TECHNICAL FIELD

The invention relates to an impact damping platform to ensure an impact energy transmitted from the floor of a vehicle to the seat and passenger to be dampened in the event of an accident in vehicles.

PRIOR ART

Today, vehicles have many active and passive safety systems to ensure the safety of passengers. Passive safety systems are intended to minimize the transmission of an impact to the passengers in the event of an accident. Seat belts and airbags are among the examples of passive safety systems.

During a rear-end collision, the unexpected forces are applied to the body of an individual sitting in a stationary or slow-moving vehicle. These forces cause a passenger's head to be thrown backwards (Hyperextension) during a collision. This is quickly followed by the head being thrown forward (hyperflexion), often with the chin meeting the chest. Such injuries caused by sudden motions are known as whiplash injuries. However, the soft tissues of the neck and cervical spine may be damaged. The cause of these injuries is that the passenger's head is swung at a much higher speed than the vehicle during whipping. The acceleration at the head may be 2.5 times faster than the acceleration of the crashed vehicle.

In the case of a frontal collision, the seat belt applies a distributed load on the contact area of the passenger's body, thus restricting the passenger's movement during the collision. The airbag prevents the head and upper body of a passenger in the vehicle from hitting the steering wheel. However, at severe impact levels, these contact forces may cause whiplash injuries and abdominal blunt trauma due to facial bone fractures, rib fractures, and head and neck trauma. Similarly, in cases of a side-on collision, the passenger is thrown inside the vehicle. In some accidents, the impact may come from diagonal directions such as front-side or rear-side. Various traumas may also occur in such accidents due to sudden motions. In the present art, vehicle seats are fixedly attached directly to the vehicle floor. In this case, in the event of an accident, all impact energy applied to the chassis of the vehicle is transmitted to the seat and the passenger on the seat. As a result, the injuries mentioned above occur. Some impact damping seat configurations are known in the present art. These structures are generally complex systems that require various sensors and actuators.

The invention in the application no. CN201268243Y known in the literature is related to an impact dampener for automobile seats. It discloses a floor on which the seat will be mounted. The springs around said floor allow the floor to move to a limited extent in the event of a collision. In this way, the energy transferred to the passengers on the seat is absorbed.

Consequently, all the above-mentioned problems have made it necessary to make an innovation in the relevant technical field.

BRIEF DESCRIPTION OF THE INVENTION

The present invention relates to an impact damping platform in order to eliminate the above mentioned disadvantages and provide the related technical field with new advantages.

An object of the invention is to provide an impact damping platform for reducing the impact energy transferred from the floor of a vehicle to a passenger during a collision.

Another object of the invention is to provide an impact damping platform which does not require any electronic actuators or sensors.

In order to achieve all the purposes mentioned above and that will be appreciated from the detailed explanation below, the present invention is an impact damping platform located between a floor and at least one seat for absorbing an impact energy transmitted from said floor of a vehicle to a passenger, in vehicles during a collision, wherein the impact damping platform comprises at least one lower platform fixedly connected to the floor of the vehicle; at least one upper platform connected to the seat, which has a freedom of movement relative to said lower platform in the directions of at least one x- axis and at least one y-axis on a floor plane of the vehicle; at least one dampener which is located between the lower platform and said upper platform and absorbs the impact energy by feeding back a damping force in response to the acceleration, speed, and of the occupant seat relative to the vehicle floor. Accordingly, the novelty of the invention is that the said dampener comprises at least one (spring) to absorb an impact energy by flexing , at least one (viscoelastic) crushing part provided adjacent to said spring in order to deform during the collision and absorb the impact energy in response to the velocity, and at least a friction mechanism to absorb the impact energy in response to the acceleration. Thus, optimal level of damping is achieved by the dampener exhibiting friction, viscous and elastic behavior.

A possible embodiment of the invention is characterized in that the impact damping platform contains at least one lock pin which connects the lower platform and the upper platform to prevent it from operating at forces smaller than an impact force of a predetermined magnitude. Thus, the impact damping platform is prevented from being activated at accelerations below the predetermined value.

A possible embodiment of the invention is characterized in that it comprises at least one bracket extending from the lower platform to the upper platform in order to support the upper platform to remain stable except in case of a collision. Thus, the lock pin is supported. Here, the bracket flexes during an accident, allowing the platform's impact absorbing motion.

Another possible embodiment of the invention is characterized in that said spring is steel. Thus, a spring structure is obtained, which may meet the impact force.

Another possible embodiment of the invention is characterized in that said spring is a zigzag spring. Thus, the vertical size of the spring is minimized.

Another possible embodiment of the invention is characterized in that the lower platform comprises at least one movement channel, the dampener is connected to said movement channel through at least one stepped arm such that it may slide within the movement channel, said stepped arm includes a sawtooth form on at least one face thereof; the lower platform comprises at least one locking extension connected to said stepped arm through the recesses on said sawtooth form to prevent the dampener from returning to its previous position after the collision thereby the elastic energy is captivated contributing in the dampening process of the impact energy. Thus, after the collision, the dampener is prevented from returning to its previous position and the passenger is prevented from rebounding.

A further possible embodiment of the invention is characterized in that it comprises at least one cage configured to at least partially encompass the upper platform and fixedly connected to the lower platform. Thus, the upper platform is prevented from displacing during a collision.

A further possible embodiment of the invention is characterized in that the upper platform is connected to at least one seat slider rail which allows the seat to slide. Thus, the passenger is able to adjust the seat position on the impact damping platform under normal operating conditions.

Another possible embodiment of the invention is characterized in that it comprises at least one viscoelastic transmission wall to ensure the impact energy on the lower platform to be transmitted to the crushing part and the spring. Thus, the impact energy is allowed to be distributed through the dampener. However, the impact energy is also dampened by the transmission arms.

Another possible embodiment of the invention is characterized in that the lower platform comprises at least one guide wall and said transmission arm is connected to said guide wall such that it provides damping by friction. Thus, an additional damping force is provided.

BRIEF DESCRIPTION OF THE FIGURES

Figure 1 shows a representative side view of the impact damping platform of the invention positioned on a vehicle during a collision.

Figure 2 shows a representative top perspective view of the impact damping platform of the invention. Figure 3 shows a representative exploded perspective view of the impact damping platform of the invention.

Figure 4 shows a representative perspective view of the dampeners connected to the lower platform of the impact damping platform of the invention.

Figure 5 shows a representative bottom perspective view of the upper platform of the impact damping platform of the invention.

Figure 6 shows a representative top perspective view of the dampener of the impact damping platform of the invention.

Figure 7 shows a representative bottom perspective view of the dampener of the impact damping platform of the invention.

Figure 8 shows a representative zoomed-in perspective view of a central block, connected to the dampeners, of the impact damping platform of the invention.

Figure 9 shows a representative zoomed-in perspective view of the sliding block of the impact damping platform of the invention.

Figure 10 shows a representative side cross-sectional view of the sliding block, connected to the central block, of the impact damping platform of the invention in its normal position.

Figure 11 shows a representative side cross-sectional view of the sliding block, connected to the central block, of the impact damping platform of the invention during an accident.

Figure 12 shows a representative top perspective view of the lower platform of the impact damping platform of the invention.

Figure 13 shows a representative zoomed-in bottom view of the lower platform, connected to the dampener, of the impact damping platform of the invention. Figure 14 shows a representative side view of a vehicle during a collision on which the impact damping platform of the invention is positioned.

Figure 15 shows a representative top view of a vehicle during a collision, on which the impact damping platform of the invention is positioned.

Figure 16 shows a representative top view of the impact damping platform of the invention during the collision in the case of collision shown in figure 15.

DETAILED DESCRIPTION OF THE INVENTION

In this detailed description the subject matter of the invention are described with examples only for a better understanding of the subject in a non-limiting sense.

Figure 1 shows a representative side view of the impact damping platform (40) of the invention positioned on a vehicle (10) during a collision. The vehicle (10) may be any vehicle (an automobile, a bus, a truck, etc.) which has at least one seat (20) on which at least one passenger (30) may sit. Said impact damping platform (40) is connected to at least one floor (11 ) portion of the vehicle (10). The impact dampening platform (40) is substantially positioned between said floor (11 ) and said seat (20). The impact damping platform (40) enables the seat (20) to move slightly relative to the floor (1 1) in case of a collision wherein the impact energy transmitted to the passenger (30) to be dampened.

Figure 2 shows a representative perspective view of the impact damping platform (40) and figure 3 shows a representative exploded perspective view thereof. Accordingly, the impact damping platform (40) is substantially positioned between at least one floor frame (111 ) and at least one seat slider rail (112). Said floor frame (1 11) is a structure configured to allow the connection of the seat (20) and the impact damping platform (40) to the floor (11 ). The seat (20) is connected to said seat slider rail (1 12). The seat slider rail (112) allows the position of the seat (20) on the floor (11) to be changed by a sliding movement. Thus, the passenger (30) may choose the seating position according to his/her own preference.

The impact damping platform (40) includes at least one upper platform (42) and at least one lower platform (41 ). Said lower platform (41 ) is fixedly connected to the floor frame (111 ). Accordingly, the lower platform (41) remains fixed together with the floor (11 ) during the collision. The lower platform (41 ) includes at least one first fixing leg (417). There are four of said first fixing leg (417) in the preferred embodiment of the invention, and each first fixing leg (417) is positioned at each corner of the lower platform (41). In other words, there is one first fixing leg (417) at the intersection of each lower edge (411 ) of the lower platform (41 ). Said lower edge (411 ) is the edge of the lower platform (41 ). The first fixing leg (417) has a hollow structure to allow fasteners to pass through it in order to fix the lower platform (41) to the floor frame (111 ). The floor frame (111 ) has at least one mounting hole (11 11 ). In a preferred embodiment of the invention, there are four of said mounting holes (1111 ), and there is one at each corner of the floor frame (111 ). Accordingly, the lower platform (41 ) may be fixed to the floor frame (111 ) by means of the first fixing leg (417) and a fixing element passed through the mounting hole (111 1 ).

The impact damping platform (40) includes at least one dampener (43). Said dampener (43) is connected to the lower platform (41 ) and said upper platform (42). The dampener serves to absorb the impact energy by feeding back a damping force in response to the acceleration, speed and position of the seat (20). Figure 4 shows a representative perspective view of the dampener (43) connected to the lower platform (41 ). Accordingly, four dampeners (43) are connected to the lower platform (41 ). In a preferred embodiment of the invention, the dampeners (43) are positioned in the middle of the lower edges (411 ).

There is at least one guide wall (412) on the lower platform (41 ). Said guide wall (412) is a part where the dampener (43) is connected to the lower platform (41 ). There is at least one bracket (415) on the lower platform (41). Said bracket (415) is substantially an extension extending from the lower platform (41 ) towards the upwards. The bracket (415) is positioned adjacent to the guide wall (412). When there is no collision, at least one upper edge (421 ) of said upper platform (42) rests on the bracket (415). Said upper edge (421 ) is the edge of the upper platform (42).

The upper platform (42) is connected to the lower platform (41 ) via kinematic contact joints. There is at least one second fixing leg (424) on the upper platform (42). The upper platform (42) is connected to the seat (20) frame through said second fixing leg (424). The upper platform (42) substantially includes one each second fixing leg (424) at each corner thereof. The first fixing legs (417) and the second fixing legs (424) are adjustable and expandable to fit any size of the vehicle floor (111 ) and seat (112). The seat slider rail (112) is connected to the top of the upper platform (42). The expression "lower" used in the explanation means "close to the floor (11) of the vehicle (10)", and the expression "upper" means "far from the floor (11 ) of the vehicle (10)". The lower platform (41 ) and the upper platform (42) are connected to each other by at least one lock pin (50). Accordingly, there is at least one first pin hole (414) on the lower platform (41 ), and there is at least one second pin hole (423) on the upper platform (42). In order to connect the lower platform (41 ) and the upper platform (42) to each other, said lock pin (50) is fitted into said first pin hole (414) and said second pin hole (423). The first pin hole (414) and the second pin hole (423) are located in the center of the lower platform (41 ) and the upper platform (42). The lower platform (41 ) is fixedly connected to at least one cage (413). Said cage (413) has a structure with a space which may at least partially accommodate the upper platform (42). The cage (413) is assembled after the upper platform (42) and the lower platform (41 ) are fixed to each other. The cage (413) thus encloses the upper platform (42) and prevents the upper platform (42) from detaching from the lower platform (41 ).

Figure 5 shows a representative bottom perspective view of the upper platform (42). Accordingly, the upper platform (42) has at least one central block (422). Said central block (422) is a rectangular plate located in the center of the upper platform (42). The central block (422) is configured to protrude from the upper platform (42) to the lower platform (41 ). The second pin hole (423) is also located substantially in the center of the central block (422).

Figure 6 shows a representative top perspective view of the dampener (43) and figure 7 shows a representative bottom perspective view of the dampener (43). Accordingly, the dampener (43) includes at least one crushing part (433). Said crushing part (433) is configured to be deformable in order to absorb the impact energy during a collision in response to the velocity. The crushing part (433) is made of a viscoelastic material. In a possible embodiment of the invention, the crushing part (433) has a mesh-like structure. The dampener (43) includes at least one spring (432). Said spring (432) is positioned adjacent to the crushing part (433). There is a spring (432) on both sides of the crushing part (433). The spring (432) compresses during the collision and serves to dampen the impact energy transmitted from the lower platform (41) to the upper platform (42). In a possible embodiment of the invention, the spring (432) is made of a steel material. There is at least one traverse arm (435) on the spring (432). Said traverse arm (435) connects one each spring (432) positioned on both sides of the crushing part (433).

Figure 8 shows a representative zoomed-in perspective view of the central block (422) connected to the dampeners (43). Accordingly, there is at least one sliding block (436) in the part of the dampener (43) facing the center of the lower platform (41). There is at least one fixing channel (4361 ) on said sliding block (436). There is at least one fixing extension (4221 ) on the central block (422). Said fixing extension (4221 ) is positioned within the said fixing channel (4361 ) and enables the central block (422) to be connected to the sliding block (436). The central block (422) is connected to one sliding block (436) and one dampener (43) from each of the four edges thereof. In the case of a collision, the fixing extension (4221 ) can be released from the fixing channel (4361). Thus, the upper platform (42) may be moved together with the central block (422) in the opposite direction of the impact of the collision.

Figure 9 shows a zoomed-in perspective view of the sliding block (436). Accordingly, said fixing channel (4361 ) contains at least one cavity (43611 ). Said cavity (43611) is configured in such a way that at least one locking spring (42211 ) may be disposed therein. Said locking spring (42211) is located on the fixing extension (4221). In case of a collision, the locking spring (42211 ) is disposed in the cavity (43611 ). Accordingly, the structure of the locking spring (42211) prevents it from being released from the cavity (43611 ) during and after the collision.

The dampener (43) includes at least one transmission arm (431 ). Said transmission arm (431 ) is positioned on the part of the sliding block (436) facing the crushing part (433). The dampener (43) comprises two transmission arms (431 ), and these two transmission arms (431) are positioned symmetrically with each other. The transmission arms (431 ) act as a bridge between the sliding block (436) and the crushing part (433) and ensure the force from the sliding block (436) to be distributed on the dampener (43).

The dampener (43) includes at least one transmission wall (434). Said transmission wall (434) is connected to the crushing part (433) via transmission arms (431 ). Accordingly, the transmission wall (434) transmits the force from the transmission arms (431 ) to the crushing part (433) and springs (432). The dampener (43) includes at least one stepped arm (437). Said stepped arm (437) is located below the sliding block (436). The stepped arm (437) is fixedly connected to the lower sliding block (436) and extends towards under the lower platform (41 ).

Figure 12 shows a representative top perspective view of the lower platform (41 ). Accordingly, the lower platform (41 ) has at least one movement channel (416). Said movement channel (416) is substantially a space extending from the lower edge (411 ) of the lower platform (41 ) towards the center. There are four movement channels (416) extending from each lower edge (411 ) towards the center. The stepped arms (437) are positioned so that they may move linearly in this movement channel (416) and remain partially inside the movement channel (416).

Figure 13 shows a representative zoomed-in bottom view of the lower platform (41 ) connected to the dampener (43). Accordingly, the stepped arm (437) is associated with at least one locking extension (4121 ). Said locking extension (4121 ) is connected to the guide wall (412). The locking extension (4121) extends from the guide wall (412) towards the stepped arm (437) and is in contact with the stepped arm (437). There are multiple recesses on the stepped arm (437) into which an end part of the locking extension (4121 ) may be disposed. Accordingly, the locking extension (4121 ) has a sawtooth form (4371 ) on at least one surface thereof. Said sawtooth form (4371 ) enables the locking extension (4121 ) to pass between the recesses on the stepped arm (437) with a sliding movement. Accordingly, when the stepped arm (437) moves towards the lower edge (411 ), the locking arm allows this movement. However, an opposite movement is prevented by the locking extension (4121 ) disposed inside the recesses having a sawtooth form (4371 ).

In the light of all these explanations, the impact damping platform (40) of the invention fulfills its impact damping function as follows: In the impact damping platform (40), the lower platform (41 ) is fixed to the floor (11 ) of the vehicle (10). The upper platform (42) may partially move in a direction of +x (+x) and -x (-x) on at least one x-axis (x), and in a direction of +y (+y) and -y (-y) on at least one y-axis, relative to the lower platform (41 ). The seat (20) is also connected to this upper platform (42). The dampeners (43) positioned between the upper platform (42) and the lower platform (41) serve to dampen the impact energy transmitted from the floor (11) to the upper platform (42) in response to the acceleration, velocity and displacement of the occupant seat relative to the vehicle floor. Figure 14 shows a representative side view of a vehicle (10), on which the impact damping platform (40) of the invention is positioned, during a collision. Accordingly, in the case of an impact from the x-axis (x) or y-axis (y), the upper platform (42) moves in the opposite direction to the direction of the impact. In a normal position where there is no collision, the upper platform (42) is connected to the dampeners (43) via one each sliding block (436) from each of the four edges of the central block (422). Also, the upper platform (42) and the lower platform (41 ) are fixed to each other with the lock pin (50). Meanwhile, the entire upper edges (421 ) of the upper platform (42) abut against the brackets (415).

According to an example collision scenario, when the vehicle (10) is traveling in the direction of +x (+x) and receives a frontal impact, the impact force is in the direction of - x (-x). In this case, the lower platform (41) remains fixed together with the floor (11 ) of the vehicle (10). The upper platform (42) moves in the direction of +x (+x). In order to achieve this movement, the upper platform (42) should be released from the lock pin (50), the sliding block (436) on the side of -x direction (-x) and the bracket (415) on the side of +x direction (+x). Accordingly, the upper platform (42) deforms the lock pin (50) and bracket (415) in order to move, and at the same time, it is released from the sliding block (436) or blocks in the opposite direction of the impact force. In a possible embodiment of the invention, the lock pin (50) and bracket (415) are broken by the upper platform (42). Accordingly, in order for the upper platform (42) to move, the impact force should be large enough to break the lock pin (50) and bracket (415). In other words, in order for the impact damping platform (40) of the invention to become active, the impact force should be above a certain lower limit. Thus, the impact damping platform (40) is not activated in accidents where the acceleration is less than 4g.

When the impact force is larger than 4g, the upper platform (42) is released from the lock pin (50), and the upper edge (421 ) moves in the direction of +x (+x), bending or breaking the bracket (415) on which it rests. Meanwhile, the locking spring (4211 ) in the direction of +x is placed in the cavity (43611 ) in the fixing channel (4361 ) of the sliding block (436) in the direction of +x. While moving in the direction +x (+x), the central block (422) is released from the sliding block (436) in the direction of -x (-x). Thus, the sliding block (436) and stepped arm (437) on the side of +x direction (+x) slide towards the lower edge (411 ) on the side of +x direction (+x) within the movement channel (416). When the upper platform (42) moves, the central block (422) crushes the crushing part (433) and spring (432) on the side of +x direction (+x). The crushing part (433) and the spring (432) thus allow the impact energy to be dampened in response to the displacement and the velocity respectively. In addition, the transmission arms (431) provide damping through the friction contact between the guide walls (412) in response to the acceleration. Thus, an additional damping force is obtained from the viscoelastic structure in response to the velocity.

The locking extension (4121 ), which is in contact with the stepped arm (437) on the side of +x direction (+x), allows the movement of the stepped arm (437) in the direction of +x (+x). The movement in the direction of +x (+x) continues until the crushing part (433) is completely crushed and the spring (432) is completely compressed. Thanks to the sawtooth form (4371 ) of the stepped arm (437), the locking extension (4121 ) prevents the stepped arm (437) from moving backwards towards the direction of -x (-x). Thus, when the crushing part (433) is crushed and the spring (432) is deformed, the upper platform (42) stops and does not return to the center. In this way, the upper platform (42) is prevented from rebounding after the accident and the passenger is prevented from being exposed to a secondary trauma.

In other collision scenarios, when the vehicle (10) receives an impact from its rear part, the upper platform (42) moves in the direction of -x (-x). When the vehicle (10) receives an impact from the side, i.e. , from the direction of +y (+y), the upper platform (42) moves in the direction of -y (-y). When the vehicle (10) receives an impact force from the side, i.e., from the direction of -y (-y), the upper platform (42) moves in the direction of +y (+y).

As it is known, accidents do not always occur from one-way. The vehicle (10) may also receive impacts from the corners thereof. In this case, an impact force from both the x- axis (x) and the y-axis (y) affects the vehicle (10). The impact damping platform (40) may also provide damping in such collisions. This is achieved by the upper platform (42) being able to move both in the x-axis (x) direction and in the y-axis (y) direction.

Figure 15 shows a representative top view of a vehicle (10), on which the impact damping platform (40) of the invention is positioned, during a collision. According to another example collision scenario, when the vehicle (10) receives an impact from the left front part thereof, the impact force is both in the direction of -x (-x) and -y (-y). In this case, the impact force is substantially the resultant of the forces in the direction of -x (-x) and -y (-y). The upper platform (42) moves simultaneously in the direction of +x (+x) and +y (+y) to dampen the impact.

Figure 16 shows a representative top view of the impact damping platform (40) of the invention during the collision in the case of collision shown in figure 15. Accordingly, during such a collision, when the lock pin (50) is broken, the central block (422) is released from the sliding blocks (436) on the sides of -x direction (-x) and the -y direction (-y). However, the edges of the central block (422) on the sides of +x direction (+x) and +y direction (+y) make a sliding movement within the fixing channels (4361 ) of the sliding blocks (436) on the sides of +x direction (+x) and +y direction (+y).

When the upper platform (42) moves, the crushing parts (433) both on the sides of the +x direction (+x) and the +y direction (+y) are crushed. While the springs (432) are deformed. In this way, the impact energy transmitted to the seat (20) is significantly reduced. Cage (413) serves to prevent the upper platform (42) from being displaced due to the movement during this collision.

The crushing part (433) has a viscoelastic structure in the impact damping platform (40) of the invention. Viscoelastic materials show both viscous and elastic characteristics when deformed. When force is applied to the viscoelastic material, the material undergoes a shape deformation, but it returns to its original shape over time. Elastic elements store collision energy during an impact and release it quickly. As the viscous elements tend to break, they cannot dampen the impact by flexing. In this context, the fact that the dampener (43) contains a viscoelastic element ensures optimal damping of the impact. However, the impact damping platform (40) of the invention feeds back a damping force in response to the acceleration, speed and position of the seat, without any need for any additional sensors or actuators.

Thanks to the impact damping platform (40), the seat (20) may move slightly in the opposite direction of the impact force relative to the vehicle (10) floor (11 ) during an accident. During this movement, the dampeners (43) ensure the impact transmitted from the floor (11 ) to the seat (20) to be dampened. In this way, the passenger (30) is thrown less and the risk of severe injuries to the head and neck area is significantly reduced, especially in major accidents (impacts that create inertial loads greater than 4g). The scope of protection of the invention is specified in the attached claims and cannot be limited to what is explained in this detailed description for the exemplary purposes. That is because it is clear that a person skilled in the art may represent similar embodiments in the light of what has been explained above without departing from the main spirit of the invention.

REFERENCE NUMBERS IN THE FIGURES

10 Vehicle

1 1 Floor

111 Floor Frame

1111 Mounting Hole

112 Seat Slider Rail

20 Seat

30 Passenger

40 Impact Damping Platform

41 Lower Platform

411 Lower Edge

412 Guide Wall

4121 Locking Extension

413 Cage

414 First Pin Hole

415 Bracket

416 Movement Channel

417 First Fixing Leg

42 Upper Platform

421 Upper Edge

422 Central Block

4221 Fixing Extension 4221 1 Locking Spring

423 Second Pin Hole

424 Second Fixing Leg

43 Dampener

431 Transmission Arm

432 Spring

433 Crushing Part

434 Transmission Wall

435 T raverse Arm

436 Sliding Block 4361 Fixing Channel 43611 Cavity 437 Stepped Arm

4371 Sawtooth Form

50 Lock Pin x x-axis direction of +x direction of -x y y-axis direction of +y direction of -y