CN218986416U

CN218986416U - Collision buffering angle modulation mechanism and buffering disc

Info

Publication number: CN218986416U
Application number: CN202320078214.5U
Authority: CN
Inventors: 邢珈诚; 王华杰; 张来来
Original assignee: Fisher Dynamics Auto Seating Components Shanghai Co ltd; Zeifu Automotive Technology Shanghai Co ltd
Current assignee: Fisher Dynamics Auto Seating Components Shanghai Co ltd; Zf Asia Pacific Automotive Safety Systems Shanghai Co ltd
Priority date: 2023-01-10
Filing date: 2023-01-10
Publication date: 2023-05-09
Anticipated expiration: 2033-01-10
Also published as: DE202024100025U1

Abstract

The utility model relates to a collision buffering angle adjusting mechanism and a buffering disc. The collision buffering angle adjusting mechanism comprises an angle adjuster moving disc; the buffer mechanism comprises a locking disc, a locking mechanism and a shell, wherein the locking disc is opposite to the shell in interval, one side of the locking disc is fixedly welded with the movable disc of the angle adjuster, the locking mechanism is fixedly arranged on the shell, the buffer mechanism can be switched between a locking state and a releasing state, the locking disc and the locking mechanism are mutually meshed and locked in the locking state, and the locking disc and the locking mechanism are mutually separated in the releasing state; the buffer disc is of a hollow annular structure and is arranged between the locking disc and the shell, the buffer disc comprises a buffer box and a friction plate arranged in the buffer box, one side of the buffer box is welded and fixed with the other side of the locking disc, and the friction plate is connected and fixed with the shell. The utility model provides a collision buffering angle adjusting mechanism and a buffering disc, which can meet the requirement of collision safety protection in a seat lying state.

Description

Collision buffering angle modulation mechanism and buffering disc

Technical Field

The utility model relates to the technical field of automobile seat manufacturing, in particular to a collision buffering angle adjusting mechanism and a buffering disc.

Background

In the state of the front seat lying in the market of the existing passenger car, the passenger is close to the lying state in the lying state, if collision occurs, the passive safety airbag and the safety belt cannot effectively provide protection, and the injury value of the passenger is large.

With the popularization of automatic driving of passenger cars, the use condition of the lying state can be improved, so that the passive safety protection of the lying state is also a realistic requirement. At present, the safety system in the market cannot cover the lying angle of the backrest, so that the passive safety constraint protection requirement of the lying state cannot be met.

Disclosure of Invention

Aiming at the problems in the prior art, the utility model provides a collision buffering angle adjusting mechanism and a buffering disc, which can meet the requirement of collision safety protection in the lying state of a seat.

Specifically, the utility model provides a collision buffering angle adjusting mechanism, which is suitable for a vehicle seat and comprises the following components:

a movable disc of the angle adjuster;

the buffer mechanism comprises a locking disc, a locking mechanism and a shell, wherein the locking disc is opposite to the shell at intervals, one side of the locking disc is fixedly welded with the moving disc of the angle adjuster, the locking mechanism is fixedly arranged on the shell, the buffer mechanism can be switched between a locking state and a releasing state, the locking disc and the locking mechanism are mutually meshed and locked in the locking state, and the locking disc and the locking mechanism are mutually separated in the releasing state;

the buffer disc is of a hollow annular structure and is arranged between the locking disc and the shell, the buffer disc comprises a buffer box and friction plates arranged in the buffer box, one side of the buffer box is fixedly welded with the other side of the locking disc, and the friction plates are fixedly connected with the shell.

According to one embodiment of the utility model, when the buffer mechanism is in a locking state and the shell or the angle adjuster moving disc rotates, the shell or the angle adjuster moving disc can drive the collision buffer angle adjusting mechanism to synchronously rotate; when the buffer mechanism is in a release state, the shell rotates, and the shell can drive the friction plate to rotate relative to the buffer box.

According to one embodiment of the utility model, the buffer box comprises a base and an upper disc, wherein the base, the upper disc and the friction plate are all of annular structures and coaxial, the peripheries of the base and the upper disc are mutually matched to form a cavity for accommodating the friction plate, and the outer side of the base is welded and fixed on the other side of the locking disc;

one side of the base and the upper disc, which is opposite to the friction plate, is matched with the surface of the friction plate in shape, and the base and the upper disc are mutually attached to each other, and the surface of the friction plate is provided with a concave-convex structure.

According to one embodiment of the utility model, a wave-shaped concave-convex structure is formed on the surface of the friction plate.

According to one embodiment of the utility model, the outer periphery of the friction plate is unfolded as a sine wave line.

According to one embodiment of the utility model, the inner edge of the friction plate protrudes outwards along the axial direction to form a connecting part, and the connecting part is welded and fixed with the shell.

According to one embodiment of the utility model, the connecting portion protrudes axially from the surface of the upper disc.

According to one embodiment of the utility model, the periphery of the base and the upper disc are provided with mutually matched fastening structures, and the base and the upper disc are fastened in a fastening mode.

According to one embodiment of the utility model, the locking mechanism comprises a cable motor, a detent spring and a pawl, the cable motor controls the action of the pawl through the detent spring, when the cable motor works, the action of the detent spring is limited to enable the pawl to be separated from the locking disc, and the buffer mechanism enters a release state; when the cable motor stops working, the pawl spring acts on the pawl to enable the pawl to be meshed and locked with the locking disc, and the buffer mechanism enters a locking state.

According to one embodiment of the utility model, the backrest of the vehicle seat is adjusted to a first set angle backwards, and the inhaul cable motor works to enable the buffer mechanism to enter a release state; the backrest of the vehicle seat is adjusted to a second set angle forwards from the first set angle, and the inhaul cable motor stops working to enable the buffer mechanism to enter a locking state.

The utility model also provides a buffer disc which comprises a hollow annular structure, wherein the buffer disc comprises a buffer box and a friction plate arranged in the buffer box, the buffer box comprises a base and an upper disc, the base, the upper disc and the friction plate are all of annular structures and coaxial, and the peripheries of the base and the upper disc are mutually matched to form a cavity for accommodating the friction plate;

According to one embodiment of the utility model, the inner edge of the friction plate protrudes axially outwards to form a connecting portion, which axially passes through the central hole of the upper disc.

According to the collision buffering angle adjusting mechanism and the buffering disc, when collision occurs, the buffering disc drives the backrest to rotate to an angle range which can be covered by the passive safety system through the inertia of the upper body of the passenger in the lying state, so that collision safety protection in the lying state of the seat can be met.

It is to be understood that both the foregoing general description and the following detailed description of the present utility model are exemplary and explanatory and are intended to provide further explanation of the utility model as claimed.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this application, illustrate embodiments of the utility model and together with the description serve to explain the principles of the utility model. In the accompanying drawings:

fig. 1 shows an assembly schematic of a crash cushion recliner mechanism according to an embodiment of the present utility model.

Fig. 2 is a schematic view of the recliner moving plate, the lock plate, and the lock mechanism of fig. 1 in a locked state.

Fig. 3 is a schematic view of the recliner mechanism of fig. 1 showing the recliner mechanism, the lock plate, and the lock mechanism in a released condition.

Fig. 4A shows a schematic view of a state of the vehicle seat when an occupant sits normally.

Fig. 4B shows a schematic view of a state of the vehicle seat when the occupant lies down.

Fig. 5A shows a schematic structural view of the surge tank in fig. 1.

Fig. 5B is an assembly schematic of fig. 5A.

Fig. 5C is a cross-sectional view of the base, friction plate and upper plate.

Fig. 6 shows a schematic structural view of a buffer disk according to an embodiment of the present utility model.

Wherein the above figures include the following reference numerals:

collision buffer angle adjusting mechanism 100

Angle adjuster movable disc 101

Buffer mechanism 102

Buffer disk

103, 600

Locking plate 104

Locking mechanism 105

Housing 106

Buffer box

107, 601

Friction plate

108, 602

Cable motor 109

Detent spring 110

Pawl 111

Helical teeth 112

Chair 113

Backrest 114

Base

115, 603

Upper disc

116, 604

Concave-convex

structure

117, 605

Connection

118, 606

Detailed Description

It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other.

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It will be apparent that the described embodiments are only some, but not all, of the embodiments of the present application. The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the application, its application, or uses. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments in accordance with the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.

The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present application unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.

In the description of the present application, it should be understood that, where azimuth terms such as "front, rear, upper, lower, left, right", "transverse, vertical, horizontal", and "top, bottom", etc., indicate azimuth or positional relationships generally based on those shown in the drawings, only for convenience of description and simplification of the description, these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present application; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

In addition, the terms "first", "second", etc. are used to define the components, and are merely for convenience of distinguishing the corresponding components, and unless otherwise stated, the terms have no special meaning, and thus should not be construed as limiting the scope of the present application. Furthermore, although terms used in the present application are selected from publicly known and commonly used terms, some terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Furthermore, it is required that the present application be understood, not simply by the actual terms used but by the meaning of each term lying within.

Fig. 1 shows an assembly schematic of a crash cushion recliner mechanism according to an embodiment of the present utility model. As shown, the present utility model provides a crash cushion recliner mechanism 100 for a vehicle seat. The crash cushion recliner mechanism 100 basically includes a recliner moving plate 101, a cushion mechanism 102 and a cushion plate 103 arranged along the same axis.

The damper mechanism 102 includes a lock plate 104, a lock mechanism 105, and a housing 106. The locking plate 104 is opposite to the shell 106 at intervals, and one side of the locking plate 104 away from the shell 106 is welded and fixed with the movable disc 101 of the angle adjuster. The lock mechanism 105 is fixedly provided on the housing 106. The buffer mechanism 102 can be switched between a locked and a released state. In the locked state, the lock plate 104 and the lock mechanism 105 are engaged with each other for locking; in the released state, the lock plate 104 and the lock mechanism 105 are disengaged from each other.

The buffer disk 103 has a hollow annular structure. The buffer disk 103 is disposed between the lock disk 104 and the housing 106. The buffer disk 103 includes a buffer case 107 and a friction plate 108 provided in the buffer case 107, and one side of the buffer case 107 is welded to the other side of the lock disk 104, that is, the buffer case 107 is fixed to the recliner bracket 101 by the lock disk 104. Further, the friction plate 108 is fixedly connected to the housing 106. The friction plate 108, the locking mechanism 105, and the housing 106 form a fixed structure. Regardless of the state of the damper mechanism 102, the damper box 107, the lock plate 104 and the recliner plate 101 can be kept in integral synchronous rotation, and the friction plate 108, the lock mechanism 105 and the housing 106 can be kept in integral synchronous rotation.

According to the collision buffering angle adjusting mechanism 100 provided by the utility model, the state of the buffering mechanism 102 is switched, so that the buffering disc 103 provides friction torque to absorb collision impact kinetic energy received by a vehicle seat and an occupant, and the collision safety protection under the state of the seat lying is met.

Fig. 2 is a schematic view of the recliner moving plate, the lock plate, and the lock mechanism of fig. 1 in a locked state. Fig. 3 is a schematic view of the recliner mechanism of fig. 1 showing the recliner mechanism, the lock plate, and the lock mechanism in a released condition. As shown in connection with fig. 1 and 2, preferably, the latch plate 104 and the latch mechanism 105 are engaged and locked with each other when the buffer mechanism 102 is in the latched state, and the crash cushion recliner mechanism 100 integrally forms a stable structure. The passenger can adopt an electric mode, and drives the angle adjuster moving disc 101 to rotate through a driving shaft at one side of the angle adjuster moving disc 101, so as to drive the whole collision buffering angle adjusting mechanism 100 to synchronously rotate; or a manual mode is adopted, and the driving shaft on one side of the shell 106 is used for driving the shell 106 to rotate, so that the whole collision buffering angle adjusting mechanism 100 is driven to synchronously rotate. When the buffer mechanism 102 is in the released state, referring to fig. 1 and 3, the locking plate 104 and the locking mechanism 105 are separated from each other, the collision buffer angle adjusting mechanism 100 is divided into two parts of fixed structures, one part of the fixed structures is the angle adjuster moving plate 101, the locking plate 104 and the buffer plate 103, the three move synchronously, and the other part of the fixed structures is the shell 106, the locking mechanism 105 and the friction plate 108, and the three move synchronously. When the vehicle collides, the collision impact kinetic energy drives the vehicle seat to rotate so as to drive the shell 106 to rotate, and in the process, the angle adjuster movable disc 101, the locking disc 104 and the buffer disc 103 are kept in place, the shell 106 further drives the friction plate 108 to rotate relative to the buffer box 107, and in a shorter time, the buffer disc 103 provides friction torque to absorb part of the collision impact kinetic energy, so that a buffering effect is achieved.

Preferably, referring to fig. 2 and 3, the locking mechanism 105 includes a cable motor 109, a detent spring 110, and a pawl 111. A corresponding set of helical teeth 112 are provided on each of the periphery of the lock plate 104 and the pawl 111, the two sets of helical teeth 112 being engageable with each other. The cable motor 109 controls the operation of the pawl 111 through the pawl spring 110, and when the cable motor 109 operates, the pawl spring 110 is restricted from operating, and the pawl 111 naturally lifts up to disengage the pawl 111 from the helical teeth 112 on the lock disk 104, so that the buffer mechanism 102 is brought into a released state. When the cable motor 109 stops, the pawl spring 110 acts to force the pawl 111 downward, the pawl 111 is engaged with the helical teeth 112 on the lock plate 104, and the buffer mechanism 102 enters a locked state.

Fig. 4A shows a schematic view of a state of the vehicle seat when an occupant sits normally. As shown, the backrest 114 of the vehicle seat 113 is in a substantially vertical position. Fig. 4B shows a schematic view of a state of the vehicle seat when the occupant lies down. As shown, the backrest 114 of the vehicle seat 113 is adjusted rearward to a position in which the occupant is suitable for lying. Preferably, the backrest 114 of the vehicle seat 113 is adjusted rearward to a first set angle, and the cable motor 109 operates to bring the damper mechanism 102 into a released state. The first set angle corresponds to the position reached by the backrest 114 in fig. 4B. When the backrest 114 is adjusted to the first set angle rearward, referring to fig. 2 and 3, the cable motor 109 starts to operate, the pawl 111 is disengaged from the lock plate 104, and the buffer mechanism 102 enters a released state. When the backrest 114 of the vehicle seat 113 is adjusted forward from the first set angle to the second set angle, the cable motor 109 stops operating to bring the damper mechanism 102 into the locked state. When the occupant is in the lying state, if the vehicle collides, the occupant drags the backrest 114 to rotate forward due to inertia and the action of the safety belt, the vehicle ECU starts the cable motor 109 to return (stop operation), the backrest 114 rotates forward to reach the second set angle, and the pawls 111 are engaged with the lock plate 104 to lock. When the backrest 114 of the vehicle seat 113 is rotated from the first set angle to the second set angle, that is, the buffer mechanism 102 is in a released state, the buffer disk 103 provides friction torque to absorb collision impact kinetic energy, so that a buffer effect is achieved. When the damper mechanism 102 is switched to the locked state, the damper disc 103 no longer receives the impact kinetic energy, and the recliner moving disc 101 takes over the subsequent impact kinetic energy of the collision against the backrest 114 of the vehicle seat 113.

Preferably, the first set angle is 40 ° rearward of the rotation of the backrest 114 of the seat 113 in the vertical state, and the second set angle is 20 ° forward of the rotation of the backrest 114 of the seat 113 from the first set angle. During the transition of the backrest 114 of the seat 113 from the first set angle to the second set angle, the collision-induced occupant pulls the backrest 114 of the seat 113 to rotate forward, and the friction plate 108 rotates in the cushion chamber to generate friction torque to absorb the collision impact kinetic energy.

Fig. 5A shows a schematic structural view of the surge tank in fig. 1. Fig. 5B is an assembly schematic of fig. 5A. Fig. 5C is a cross-sectional view of the base, friction plate and upper plate. As shown in connection with fig. 1, the buffer cassette 107 includes a base 115 and an upper plate 116. The base 115, upper plate 116 and friction plate 108 are all annular in configuration and coaxial. The perimeters of the base 115 and upper disc 116 cooperate to form a cavity that receives the friction plate 108. The outer side of the base 115 is welded to the other side of the locking plate 104. Further, one side of the base 115 and the upper plate 116 opposite to the friction plate 108 is matched with the surface shape of the friction plate 108, and two pairs of the base and the upper plate are mutually attached. The friction plate 108 has a surface with a relief structure 117. The friction plate 108 can rotate relative to the damper case 107 to generate friction torque. Specifically, friction plate 108 may be made of DC04 material, which has better ductility. During the buffering process, the concave-convex structure 117 on the surface of the friction plate 108 is axially deformed during the extrusion process, and friction torque is generated by strong friction between the surface of the friction plate 108 and the surfaces of the base 115 and the upper disc 116 so as to absorb collision impact kinetic energy.

Preferably, referring to fig. 5B and 5C, a wave-shaped concave-convex structure 117 is formed on the surface of the friction plate 108. More preferably, the outer perimeter of friction plate 108 is flared into a sinusoidal wave line. The X-axis of the sinusoidal wave line is used to indicate the axial cross-sectional position of friction plate 108. On both sides of the axial cross-sectional position, the concave-convex structure 117 of the friction plate 108 forms peaks and valleys, and during the buffering process, the concave-convex structure 117 on the surface of the friction plate 108 deforms axially by the same distance, that is, the distance from the peaks and valleys to the X-axis is the same, and approximately uniform friction torque is generated on both sides of the friction plate 108.

Preferably, the inner edge of friction plate 108 protrudes axially outward to form a connecting portion 118. The connection portion 118 faces the case 106, and the connection portion 118 is welded to the case 106. Preferably, the connecting portion 118 protrudes axially from the surface of the upper plate 116, so as to be welded and fixed with the housing 106.

Preferably, the base 115 and the upper plate 116 have mutually matched snap-fit structures at their periphery, and the two snap-fit structures form a buffer cavity with stable structure.

Fig. 6 shows a schematic structural view of a buffer disk according to an embodiment of the present utility model. As shown, the present utility model also provides a buffer tray 600. The buffer disk 600 has a hollow annular structure. The buffer disk 600 includes a buffer cassette 601 and a friction plate 602 disposed within the buffer cassette 601. The buffer cassette 601 includes a base 603 and an upper plate 604. The base 603, the upper plate 604 and the friction plate 602 are all in an annular structure and coaxial, and the peripheries of the base 603 and the upper plate 604 are mutually matched to form a cavity for accommodating the friction plate 602. One side of the base 603 and the upper plate 604 opposite to the friction plate 602 is matched with the surface shape of the friction plate 602, and two pairs of the base 603 and the upper plate are mutually attached. The friction plate 602 has a surface with a concave-convex structure 605. The friction plate 602 can rotate relative to the cavity formed by the base 603 and the upper plate 604 to generate friction torque. The damping disc 600 is suitable for use in the crash cushion recliner mechanism 100 described above. By way of example and not limitation, the buffer disk 600 may also be applied to other scenarios where a buffering function is desired. During the buffering process, the concave-convex structure 605 on the surface of the friction plate 602 is axially deformed during the extrusion process, and friction torque is generated by strong friction between the surface of the friction plate 602 and the surfaces of the base 603 and the upper disc 604 so as to absorb collision impact kinetic energy.

Preferably, the inner edge of the friction plate 602 protrudes axially outward to form a connecting portion 606, and the connecting portion 606 passes axially through the central hole of the upper plate 604, and can be welded and fixed with an external structural member conveniently through the connecting portion 606.

According to the collision buffering angle adjusting mechanism and the buffering disc, provided by the utility model, the buffering disc absorbs the impact kinetic energy of part of vehicles during collision, so that the strength requirement of the angle adjuster moving disc can be effectively reduced, and the rigidity cost of the framework of the backrest of the whole vehicle seat is further reduced.

It will be apparent to those skilled in the art that various modifications and variations can be made to the above-described exemplary embodiments of the present utility model without departing from the spirit and scope of the utility model. Therefore, it is intended that the present utility model cover the modifications and variations of this utility model provided they come within the scope of the appended claims and their equivalents.

Claims

1. The utility model provides a collision buffering angle modulation mechanism which is applicable to vehicle seat, its characterized in that:

comprising the following steps:

a movable disc of the angle adjuster;

2. The crash cushion recliner mechanism of claim 1 wherein:

when the buffer mechanism is in a locking state and the shell or the angle adjuster movable disc rotates, the shell or the angle adjuster movable disc can drive the collision buffer angle adjusting mechanism to synchronously rotate; when the buffer mechanism is in a release state, the shell rotates, and the shell can drive the friction plate to rotate relative to the buffer box.

3. The crash cushion recliner mechanism of claim 1 wherein:

the buffer box comprises a base and an upper disc, wherein the base, the upper disc and the friction plate are of annular structures and are coaxial, the peripheries of the base and the upper disc are mutually matched to form a cavity for accommodating the friction plate, and the outer side of the base is welded and fixed on the other side of the locking disc;

4. A crash cushion recliner mechanism as set forth in claim 3 wherein:

and forming a wavy concave-convex structure on the surface of the friction plate.

5. The crash cushion recliner mechanism of claim 4 wherein:

the outer periphery of the friction plate is unfolded into a sine wave line.

6. A crash cushion recliner mechanism as set forth in claim 3 wherein:

the inner edge of the friction plate protrudes outwards along the axial direction to form a connecting part, and the connecting part is welded and fixed with the shell.

7. The crash cushion recliner mechanism of claim 6 wherein:

the connecting part protrudes out of the surface of the upper disc along the axial direction.

8. A crash cushion recliner mechanism as set forth in claim 3 wherein:

the periphery of base and upper disc has the buckle structure of mutually supporting, and both buckle cooperation is fixed.

9. The crash cushion recliner mechanism of claim 1 wherein:

the locking mechanism comprises a cable motor, a detent spring and a pawl, the cable motor controls the pawl to act through the detent spring, when the cable motor works, the action of the detent spring is limited, so that the pawl is separated from the locking disc, and the buffer mechanism enters a release state; when the cable motor stops working, the pawl spring acts on the pawl to enable the pawl to be meshed and locked with the locking disc, and the buffer mechanism enters a locking state.

10. The crash cushion recliner mechanism of claim 9 wherein:

the backrest of the vehicle seat is adjusted to a first set angle backwards, and the inhaul cable motor works to enable the buffer mechanism to enter a release state; the backrest of the vehicle seat is adjusted to a second set angle forwards from the first set angle, and the inhaul cable motor stops working to enable the buffer mechanism to enter a locking state.

11. A buffer disk, characterized in that:

comprising the following steps:

the buffer disc comprises a buffer box and a friction plate arranged in the buffer box, the buffer box comprises a base and an upper disc, the base, the upper disc and the friction plate are all of annular structures and coaxial, and the peripheries of the base and the upper disc are mutually matched to form a cavity for accommodating the friction plate;

12. The buffer disk of claim 11, wherein:

the inner edge of the friction plate protrudes outwards along the axial direction to form a connecting part, and the connecting part axially penetrates through the central hole of the upper disc.