 and together with the seat cushion portion 11 can form an installation space 141 for installing the buffer structure 30 . During the manufacturing process of the seat 100, the covering part 14 and the backrest part 12 can be integrally formed by injection molding/blow molding or other processes, and then the seat cushion part 11 is assembled on the covering part 14 and the backrest part 12 by gluing.

In some embodiments, the body 10 may further include a reinforcing plate 17 disposed within the covering part 14 and between the seat cushion part 11 and the cushioning structure 30 . One side of the reinforcing plate 17 is fixed to the seat cushion part 11 , and the other side is bonded to the buffer structure 30 by adhesive. The peripheral wall of the reinforcing plate 17 is fixedly connected to the inner wall of the covering part 14 . This specification does not limit the specific material of the reinforcing plate 17. For example, the reinforcing plate 17 can be made of tough polymer plastic or other materials to ensure strength and elasticity. The reinforcing plate 17 improves the structural strength of the seat cushion portion 11 on the one hand, and improves the installation stability of the buffer structure 30 on the other hand.

The main body 10 is installed on the body 201 through the covering part 14 (as shown in FIG. 1 ). In order to improve the stability of the installation of the covering part 14 , in some embodiments, the seat 100 includes a bracket 20 , and the covering part 14 passes through the bracket 20 Connected to the body 201. Specifically, the covering part 14 is connected to the bracket 20 through bolts. This description does not limit the specific connection method between the seat 100 and the body 201. For example, the seat 100 can be fixed at a certain position in the body 201, or can be slidably installed in the body 201 to adapt to various applications. If the seat 100 is fixed in the body 201 , the bracket 20 is fixedly connected in the body 201 , for example, on the floor of the driver's seat or the passenger seat in the body 201 . If the seat 100 is slidably disposed in the body 201, the body 201 can be provided with a slide rail 203, and the extension direction and position of the slide rail 203 can be set according to the riding requirements in the body 201. The bracket 20 is slidably connected to the slide rail 203 . In some embodiments, the bracket 20 is made of high-strength steel to improve the stability of the support and connection of the bracket 20 .

In some embodiments, the body 10 further includes a headrest 15 , which is connected to an end of the backrest 12 away from the covering 14 , and is used for the head of the passenger on the seat 100 to lean against. The side of the headrest 15 facing the passenger may be provided with foam or other flexible cushions to improve the comfort of the passenger.

In order to improve the strength of the body 10, in some embodiments, the body 10 also includes a reinforcing member 16. The reinforcing member 16 is connected between multiple components of the body 10 and is used to improve the bending resistance of the body 10. The reinforcement 16 includes a first reinforcement part 161 , a second reinforcement part 162 , a third reinforcement part 163 and a reinforcement rib 164 . The first reinforcement part 161 is connected between the headrest part 15 and the backrest part 12. There are two first reinforcement parts 161. The two first reinforcement parts 161 are respectively provided on opposite sides of the headrest part 15. When the passenger's When the head rests on the headrest 15, the two first reinforcing parts 161 are respectively located on opposite sides of the passenger's head. The two first reinforcing parts 161 increase the strength of the connection between the headrest part 15 and the backrest part 12 .

The second reinforcing part 162 is connected between the backrest part 12 and the covering part 14 , and transitions in an arc shape at the connection between the backrest part 12 and the covering part 14 . There are two second reinforcing parts 162 , and the two second reinforcing parts 162 are respectively disposed on opposite sides of the covering part 14 . The two second reinforcing parts 162 increase the strength of the connection between the covering part 14 and the backrest part 12 .

The third reinforcing part 163 is connected to the side of the covering part 14 facing away from the backrest part 12 , and is connected to the side of the seat cushion part 11 facing away from the backrest part 12 . On the one hand, the third reinforcing part 163 improves the strength of the covering part 14 , on the other hand, it provides a supporting function for the seat cushion part 11 , thereby improving the stability of the seat 100 .

Reinforcing ribs 164 are provided on the covering portion 14 to enhance the structural strength of the covering portion 14 . The strength or material of the reinforcing ribs 164 may be different from the strength or material of the covering part 14 . For example, the covering part 14 may be made of plastic, and the reinforcing ribs 164 may be made of carbon fiber or metal. There are multiple reinforcing ribs 164 , the plurality of reinforcing ribs 164 are arranged staggeredly on the covering part 14 , and the reinforcing ribs 164 extend along the arc shell shape of the covering part 14 . This specification does not limit the specific connection method between the reinforcing rib 164 and the covering part 14 . For example, the reinforcing rib 164 can be directly formed outside the covering part 14 or embedded in the covering part 14 . The reinforcing rib 164 and the covering part 14 It can also be made through insert molding or two-shot molding to further improve the structural strength. This specification does not limit the specific materials of the first reinforcing part 161, the second reinforcing part 162, the third reinforcing part 163 and the reinforcing ribs 164. In some embodiments, the first reinforcing part 161, the second reinforcing part 162, the third reinforcing part 163 and the reinforcing ribs 164. The three reinforcing parts 163 and the reinforcing ribs 164 are made of carbon fiber materials, and the headrest part 15, the backrest part 12 and the covering part 14 can be made of plastic materials (such as nylon materials). In addition to the strength bearing capacity, it is also conducive to promoting the lightweight of the seat 100 . In other embodiments, the first reinforcing part 161, the second reinforcing part 162, the third reinforcing part 163 and the reinforcing ribs 164 may be made of metal or plastic.

Referring to FIGS. 3 and 4 , in some embodiments, the buffer structure 30 is disposed in the installation space 141 and is used to slow down the impact kinetic energy of the passengers when the flight device 200 crashes, thereby protecting the passengers. The cushioning structure 30 includes a first honeycomb core 31 . The first honeycomb core 31 is a low-density honeycomb structure that mainly bears axial impact force in the buffer structure 30 so that the buffer structure 30 can provide stable crushing reaction force. As an energy-absorbing structure, the first honeycomb core 31 will collapse when subjected to external loads, thereby reducing the impact and is suitable for protecting passengers in crash conditions. In other embodiments, the buffer structure 30 can also be disposed on the side of the backrest 12 facing away from the seat space 13 (as shown in FIG. 2 ), or the covering portion 14 can also be raised toward the seat cushion portion 11 so as to be able to move away from the seat space 13 . One side of the seat cushion portion 11 forms an installation space, and the buffer structure 30 can be installed in the installation space.

Please refer to Figures 3 and 5 at the same time. The first honeycomb core 31 is disposed between the covering part 14 and the seat cushion part 11. The first honeycomb core 31 has an opposite first side 311 and a second side 312. The first side 311 is The side of the first honeycomb core 31 facing the seat cushion portion 11 , and the second side 312 is the side of the first honeycomb core 31 facing away from the seat cushion portion 11 . The first honeycomb core 31 has a plurality of first honeycomb holes 313. The first honeycomb holes 313 extend along the hole axis direction and penetrate the first side 311 and the second side 312. The hole axis direction of the first honeycomb hole 313 is in contact with the seat cushion part. 11 intersect. The hole axis direction of the first honeycomb hole 313 is the direction from the first side 311 to the second side 312 or the direction from the second side 312 to the first side 311 . It should be understood that in the embodiments provided in this application, "honeycomb hole" should not be limited to the natural honeycomb shape, but should essentially be understood as a honeycomb core formed by a through-hole structure, that is, the honeycomb core can be made of It is composed of multiple through-hole structures arranged (for example, a porous honeycomb structure formed by multiple holes densely arranged). The shape and size of the multiple through-hole structures should not be limited by this description or the drawings of the description. For example, part of The through holes are in the shape of hexagonal holes, and the other part is in the shape of rectangular holes, and the sizes of the multiple through holes can also be different; alternatively, the multiple honeycomb holes in the honeycomb core can include circular holes, triangular holes, rectangular holes, or One or more combinations of other polygonal holes, irregular holes and other shaped holes. Multiple honeycomb holes are arranged according to a predetermined period to form a "honeycomb" in a broad sense - that is, a roughly densely arranged honeycomb. Core, the predetermined period can be a row-column array, a concentric radiating arrangement, a row-row staggered arrangement, or simply densely distributed on a plane (sequentially irregularly arranged or regularly arranged). In this embodiment, the plurality of first honeycomb holes 313 are all hexagonal holes (such as regular hexagons), and the plurality of first honeycomb holes 313 are closely arranged to form the first honeycomb core 31 . The diameters of the plurality of first honeycomb holes 313 may be equal or may be of different sizes.

When the first honeycomb core 31 is compressed by the normal force F (the direction from the first side 311 to the second side 312 or the direction from the second side 312 to the first side 311 ), the first honeycomb core 31 will appear in three stages. : elastic stage, platform yield stage, densification stage. Among them, during the platform yield stage, the compressive strength of the first honeycomb core 31 is basically at a stable value, and this mechanical characteristic meets the requirements for the anti-fall performance of the seat 100 under crash conditions. In some embodiments, after the first honeycomb core 31 is formed, its first side 311 undergoes a pre-compression process and is collapsed to form a compressed portion 316 . Specifically, as shown in FIG. 6 , the first honeycomb core 31 includes a honeycomb core body 315 and a compression part 316 . The compression part 316 is integrally formed on the honeycomb core body 315 and is located on the side of the honeycomb core body 315 facing the seat cushion part 11 . After being pre-compressed, the first honeycomb core 31 has entered the platform yielding stage from the elastic stage. In the platform yielding stage, the compressive strength of the first honeycomb core 31 is basically at a stable value. Conventional honeycomb cores will have a crushing peak when impacted during the elastic stage. Since the first honeycomb core 31 in the embodiment of the present application has been pre-compressed, there will be no crushing peak during use. The compression strength has high stability and improves the seat strength. Chair 100 safety.

In some embodiments, the first honeycomb core 31 is also provided with occupancy holes 314 that penetrate at least one of the first side 311 and the second side 312 and are located between the plurality of first honeycomb holes 313 . The occupying holes 314 are used for pressure relief of the first honeycomb core 31 . When the first honeycomb core 31 is compressed in the normal direction (the direction from the first side 311 to the second side 312 ) during a crash, part of the first honeycomb holes 313 collapses under the impact force at one end of the first side 311 , when the cell wall ruptures, the air in the first honeycomb hole 313 that has no time to be discharged enters the occupying hole 314 along the collapsed port of the first honeycomb hole 313, and the pressure in the first honeycomb hole 313 is relieved.

There are multiple occupying holes 314 , and the plurality of occupying holes 314 are spaced apart from each other and distributed between the plurality of first honeycomb holes 313 . This specification does not limit the specific shape of the occupancy hole 314. In some embodiments, the occupancy hole 314 is a round hole. If the apertures of the plurality of first honeycomb holes 313 are equal, the plurality of occupying holes 314 can be distributed between the plurality of first honeycomb holes 313 at intervals, and the distance between two adjacent occupying holes 314 is greater than or equal to one. times the hole diameter of the first honeycomb hole 313. The hole diameter of the placeholder hole 314 (the inner diameter of the aforementioned regular hexagon) is larger than the largest hole diameter among the plurality of first honeycomb holes 313. Wherein, if the first honeycomb hole 313 is a regular hexagonal hole, the hole diameter of the first honeycomb hole 313 is The inner diameter of the regular hexagon is a rectangular width if the first honeycomb hole 313 is a rectangular hole.

In the case where multiple occupying holes 314 are provided, the diameter of the first honeycomb holes 313 of the first honeycomb core 31 can be set smaller, and the first honeycomb core 31 can have more and more densely arranged first honeycomb holes 314 . The honeycomb holes 313 enhance the structural strength of the first honeycomb core 31 .

There are differences in the compression strength of the first honeycomb core 31 under different compression rates. Generally, the dynamic compression strength will be greater than the static compression strength, and the dynamic compression strength is approximately equal to 1.5 to 2.0 (inclusive) times of the static compression strength. When the dynamic compression strength has been determined, if the static compression strength is too small and the dynamic to static ratio is large, the first honeycomb core 31 may be crushed when passengers ride on it. In this embodiment, the first honeycomb core 31 further relieves pressure through the occupying holes 314. While reducing the dynamic to static ratio, the structural strength is enhanced through a plurality of dense and small first honeycomb holes 313, thereby reducing static compression. Too little strength may lead to the possibility of damaging the first honeycomb core 31 when passengers ride on it.

Please refer to FIG. 7 . In this embodiment, the buffer structure 30 may also include a dispersing member 32 . The dispersing member 32 is disposed between the first honeycomb core 31 and the seat cushion part 11 , and covers the first honeycomb holes 313 on the first side. At one end of 311 , the dispersing member 32 is used to distribute the impact load received by the buffer structure 30 to all parts of the first honeycomb core 31 . The dispersing member 32 is generally in the shape of a square plate, and is connected to the first honeycomb core 31 by adhesive means. This specification does not limit the specific material of the dispersing member 32. For example, the dispersing member 32 can be an aluminum plate or a fiberglass plate. In a crash condition, the dispersing member 32 can disperse the relatively large pressure transmitted by the seat cushion portion 11 from one place to multiple places, thereby facilitating the first honeycomb core 31 to absorb impact loads in a wider range and improving the safety of passengers. The dispersing parts 32 can also increase the structural strength of the first honeycomb core 31, thereby reducing the possibility of secondary damage to the human body caused by the collapse of the first honeycomb core 31 during crash conditions, and can also reduce the possibility of the first honeycomb core 31 collapsing when passengers are riding normally. The honeycomb core 31 may be damaged by local pressure.

This specification does not limit the specific structure of the dispersing member 32, and the dispersing member 32 may or may not have holes. In some embodiments, the hole axis direction of the occupying hole 314 and the hole axis direction of the first honeycomb hole 313 are substantially in the same direction, that is, the hole axis directions of the two are consistent, for example, the hole axis directions of the two holes are parallel to each other ( Parallelism is theoretically possible). The occupancy hole 314 penetrates the first side 311 and the second side 312 , and the dispersion member 32 can have a through hole connected to the occupancy hole 314 , and the through hole can cooperate with the occupancy hole 314 to complete the pressure relief of the first honeycomb core 31 . At this time, the dispersing member 32 can be made of aluminum plate to ensure its rigidity. The seat cushion part 11 can be made of loose and porous material to cooperate with the through holes of the dispersion member 32 and the occupying hole 314 for pressure relief.

Please refer to FIGS. 7 to 9 at the same time, the buffer structure 30 may further include a supporting member 33 disposed on the second side 312 of the first honeycomb core 31 . The supporting member 33 is generally in the shape of a square plate, and is connected to the end surface of the second side 312 by adhesive means. The supporting member 33 increases the structural strength of the first honeycomb core 31 and further reduces the possibility of secondary damage to the human body caused by the collapse of the first honeycomb core 31 during a crash. This specification does not limit the specific material of the supporting member 33. For example, the supporting member 33 can be an aluminum plate or a fiberglass plate. In some embodiments, the support 33 is an aluminum plate. If the occupying hole 314 penetrates the second side 312 , the supporting member 33 may be provided with a first through hole 331 . The first through hole 331 is connected with the occupying hole 314 and/or the first honeycomb hole 313 (as shown in FIG. 6 ). There are multiple first through holes 331 , and the plurality of first through holes 331 are distributed on the supporting member 33 at approximately equal intervals. The pore diameter of the first through hole 331 is smaller than the pore diameter of the occupying hole 314 , or the pore diameter of the first through hole 331 is smaller than or equal to the largest pore diameter of the plurality of first honeycomb holes 313 . If the plurality of first through holes 331 have different sizes, the largest hole diameter among the plurality of first through holes 331 is less than or equal to the largest hole diameter of the plurality of first honeycomb holes 313 . The diameter of the first through hole 331 is smaller than or equal to that of the occupying hole 314 and the first honeycomb hole 313 , which not only facilitates exhaust but also ensures the strength of the supporting member 33 .

Furthermore, in order to facilitate the discharge of gas in the first honeycomb core 31, a plurality of second through holes 142 are opened on the side of the covering part 14 close to the supporting member 33. The second through holes 142 communicate with the first through holes 331 and the installation device. Outside Space 141. The hole diameter of the occupying hole 314 is larger than the hole diameter of the first through hole 331 , and the hole diameter of the first through hole 331 is larger than the hole diameter of the second through hole 142 . The diameter of the second through hole 142 is set to be smaller, which facilitates exhaust while ensuring the strength of the covering part 14 . In some embodiments, the second through hole 142 may also include one or two holes with larger diameters to ensure the structural strength of the covering part 14 .

When the first honeycomb core 31 is under pressure, one end of the first honeycomb core 31 located on the first side 311 collapses, and part of the air in the first honeycomb hole 313 directly enters the installation space 141 through the first through hole 331, and then enters the outside through the second through hole 142. . Part of the air in the first honeycomb hole 313 enters the occupying hole 314 through the collapse, and then enters the outside through the first through hole 331 and the second through hole 142 from the occupying hole 314, completing the leakage of the first honeycomb core 31. pressure.

This specification does not limit whether the dispersing member 32 and the supporting member 33 have holes to cooperate with the occupancy hole 314 for pressure relief. For example, if the occupancy hole 314 penetrates the first side 311, the dispersing member 32 can have holes, and the supporting member 33 does not need to. Opening; if the occupying hole 314 penetrates the second side 312, the supporting member 33 can open a hole but the dispersing member 32 does not need to open a hole; if the occupying hole 314 penetrates the first side 311 and the second side 312, the dispersing member 32 and at least one opening in the supporting member 33 . In some embodiments, the occupying hole 314 penetrates the first side 311 and the second side 312 , the supporting member 33 is provided with a first through hole 331 , and the dispersing member 32 has no holes.

Referring to FIG. 10 , in some embodiments, the buffer structure 30 may further include a second honeycomb core 35 stacked on the second side 312 of the first honeycomb core 31 . The structure of the second honeycomb core 35 may be substantially the same as the structure of the first honeycomb core 31 . For example, the second honeycomb core 35 may also be provided with a plurality of honeycomb holes, and the plurality of honeycomb holes may also be arranged in the same manner as the first honeycomb holes 313 . same. The second honeycomb core 35 may also be provided with a plurality of exhaust holes, and the plurality of exhaust holes are located between the plurality of honeycomb holes. The second honeycomb core 35 may also include a compression portion and other structures. For features of the second honeycomb core 35 corresponding to those of the first honeycomb core 31 , reference can be made to the above description of the first honeycomb core 31 , which description is incorporated into this embodiment and will not be described again here.

In some embodiments, the second honeycomb core 35 is provided with a plurality of second honeycomb holes, and the hole axis direction of the second honeycomb hole is substantially in the same direction as the hole axis direction of the first honeycomb hole 313 , that is, the hole axes of both The directions are consistent, for example, the directions of the hole axes of the two are parallel to each other (theoretically, they can be parallel). The pore diameter of the second honeycomb hole is smaller than the pore diameter of the first honeycomb hole 313 , and the strength of the second honeycomb core 35 is greater than the strength of the first honeycomb core 31 . If the first honeycomb hole 313 is a regular hexagonal hole, the above "the pore diameter of the second honeycomb hole 313 is smaller than the pore diameter of the first honeycomb hole 313" can be understood to mean that the side length of the second honeycomb hole 313 is smaller than the side length of the first honeycomb hole 313.

Wherein, "less than" can be understood to mean that the pore diameter of part of the second honeycomb holes is smaller than the pore diameter of part of the first honeycomb holes 313 . For example, if the diameters of the plurality of second honeycomb holes are different and the diameters of the plurality of first honeycomb holes 313 are the same, then "less than" means that the largest hole diameter among the plurality of second honeycomb holes is smaller than that of each first honeycomb hole 313. aperture. If the hole sizes of the plurality of second honeycomb holes are different and the hole sizes of the plurality of first honeycomb holes 313 are different, then "less than" means that the largest hole diameter among the plurality of second honeycomb holes is smaller than that of the plurality of first honeycomb holes 313 . smallest aperture. If the hole diameters of the plurality of second honeycomb holes are the same and the hole diameters of the plurality of first honeycomb holes 313 are different, then "less than" means that the hole diameter of each second honeycomb hole is smaller than the smallest hole diameter among the plurality of first honeycomb holes 313 .

The increased strength of the first honeycomb core 31 to the second honeycomb core 35 enables the buffer structure 30 to realize variable load energy absorption, and can be suitable for passengers in a larger weight range, thereby improving the applicability of the seat 100 .

In some embodiments, the cushioning structure 30 may further include a third honeycomb core 36 stacked on a side of the second honeycomb core 35 away from the first honeycomb core 31 . The structure of the third honeycomb core 36 may be substantially the same as that of the first honeycomb core 31 . For example, the third honeycomb core 36 may also be provided with a plurality of honeycomb holes, and the plurality of honeycomb holes may also be arranged in the same manner as the first honeycomb holes 313 . same. The third honeycomb core 36 may also be provided with a plurality of exhaust holes. The plurality of exhaust holes are located between the plurality of honeycomb holes. The third honeycomb core 36 may also include a compression part and other structures. The third honeycomb core 36 is connected to the third honeycomb hole. For the corresponding features of a honeycomb core 31, reference can be made to the above description of the first honeycomb core 31. This description is incorporated into this embodiment and will not be described again here.

In some embodiments, the third honeycomb core 36 is provided with a plurality of third honeycomb holes, and the hole axis direction of the third honeycomb hole is substantially in the same direction as the hole axis direction of the first honeycomb hole 313 , that is, the hole axes of both The directions are consistent, for example, the directions of the hole axes of the two are parallel to each other (theoretically, they can be parallel). The pore diameter of the third honeycomb hole is smaller than the pore diameter of the second honeycomb hole, and the strength of the third honeycomb core 36 is greater than the strength of the second honeycomb core 35 . If the honeycomb holes are regular hexagonal holes, the above "the pore diameter of the third honeycomb hole is smaller than the pore diameter of the second honeycomb hole" can be understood to mean that the side length of the third honeycomb hole is smaller than the side length of the second honeycomb hole.

Wherein, "less than" can be understood to mean that the pore diameters of some third honeycomb holes are smaller than the pore diameters of some second honeycomb holes. For example, if the hole diameters of the plurality of third honeycomb holes are different and the hole diameters of the plurality of second honeycomb holes are the same, then "less than" means that the largest hole diameter among the plurality of third honeycomb holes is smaller than the hole diameter of each second honeycomb hole. If the hole sizes of the plurality of third honeycomb holes are different and the hole sizes of the plurality of second honeycomb holes are different, then "less than" means that the largest hole diameter among the plurality of third honeycomb holes is smaller than the smallest hole diameter among the plurality of second honeycomb holes. aperture. If the pore diameters of the plurality of third honeycomb holes are the same and the pore diameters of the plurality of second honeycomb holes are different, then "less than" means that the pore diameter of each third honeycomb hole is smaller than the smallest pore diameter among the plurality of second honeycomb holes.

The increasing strength of the first honeycomb core 31 , the second honeycomb core 35 , and the third honeycomb core 36 makes the buffer structure 30 have a wider range of variable load energy absorption, thereby being suitable for passengers in a larger weight range, further improving the Seat 100 suitability.

This specification does not limit the thickness of the first honeycomb core 31, the second honeycomb core 35, and the third honeycomb core 36. For example, the thickness of the first honeycomb core 31, the second honeycomb core 35, and the third honeycomb core 36 decreases gradually, or The thickness of the first honeycomb core 31 and the second honeycomb core 35 decreases gradually, and the thickness of the second honeycomb core 35 and the third honeycomb core 36 is the same. The “thickness” refers to the size of the first honeycomb core 31 , the second honeycomb core 35 , and the third honeycomb core 36 along the direction from the first side 311 to the second side 312 , that is, the hole axis direction of the first honeycomb hole 313 .

In other embodiments, as shown in Figure 11, the projection of the third honeycomb core 36 from the first side 311 (shown in Figure 5) to the second side 312 (ie, the hole axis direction) covers the second honeycomb core. 35 along the direction from the first side 311 to the second side 312 , and the projected area of the third honeycomb core 36 is larger than the projected area of the second honeycomb core 35 . The projection of the second honeycomb core 35 along the hole axis direction covers the projection of the first honeycomb core 31 along the hole axis direction, and the projected area of the second honeycomb core 35 is larger than the projected area of the first honeycomb core 31. The first honeycomb core 31, The strength of the second honeycomb core 35 and the third honeycomb core 36 increases gradually. The first honeycomb core 31 and the second honeycomb core 35 are generally in the shape of a rectangular block. The above "the projection of the second honeycomb core 35 along the hole axis direction covers the projection of the first honeycomb core 31 along the hole axis direction" can be understood as the second honeycomb The surface area of the core 35 facing the first honeycomb core 31 is larger than the surface area of the first honeycomb core 31 facing the second honeycomb core 35 . "The projection of the third honeycomb core 36 along the direction from the first side 311 to the second side 312 covers the projection of the second honeycomb core 35 along the direction from the first side 311 to the second side 312" is the same. The incremental arrangement of the end areas of the first honeycomb core 31 , the second honeycomb core 35 , and the third honeycomb core 36 can also achieve variable load energy absorption of the buffer structure 30 and improve the applicability of the seat 100 .

Please refer to FIG. 3 again. In some embodiments, the seat 100 further includes an anti-dive structure 70 . During a crash, the passengers in the flight device 200 will tend to slide forward and downward (front and downward relative to the passengers) due to the inertial effect and the restraint of the safety belt, causing waist safety. The band slides into the soft tissue of the abdomen, which is called a "dip." In this embodiment, the passenger sits on the seat cushion portion 11 , and the “front and lower” position is in the installation space 141 (as shown in FIG. 4 ) and is located on the side of the buffer structure 30 away from the backrest 12 . This specification does not limit the specific structure and material of the anti-dive structure 70. For example, the anti-dive structure 70 can be made of metal pipes or EPP material (polypropylene plastic foam material). EPP material is a highly crystalline polymer/gas composite material with excellent performance and good compression resistance, buffering and thermal insulation properties. If the anti-dive structure 70 is made of EPP material, the anti-dive structure 70 can be fixed between the seat cushion part 11 and the covering part 14 by gluing. On the one hand, the anti-dive structure 70 plays a role in supporting the passengers, and on the other hand, it can slow down the tendency of the passengers to rush forward, thereby reducing the damage caused by the seat belt to the passengers.

In the seat 100 provided by the embodiment of the present application, the buffer structure 30 is provided below the seat cushion portion 11. During a crash, the buffer structure 30 slows down the impact force when the passenger bears an impact and slows down the acceleration of the passenger's downward movement, thereby protecting the passenger. passenger. After the first honeycomb core 31 is formed, it is pre-compressed and enters the platform yielding stage from the elastic stage. The first honeycomb core 31 will not have a crush peak during use, and has high compression strength and stability, which improves the safety of the seat 100 sex. The first honeycomb core 31 further relieves pressure through the occupying holes 314, while reducing the dynamic to static ratio, and enhances the structural strength through a plurality of dense and small first honeycomb holes 313, thereby reducing the static compression strength that is too small to cause passengers to ride. the possibility of damaging the first honeycomb core 31. The dispersing member 32 can disperse the relatively large pressure transmitted by the seat cushion portion 11 from one place to multiple places, thereby facilitating the first honeycomb core 31 to absorb impact loads in a wider range and improving the safety of passengers.

The increasing strength of the first honeycomb core 31 , the second honeycomb core 35 , and the third honeycomb core 36 makes the buffer structure 30 have a wider range of variable load energy absorption, thereby being suitable for passengers in a larger weight range, further improving the Seat 100 suitability. The carbon fiber body 10 not only ensures the structural strength of the seat 100, but also contributes to the lightweight of the seat 100. Multiple structures of the seat 100 are connected by adhesive bonding, which further promotes the lightweight of the seat 100 .

In the description of this specification, reference to the terms "one embodiment," "some embodiments," "an example," "specific examples," or "some examples" or the like means that specific features are described in connection with the embodiment or example. , structures, materials or features are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the specific features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, those skilled in the art may combine and combine different embodiments or examples and features of different embodiments or examples described in this specification unless they are inconsistent with each other.

In addition, the terms “first” and “second” are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include at least one of these features. In the description of this application, "plurality" means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present application, but are not intended to limit it. Although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art will understand that they can still modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features. However, these modifications or substitutions do not cause the essence of the corresponding technical solution to deviate from the spirit and scope of the technical solution of each embodiment of the present application.

Claims

A seat, which includes:

The body includes a seat cushion portion and a backrest portion. The seat cushion portion is connected to the backrest portion and is bent relative to the backrest portion to form a seating space together with the backrest portion; and

A first honeycomb core is provided on the side of the seat cushion portion facing away from the seat space; the first honeycomb core has a first side and a second side facing away from each other, and the first honeycomb core is provided with a plurality of first Honeycomb holes, the first honeycomb holes penetrate the first side and the second side along the hole axis direction of the first honeycomb holes, and the hole axis direction of the first honeycomb holes intersects with the seat cushion part; the first honeycomb core A occupying hole is provided, and the occupying hole penetrates at least one of the first side and the second side of the first honeycomb core; the aperture of the occupying hole is larger than a plurality of the first honeycomb core. The largest pore size in a honeycomb pore.
The seat according to claim 1, wherein the seat further includes a support member stacked on the first through hole on the second side.
The seat according to claim 2, wherein the occupancy hole forms an opening through the second side, and the supporting member is provided with a first through hole communicating with the occupancy hole.
The seat according to claim 3, wherein the aperture of the first through hole is smaller than the aperture of the occupying hole; or,

The pore diameter of the first through hole is smaller than or equal to the largest pore diameter of the plurality of first honeycomb holes.
The seat of claim 2, wherein the body further includes a covering portion connected to the backrest and covering the first honeycomb core and the supporting member. , the supporting member is located between the first honeycomb core and the cladding part; the cladding part has a second through hole connecting the first through hole and the outside of the cladding part.
The seat according to claim 5, wherein the body further includes a support part and a plurality of reinforcing ribs, the support part is provided on the backrest, the support part is provided with a honeycomb buffer structure; a plurality of The reinforcing ribs are arranged on the cladding part alternately with each other, and the materials of the reinforcing ribs are different from the materials of the cladding part.
The seat of claim 1, wherein the seat further includes a dispersing member disposed between the first honeycomb core and the seat cushion portion and stacked on the first side. .
The seat according to claim 7, wherein the hole axis direction of the spacer hole is consistent with the hole axis direction of the first honeycomb hole, and the spacer hole penetrates the first side and the second side.
The seat according to claim 1, wherein the plurality of first honeycomb holes have equal apertures, the number of the occupying holes is multiple, and the plurality of occupying holes are spaced apart from each other and distributed among the plurality of occupying holes. Between the first honeycomb holes, the distance between two adjacent occupying holes is greater than or equal to one time the aperture diameter of the first honeycomb hole.
The seat according to claim 1, wherein the seat further includes a second honeycomb core, the second honeycomb core is disposed on a side of the first honeycomb core away from the seat cushion part, the second honeycomb core is The honeycomb core is provided with a plurality of second honeycomb holes, the hole axis direction of the second honeycomb hole is consistent with the hole axis direction of the first honeycomb hole, and the hole diameter of the second honeycomb hole is smaller than that of the first honeycomb hole. aperture.
The seat of claim 10, wherein the seat further includes a third honeycomb core, the second honeycomb core being stacked between the first honeycomb core and the third honeycomb core, the The third honeycomb core is provided with a plurality of third honeycomb holes. The hole axis direction of the third honeycomb hole is consistent with the hole axis direction of the first honeycomb hole. The hole diameter of the third honeycomb hole is smaller than that of the second honeycomb hole. The diameter of the hole.
The seat according to claim 10, wherein when projected along the hole axis direction of the first honeycomb hole, the projection of the second honeycomb core covers the projection of the first honeycomb core, and the second honeycomb core The projected area of the core is greater than the projected area of the first honeycomb core.
The seat according to any one of claims 1 to 12, wherein the first honeycomb core includes an integrally formed honeycomb core body and a compression portion, the compression portion is located between the honeycomb core body and the seat cushion portion. On one side, the compression part is formed by collapsing the first side of the first honeycomb core through a pre-compression process.
The seat according to any one of claims 1 to 12, wherein the seat further includes an anti-dive structure, the anti-dive structure is connected to the seat cushion part and is located on the first honeycomb core The side facing away from the backrest.
A flying device, including:

organism; and

The seat according to any one of claims 1 to 14, which is arranged in the body.