Design method and design system of vehicle rear seat
By optimizing the design of the rear seat frame and headrest structure, the problem of insufficient whipping performance was solved, and the whipping performance was improved and systematically designed to meet the requirements of modern models.
Patent Information
- Application Number
- CN202511162100.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-19
- Publication Date
- 2025-10-17
AI Technical Summary
The whiplash performance of the rear seats in the existing technology is difficult to meet the requirements of modern models and lacks a systematic overall design solution.
The seat skeleton structure is subjected to trunk rear impact, high-speed rear impact and seat rigidity gap optimization, and the headrest structure is installed for impact and static whiplash tests. Based on the test results, the headrest and skeleton structure are adjusted, and the headrest position and backrest foam thickness are optimized to meet the whiplash performance requirements.
It has achieved a significant improvement in the whiplash performance of the rear seats, meeting the C-NCAP2021 standard, while also improving the systematization and economy of the seats.
Smart Images
Figure CN120805496A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of automobile seat design, and particularly relates to a design method and a design system of a rear seat of a vehicle. BACKGROUND
[0002] With the development of the automobile industry, the passive safety performance of the automobile is also continuously improved, which gradually changes from protecting the life safety of the passengers in the vehicle to reducing the injury. In the low-speed rear collision, the incidence of whiplash injury is extremely high, and such injury has brought more and more serious burden to the individual and society of the injured person. The whiplash injury refers to that, in the rear-end collision, the driver and the passenger of the collided vehicle will produce a whip-like action of the neck under the joint action of the collision acceleration and the head inertia force, and the injured person will feel different degrees of discomfort after the accident.
[0003] The rear seat whiplash test mainly uses static measurement to respectively investigate the backset and the effective height of the rear passenger after sitting. With the gradually stringent requirements of the industry on the whiplash performance target of the rear seat, the optimization of the whiplash performance of the rear seat by the practitioners is also continuously updated. In order to shorten the development cycle, reduce the development cost, improve the universality and light weight, etc., the rear seat frame has been designed in a modular manner (the back frame is divided into four-six parts), the frame definition performance has been clearly defined, and the frame rigidity cannot be greatly changed, but the whiplash performance is still not ideal and cannot meet the requirements of the modern vehicle. Therefore, how to design a seat that meets the whiplash requirements has become a difficult problem to be solved by the practitioners. SUMMARY
[0004] In the related art, there is a lack of overall design scheme for the rear seat, which leads to the problem that the rear seat is difficult to meet the whiplash performance requirements.
[0005] In a first aspect, an embodiment of the present application provides a design method of a rear seat of a vehicle, which comprises: optimizing a luggage compartment rear collision, a high-speed rear collision and a seat rigid gap of a frame structure of a to-be-tested seat in sequence; installing a headrest structure on the optimized frame structure to perform a headrest impact test of the seat as a whole, and correcting the stiffness and shape of the support rod of the headrest structure according to the test result until the headrest impact test result meets a first headrest preset requirement; performing a headrest static whiplash test on the corrected headrest structure, and correcting the stiffness and shape of the support rod of the headrest structure according to the test result until the headrest static whiplash result meets a second headrest preset requirement; A test dummy is installed on the whole seat assembled by the modified headrest structure and the framework structure, and the head-rear clearance parameter of the test dummy, the departure point of the seat backrest and the effective thickness of the seat backrest foam are detected; The position of the headrest structure, the backrest angle and the thickness of the backrest foam are adjusted according to the head-rear clearance parameter, the departure point of the seat backrest and the effective thickness of the seat backrest foam.
[0006] In combination with the first aspect, in an implementation, the luggage compartment rear impact optimization on the framework structure of the to-be-tested seat comprises: The framework structure of the to-be-tested seat is subjected to a luggage compartment rear impact test, and whether the framework structure meets the first framework preset requirement is judged according to the seating reference point of the to-be-tested seat and the posture of the framework structure after the test; The steel pipe rigidity and the support angle of the framework structure are adjusted until the framework structure meets the first framework preset requirement.
[0007] In combination with the first aspect, in an implementation, the first framework preset requirement comprises: The projection surface of each part with a Shore hardness greater than a preset value on the backrest of the framework structure in the vertical direction does not exceed the seating reference point or overlaps with the seating reference point; The projection surface of each part with a Shore hardness greater than a preset value on the headrest part of the framework structure in the vertical direction does not exceed the seating reference point or overlaps with the seating reference point.
[0008] In combination with the first aspect, in an implementation, the high-speed rear impact optimization on the framework structure of the to-be-tested seat comprises: The framework structure of the to-be-tested seat is subjected to a high-speed rear impact test, and the maximum swing angle of the seat backrest and the angle between the two sides of the backrest of the framework structure are tested; Whether the framework structure meets the second framework preset requirement is judged according to the maximum swing angle of the seat backrest and the angle between the two sides of the backrest of the framework structure.
[0009] In combination with the first aspect, in an implementation, the second framework preset requirement comprises: the maximum swing angle of the seat backrest of the framework structure is less than 32° and the angle between the two sides of the backrest is less than 15°.
[0010] In combination with the first aspect, in an implementation, the first headrest preset requirement comprises: The head-type deceleration of the headrest structure does not exceed 80g within 3ms of the test duration, and the headrest structure neither falls off nor has an edge during or after the test.
[0011] In combination with the first aspect, in an implementation, the second headrest preset requirement comprises: the deformation amount of the headrest structure in two directions is less than 5mm under the whipping force of 900N.
[0012] With reference to the first aspect, in an implementation form, after the headrest structure's strut stiffness and strut shape are modified according to the test results until the headrest static whipping result meets the second headrest preset requirement, the method further comprises: adjusting a gap between a guide sleeve of the headrest structure and a metal conduit to below a preset threshold.
[0013] With reference to the first aspect, in an implementation form, after the headrest structure's strut stiffness and strut shape are modified according to the test results until the headrest static whipping result meets the second headrest preset requirement, the method further comprises: adjusting a minimum distance between a contact surface of the headrest structure and a headrest rod to below a preset minimum distance threshold.
[0014] The second aspect, the embodiment of the application provides a design system of a rear seat of a vehicle, comprising: A first skeleton optimization module is configured to sequentially perform a luggage compartment rear impact optimization, a high-speed rear impact optimization and a seat rigidity gap optimization on a skeleton structure of a to-be-tested seat. A second skeleton optimization module is configured to modify a strut stiffness and a strut shape of a headrest structure according to a headrest impact test result of the seat as a whole until the headrest impact test result meets a first headrest preset requirement. A first headrest optimization module is configured to modify the strut stiffness and the strut shape of the headrest structure according to a headrest static whipping test result until the headrest static whipping result meets a second headrest preset requirement. A second headrest optimization module is configured to detect a head-to-back gap parameter, a departure point of a seat back and an effective thickness of seat back foam. A third headrest optimization module is configured to sequentially adjust a position of the headrest structure, an angle of the seat back and a thickness of the seat back foam according to the head-to-back gap parameter, the departure point of the seat back and the effective thickness of the seat back foam.
[0015] The technical scheme provided by the embodiment of the application has the following beneficial effects: The embodiment of the application solves the industry pain point that the overall structure design of the rear seat lacks a systematic process by constructing a collaborative design process system of the rear seat skeleton and the headrest component. The process system realizes the global optimization configuration of design elements, not only fills the technical blank of the integrated development method of the rear passenger support system in the field of automobile seat design, but also provides a reusable process paradigm for the field of seat design through the standardized design steps and parameter association mechanism, and significantly improves the system, economy and ergonomics performance of the seat structure design. BRIEF DESCRIPTION OF DRAWINGS
[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.
[0017] Figure 1 A flowchart of the design method of the rear seat of the vehicle in an embodiment of the present application; Figure 2 A schematic diagram of the rear seat frame structure of the vehicle in an embodiment of the present application; Figure 3 A luggage compartment collision optimization schematic diagram in the design method of the rear seat of the vehicle in an embodiment of the present application; Figure 4 A collision curve schematic diagram of high-speed rear collision in an embodiment of the present application; Figure 5 A headrest impact test schematic diagram of high-speed rear collision in an embodiment of the present application; Figure 6 A headrest structure optimization schematic diagram in an embodiment of the present application. DETAILED DESCRIPTION
[0018] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.
[0019] In the related art, there is a lack of overall design scheme for the rear seat, which leads to the problem that the rear seat is difficult to meet the whipping performance requirements.
[0020] It should be noted that whipping is a neck injury (such as in a car accident) caused by rapid acceleration or deceleration. The whipping test, i.e. the low-speed rear collision neck protection test, is to fix the driver's seat and restraint system of the test vehicle on a mobile trolley in imitation of the original vehicle structure. The trolley is launched with a specific acceleration waveform with a speed change of ΔV = 20.0 ± 1.0 km / h (for example, C-NCAP2021) and a waveform duration of ΔT = 103 ms ± 3 ms to simulate the rear collision process. A BioRID II dummy is placed on the seat, and the injury to the neck during the rear collision process is measured to evaluate the protection effect of the vehicle seat headrest on the neck of the occupant.
[0021] It is worth mentioning that the applicant analyzes that the general rear seat frame can be classified according to materials and functions, and is divided into steel pipe steel wire structure, steel pipe steel plate structure, integral backrest structure, 40 / 60 separated backrest structure and seat back linkage structure. The rear seat frame adopted here is mainly the 40 / 60 separated backrest structure, which includes the steel pipe steel plate type and the steel pipe steel wire type, and can realize the backrest folding and flattening to increase the luggage compartment volume.
[0022] In some specific embodiments, the basic type of the rear seat frame is a steel pipe steel wire backrest structure, as shown in Figure 2 As shown in the following, the composition of the rear seat frame of the module will be illustrated by taking the steel pipe steel wire backrest structure as an example. The structure can be divided into a backrest steel pipe, a backrest support steel wire, a headrest metal guide sleeve, a backrest lock support plate, a middle roller support plate, a handrail support, a side support connected with the vehicle body and a middle support. According to the modular principle, the above parts are divided into a used part and a variable part, wherein the backrest steel pipe, the backrest support steel wire, the headrest metal guide sleeve, the backrest lock support plate, the middle roller support plate and the handrail support are the used part, and the side support connected with the vehicle body and the middle support are the variable part.
[0023] Further, the used part is not only one structure, but a series of designs according to different vehicle cabin sizes, cost, weight, performance and other requirements. The variable part is adjusted according to the R point of the floor of each vehicle model platform and the overall vehicle arrangement. The R point of the overall vehicle arrangement is a design reference point in the design, that is, the "seating reference point".
[0024] In a first aspect, the application provides a design method of a rear seat of a vehicle, which comprises: Step S1, optimizing the luggage compartment rear impact of the frame structure of the seat to be tested.
[0025] It can be understood that the rigidity of the seat frame is a key factor affecting the whipping performance, and the following performance requirements need to be met.
[0026] In some specific embodiments, step S1 comprises: Step S1a, performing a luggage compartment rear impact test on the frame structure of the seat to be tested, and judging whether the frame structure meets the first frame preset requirement according to the seating reference point of the seat to be tested and the posture of the frame structure after the test; Step S1b, adjusting the steel pipe rigidity and the support angle of the frame structure until the frame structure meets the first frame preset requirement.
[0027] Specifically, as shown in Figure 3 The above first frame preset requirement comprises: (a) The projection surface of the part with a Shore hardness greater than a preset value on the backrest of the frame structure in the vertical direction does not exceed the seating reference point (H point) or overlaps with the seating reference point.
[0028] Optionally, the preset value in requirement (a) can be 50 Shore hardness.
[0029] (b) The projected area of the part with Shore hardness greater than the preset value on the headrest part of the framework structure in the vertical direction does not exceed the reference line or overlaps with the reference line.
[0030] Optionally, the preset value in requirement (b) can be 50 Shore hardness. As shown in the figure, the reference line is the vertical line of the seating reference point 50 mm forward in the X direction of the whole vehicle (150 mm for dummy collision). Figure 3
[0031] (c) The deformation degree of the framework structure cannot cause injury, and there should be no deformation that damages the safety belt, and the safety belt cannot be detached or broken.
[0032] Further, the stiffness of the above-mentioned intermediate support, side support and other supports and steel pipes can be adjusted.
[0033] Step S2, optimizing the framework structure of the seat to be tested in high-speed rear collision.
[0034] Specifically, step S2 includes: Step S2a, performing a 50th percentile dummy high-speed rear collision test on the framework structure of the seat to be tested, and the collision curve is as shown in the figure. And test the maximum swing angle of the framework structure backrest and the angle between the two sides of the backrest. Figure 4
[0035] Step S2b, judging whether the framework structure meets the second framework preset requirement according to the maximum swing angle of the framework structure backrest and the angle between the two sides of the backrest.
[0036] Specifically, the second framework preset requirement includes: (a) During or after the test, no loosening of different mechanisms of the seat occurs, and no fracture of parts occurs. During the test, the headrest does not pop out or sink.
[0037] (b) The headrest weight is less than 72g, the neck extension moment (My cou extension) is less than 42Nm, and the neck upper flexion moment (My cou sup flexion) is less than 100Nm.
[0038] (c) From the side of the backrest that opens the most, the maximum swing angle of the framework structure backrest is less than 32° (relative to the adjustment angle of the backrest before the test) and the angle between the two sides of the backrest is less than 15°.
[0039] Further, the stiffness of the above-mentioned intermediate support, side support and other supports and steel pipes can be adjusted.
[0040] Step S3, seat rigid gap optimization is performed on the frame structure of the seat to be tested.
[0041] The longitudinal gap adjustment of the rear seat is referenced to the following table:
[0042] The lateral gap adjustment of the rear seat is referenced to the following table:
[0043] The longitudinal stiffness adjustment of the rear seat is referenced to the following table:
[0044] The lateral stiffness adjustment of the rear seat is referenced to the following table:
[0045] Step S4, headrest impact test is performed on the optimized frame structure to install the headrest structure, and the headrest structure is modified according to the test results until the headrest impact test results meet the first headrest preset requirements.
[0046] It should be noted that, as shown in Figure 6 , the two-way ordinary headrest is generally composed of a metal strut, foam and a cover, wherein the strut strength, the distance between the metal strut and the A surface and the foam hardness are the main factors affecting the rigidity of the seat headrest. The energy dissipation test can be used to verify whether the rigidity requirements can be met, and the energy absorption requirement is more than 17g in the forward direction. For the energy absorption of the rear seat headrest, it is best to use the whipping test to test with the seat of the same configuration vehicle.
[0047] The above step S4 includes: as shown in Figure 5 , the headrest impact test is performed on the seat as a whole.
[0048] The above first headrest preset requirements include: (a) The headrest structure has a head type deceleration of not more than 80g within 3ms of the test duration.
[0049] (b) The headrest structure neither falls off nor appears dangerous edges during or after the test.
[0050] (c) If the headrest is damaged or even falls off after the test, but the deceleration curve meets the requirements, it must be judged as unqualified.
[0051] (d) If the headrest guide sleeve locking function fails after the forward impact test, the test is judged as unqualified; if the headrest guide sleeve locking function fails after the rear impact test, the test is judged as qualified.
[0052] (e) The plastic parts of the headrest cannot be cracked after the test.
[0053] It is worth mentioning that if the rear headrest plastic part has a small crack, it can not be judged as unqualified.
[0054] (f) Weld or skeleton cracks, the test is judged as unqualified.
[0055] Step S5, the headrest structure is modified, and the headrest static whipping test is carried out, and the headrest structure is modified according to the test results until the headrest static whipping result meets the second headrest preset requirement.
[0056] The above-mentioned second headrest preset requirement includes: the deformation of the headrest structure in two directions under the action of 900N whipping force is less than 5mm.
[0057] It is worth mentioning that when designing, the traditional metal hollow headrest rod structure is preferred for the rear seat headrest, EPP (required for the front seat) is not required, and the sleep structure is not used as much as possible, and the cooperation structure of two metal guide rods and plastic structure is prohibited. This module rear seat skeleton is suitable for rigid headrest.
[0058] Step S6, after the headrest static whipping test and optimization are completed, the headrest structure is further optimized.
[0059] Specifically, it includes: Step S6a, adjust the gap between the headrest structure guide sleeve and the metal guide pipe to below the preset threshold.
[0060] Specifically, the headrest and the headrest guide sleeve should be closely matched, and the stiffness and gap should be less than 1mm, and the plastic guide sleeve should be ensured to be not shaken with the metal guide pipe.
[0061] Step S6b, the headrest is recommended to adopt a downward structure, which can form a reverse torque on the dummy head and reduce the injury of My.
[0062] It is worth mentioning that the neck torque evaluates the extension and bending directions, including: upper neck torque and lower neck torque. When the cervical spine is twisted, the synovial cyst of the intervertebral joint will be embedded between the joint surfaces, causing extrusion and damage, thereby causing pain. In the completed test, no data supporting the correlation of My was found, and by observing and comparing the performance of different seat headrests, it is guessed that the headrest shape may be related to the torque (such as Figure 3 ). At the same time, the upper neck My peak value often occurs when the head is completely sunk into the headrest, so it can be considered that the position and stiffness of the internal support structure of the headrest at this time will directly affect the size of My. Analysis shows that the headrest shape, internal support structure position and stiffness are key parameters for whipping performance design.
[0063] Step S6c, as shown in Figure 6 , the contact surface of the headrest structure (i.e. Figure 6The minimum distance between the center A surface and the headrest pole is adjusted to below the preset minimum distance threshold.
[0064] Optionally, the minimum distance is generally 15-20 mm. Step S7: Install a test dummy on the integral seat formed by the revised headrest structure and frame structure, and detect the test dummy's head clearance parameters, seat back departure point, and effective seat back foam thickness. Adjust the position of the headrest structure, backrest angle, and backrest foam thickness in sequence based on the head clearance parameters, seat back departure point, and effective seat back foam thickness.
[0065] Step S7a: Correct the back-of-head clearance parameters.
[0066] It is worth noting that the head-back clearance parameter is a key factor affecting MY (neck torque) and NIC (neck injury index).
[0067] In the embodiment of the present application, the X-direction gap is 35 to 50 mm, and the Z-direction gap is less than 70 mm.
[0068] It is worth mentioning that the higher the Z-direction headrest is, the better, which can prevent the energy wave from being transmitted to the occipital condyle and causing the head to move upward.
[0069] Step S7b: Correct the seat foam hardness.
[0070] Optionally, the backrest foam hardness is recommended to be around 4 to 5 KPA, the seat cushion foam is recommended to be around 6 to 7 KPA, and the headrest hardness is recommended to be 5 to 7 KPA.
[0071] It is worth noting that setting the appropriate hardness of the backrest foam can ensure that during a collision, the passenger squeezes the foam, obtains a good amount of penetration, synchronizes the backrest with the headrest, and reduces the loss of NIC value points.
[0072] Step S7c: adjusting the departure point of the backrest and the effective thickness of the backrest foam.
[0073] Optionally, the departure point on the backrest is at least 440 mm from the H point, preferably at least 460 mm to 480 mm. The effective thickness of the backrest foam is at least 60 mm.
[0074] It is worth noting that the H point is the hinge center of the simulated human torso and thigh.
[0075] Furthermore, the whiplash test results of the rear seats designed using the above design method are shown in the following table:
[0076] As shown in the above table, the seat whipping performance of the seat complying with the above design rules meets the project requirements, C-NCAP 2021 standard 1.4 points or more, and can meet the comfort requirements of customers.
[0077] In a second aspect, the application provides a design system for a rear seat of a vehicle, comprising: a first frame optimization module, a second frame optimization module, a first headrest optimization module, a second headrest optimization module, and a third headrest optimization module; wherein, The first frame optimization module is configured to sequentially perform trunk rear impact optimization, high-speed rear impact optimization, and seat rigid gap optimization on the frame structure of the seat to be tested; the second frame optimization module is configured to correct the rod stiffness and rod shape of the headrest structure according to the headrest impact test results of the overall seat until the headrest impact test results meet the first headrest preset requirements; the first headrest optimization module is configured to correct the rod stiffness and rod shape of the headrest structure according to the headrest static whipping test results until the headrest static whipping results meet the second headrest preset requirements; the second headrest optimization module is configured to detect the head-to-back gap parameter of the test dummy, the departure point of the seat back, and the effective thickness of the seat back foam; and the third headrest optimization module is configured to sequentially adjust the position of the headrest structure, the backrest angle, and the thickness of the backrest foam according to the head-to-back gap parameter, the departure point of the seat back, and the effective thickness of the seat back foam.
[0078] In summary, the application forms a unique design method from the aspects of the structure of the seat frame, the rigidity and performance of the frame, the shape and strength of the headrest, the shape, size, and hardness of the foam, and the relative relationship between the seat and the human body, to improve and meet the high whipping performance requirements.
[0079] In the description of the application, it should be noted that the positions or relative positions indicated by the terms "upper", "lower", etc. are based on the positions or relative positions shown in the drawings, and are only for the convenience of describing the application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the application. Unless otherwise specified and limited, the terms "mounting", "connection", and "connection" should be interpreted broadly, for example, it can be a fixed connection, or a detachable connection, or an integral connection; 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 a connection between two elements inside. For those skilled in the art, the specific meaning of the above terms in the application can be understood according to the specific circumstances.
[0080] It should be noted that, in the present application, the relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another, without necessarily requiring or implying any actual relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.
[0081] The foregoing is considered as illustrative only of the principles of the application. Numerous modifications and changes will readily occur to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the application. Therefore, the application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A method for designing a rear seat of a vehicle, characterized in that: include: The seat skeleton structure to be tested is optimized for trunk rear impact, high-speed rear impact, and seat rigidity clearance. Install the headrest structure on the optimized frame structure to conduct a headrest impact test on the entire seat. Based on the test results, modify the headrest structure's support rod stiffness and support rod shape until the headrest impact test results meet the first headrest preset requirements. Conduct a static whiplash test on the revised headrest structure, and modify the strut stiffness and strut shape of the headrest structure based on the test results until the static whiplash test results meet the preset requirements of the second headrest; Install a test dummy on the integral seat assembled from the revised headrest structure and frame structure, and test the test dummy's head-back clearance parameters, seat back departure point, and effective seat back foam thickness; The position of the headrest structure, the backrest angle and the thickness of the backrest foam are adjusted in sequence according to the head-rear clearance parameters, the departure point of the seat back and the effective thickness of the seat back foam.
2. The design method according to claim 1, wherein: The trunk rear impact optimization of the frame structure of the seat to be tested includes: Perform a trunk rear impact test on the frame structure of the seat to be tested, and determine whether the frame structure meets the first frame preset requirements based on the seating reference point of the seat to be tested and the posture of the frame structure after the test; Adjust the steel pipe stiffness and bracket angle of the skeleton structure until the skeleton structure meets the preset requirements of the first skeleton.
3. The design method according to claim 2, wherein: The first skeleton preset requirements include: The vertical projection of any part of the backrest with a Shore hardness greater than the preset value on the skeleton structure shall not exceed the seating reference point or overlap with the seating reference point; The vertical projection surfaces of the parts on the headrest portion of the skeleton structure with a Shore hardness greater than a preset value do not exceed the seating reference point or overlap with the seating reference point.
4. The design method according to claim 1, wherein: The high-speed rear-end collision optimization of the frame structure of the seat to be tested includes: Conduct a high-speed rear-end collision test on the frame structure of the seat to be tested, and test the maximum swing angle of the frame structure seat back and the angle between the two sides of the backrest; According to the maximum swing angle of the chair back of the skeleton structure and the angle between the two sides of the backrest, it is judged whether the skeleton structure meets the preset requirements of the second skeleton.
5. The design method according to claim 4, wherein: The preset requirements for the two frames include: the maximum swing angle of the frame structure chair back is less than 32° and the angle between the two sides of the backrest is less than 15°.
6. The design method according to claim 1, wherein: The first headrest preset requirements include: The head restraint structure shall not exceed 80g of head shape deceleration within 3ms of the test, and the head restraint structure shall not fall off or have edges during or after the test.
7. The design method according to claim 1, wherein: The second headrest preset requirement includes: the deformation of the headrest structure in two directions is less than 5mm under a whipping force of 900N.
8. The design method according to claim 1, wherein: After the support rod stiffness and support rod shape of the headrest structure are modified according to the test results until the static whiplash result of the headrest meets the second headrest preset requirement, the method also includes: adjusting the gap between the guide sleeve of the headrest structure and the metal guide tube to below a preset threshold.
9. The design method according to claim 1, wherein: After modifying the support rod stiffness and support rod shape of the headrest structure according to the test results until the static whiplash result of the headrest meets the second headrest preset requirement, the method also includes: adjusting the minimum distance between the contact surface of the headrest structure and the headrest rod to below the preset minimum distance threshold.
10. A design system for a vehicle rear seat, characterized in that: include: The first skeleton optimization module is used to sequentially optimize the skeleton structure of the seat to be tested for trunk rear impact optimization, high-speed rear impact optimization, and seat rigidity gap optimization; a second skeleton optimization module, which is used to modify the strut stiffness and strut shape of the headrest structure according to the headrest impact test results of the entire seat until the headrest impact test results meet the first headrest preset requirements; a first headrest optimization module configured to modify the strut stiffness and strut shape of the headrest structure according to the headrest static whiplash test results until the headrest static whiplash results meet the second headrest preset requirements; The second headrest optimization module is used to detect the test dummy's head clearance parameters, the seat back's departure point, and the effective thickness of the seat back foam; The third headrest optimization module is used to adjust the position of the headrest structure, the backrest angle and the thickness of the backrest foam in sequence according to the head-back clearance parameter, the departure point of the seat back and the effective thickness of the seat back foam.