A seat frame splicing structure and a seat unit having the same

Abstract

The utility model discloses a kind of seat frame splicing structure and seat unit with it, contain at least two seat frames, at least one group of splicing components is equipped between adjacent frames.The component includes first splicing piece and second splicing piece, former is fixed in a frame and is equipped with splicing hole, latter is fixed in another frame, has first bending part and is divided into first assembly part and second connecting part.Second connecting part is inserted into splicing hole, and first assembly part and second connecting part are acute angle, so that second connecting part inner side wall and splicing hole one side edge interference abutment.This design makes second connecting part and splicing hole interference abutment form friction, prevent accidental escape, contact surface slight friction can consume vibration energy, reduce resonance;Acute angle design generates reverse force when being vibrated, offset escape tendency, two-way constraint keeps position stable;Second splicing piece can be elastically deformed when inserting, give consideration to installation efficiency and connection reliability.

Description

Technical Field

[0001] This utility model relates to the field of furniture technology, and in particular to a seat frame splicing structure and a seat unit having the same. Background Technology

[0002] Seating, especially row seating in public waiting areas, theaters, conference centers, and other similar venues, is typically composed of multiple independent seat units. Therefore, the splicing structure between the seat frames directly determines the stability, durability, and ease of installation of the entire row of seats.

[0003] Currently, one common method for assembling seat frames is through a plug-in structure. For example, Chinese utility model patent CN120203366A discloses a seat frame and seat unit, which features a rectangular plug hole and a matching L-shaped connector on adjacent seat frames. During installation, one side of the L-shaped connector is inserted into the rectangular plug hole, and a simple hook is used to achieve the initial connection between the frames.

[0004] However, this traditional plug-in structure has significant drawbacks. First, due to manufacturing tolerances and the assembly gaps that must be reserved to ensure smooth installation, there is usually a play between the L-shaped plug and the rectangular socket. This causes the assembled seat frame to wobble and make abnormal noises when subjected to lateral forces or repeated loads, such as when people sit up or lean against it, seriously affecting the user experience and the stability of the seat. Second, this simple hook-and-loop method lacks an effective anti-detachment mechanism. When subjected to upward pulling or vibration in a specific direction, the plug may accidentally come out of the socket, resulting in insufficient safety. Utility Model Content

[0005] The purpose of this utility model is to disclose a seat frame splicing structure and a seat unit having the same, which solves the problems of shaking, abnormal noise and easy detachment of traditional plug-in structures.

[0006] To achieve the above objectives, this utility model discloses a seat frame splicing structure, including at least two seat frames, with at least one set of splicing components between each pair of adjacent seat frames. Each splicing component includes: a first splicing member fixed to one of the two adjacent seat frames, the first splicing member having a splicing hole; and a second splicing member fixed to the other of the two adjacent seat frames, the second splicing member having a first bending portion, the second splicing member being divided by the first bending portion into a first assembly portion and a second connecting portion, the second connecting portion being used to insert into the splicing hole, and the included angle between the first assembly portion and the second connecting portion being an acute angle, the acute angle being configured such that when the second connecting portion is inserted into the splicing hole, the inner sidewall of the second connecting portion is in interference contact with one edge of the splicing hole.

[0007] By adopting the above solution, the interference fit between the second connecting part and the splicing hole creates friction, requiring a relatively large external force to separate, effectively preventing accidental detachment. The contact surface of the interference fit generates micro-friction during vibration, consuming some vibration energy and reducing structural resonance. The acute angle design ensures that when the second splicing component is subjected to upward or specific directional vibration, the contact surface between the second connecting part and the splicing hole generates a counterforce, further counteracting the tendency to detach. The bidirectional constraint of the acute angle structure keeps the seat frame in a constant relative position during vibration, preventing loosening of the connection due to vibration. The second splicing component can still achieve smooth assembly through elastic deformation when inserted into the splicing hole, balancing installation efficiency and connection reliability.

[0008] Furthermore, a second bend is provided in the middle of the second connecting portion, and the bending direction of the first bend is opposite to that of the second bend.

[0009] By adopting the above scheme, when the second splice is subjected to force, the stresses generated at the two bends are in opposite directions, which can partially cancel out the deformation forces, thereby reducing the overall deformation at the splice. The bidirectional bending design extends the service life of the spliced ​​structure by dispersing stress.

[0010] Furthermore, the second bending portion divides the second connecting portion into a guide segment and a connecting segment. The connecting segment is integrally connected between the guide segment and the first bending portion. The included angle between the guide segment and the connecting segment is an obtuse angle. The obtuse angle is configured such that when the guide segment abuts against the splicing hole, the guide segment does not exceed its orthographic projection range within the splicing hole.

[0011] By adopting the above scheme, when the operator brings the second splicing component close to the splicing hole, the obtuse-angled structure of the guide section will preferentially contact the edge of the hole and guide the second connecting part to the correct position through the inclined sliding surface. The constraint that "the guide section does not exceed the orthographic projection range" ensures that after the guide section is fully inserted, its end will not penetrate the other side of the splicing hole, avoiding interference with adjacent structures due to excessive insertion or breakage of the guide section end due to stress concentration.

[0012] Furthermore, a chamfer is provided between the guide section and the connecting section.

[0013] By adopting the above solution, the chamfer, serving as a beveled transition zone between the guide section and the connecting section, eliminates the sharp edges of the right-angle structure. When the second connecting part is inserted into the splicing hole, the beveled surface decomposes the vertical insertion force into a component force along the bevel, reducing frictional resistance with the edge of the splicing hole and avoiding repeated adjustments due to jamming. When there is a slight deviation in the insertion angle, the beveled surface will slide to guide the second connecting part to the correct position, achieving a self-aligning effect.

[0014] Furthermore, guide ramps are provided at both ends of the guide section so that the width of the guide section gradually decreases in the direction away from the connecting section.

[0015] By adopting the above scheme, the guide ramp gradually narrows the width of the guide section from the connecting section to the end, forming a wedge-shaped insertion head. The end of the guide section is the narrowest when inserted into the splicing hole, preferentially contacting the edge of the splicing hole to reduce initial insertion resistance and avoid jamming due to excessive contact area. As the insertion depth increases, the width of the guide section gradually increases, and the contact area with the splicing hole expands synchronously. The insertion angle is automatically adjusted by the ramp sliding, achieving progressive and precise alignment. The end of the guide section is the narrowest, with a larger gap to the splicing hole, facilitating rapid insertion. As the width increases, the interference fit gradually increases, ultimately achieving a tight fit at the connecting section.

[0016] Furthermore, the included angle between the guide section and the connecting section ranges from 120° to 179°.

[0017] By adopting the above solution, it is easier to process larger obtuse angles without significantly affecting the installation, and it facilitates the insertion of the second connecting part into the splicing hole.

[0018] Furthermore, the included angle between the first assembly part and the second connecting part ranges from 70° to 89°.

[0019] By adopting the above solution, the two parts are connected to form a hook-shaped structure, which allows them to interlock when they are far apart due to the fixed distance between the seats. This is less conducive to detachment compared to the existing right-angle structure.

[0020] Furthermore, the seat frame includes armrests, fixed seat frames, and backrest frames, and the splicing assembly is disposed between two adjacent fixed seat frames, and / or, the splicing assembly is disposed between two adjacent backrest frames.

[0021] By adopting the above solution, the splicing of the seat frame becomes more stable.

[0022] A seating unit, comprising a seating frame splicing structure.

[0023] By adopting the above solution, the assembly of seat units becomes more convenient, allowing for the arbitrary assembly of multiple seat units.

[0024] Furthermore, the splicing assembly is welded and fixed to the seat frame.

[0025] By adopting the above solution, connection stability can be improved.

[0026] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. The second connecting part of the second splicing component and the splicing hole are tightly connected through an interference fit, and friction is generated at the contact surface. This design ensures that when the seat frame is subjected to lateral forces such as when a person leans on it or repeated loads such as sitting up or getting up, the connection is tightly connected, forming a locking structure, which effectively suppresses swaying; 2. The interference fit between the contact surfaces generates micro-friction during vibration, which can dissipate some vibration energy and reduce structural resonance. For example, under the impact vibration generated by people quickly sitting up or sitting down, the mutual locking of the second connecting parts of the second splice effectively suppresses the noise generated by vibration; 3. The acute angle between the first assembly part and the second connecting part forms a mechanical interlocking structure. When the second connecting part is inserted into the splicing hole, the acute angle causes the contact surface to generate a reverse force when subjected to upward or specific directional vibration, further counteracting the tendency to disengage; 4. The dual constraints of interference fit and acute angle structure ensure uniform stress distribution at the connection, avoiding local stress concentration and greatly improving service life. Operators only need to align the second connecting part of the second splicing component with the splicing hole and insert it. The connection can be automatically completed through interference fit and acute angle interlocking without additional tools or complicated operations. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the splicing structure connection structure of an embodiment of this utility model; Figure 2 This is an exploded view of the splicing structure according to an embodiment of the present utility model; Figure 3 This is a schematic diagram of the side structure of the second splicing component according to an embodiment of the present utility model; Figure 4 This is a schematic diagram of the splicing structure of two seat frames in the seat unit of this utility model embodiment; Figure 5 This is a partially enlarged schematic diagram of the disassembled structure of the seat frame according to an embodiment of the present utility model; Figure 6 This is a partially enlarged schematic diagram of the seat frame assembly according to an embodiment of the present utility model.

[0029] Explanation of key figure labels: 100. First seat frame; 200. Second seat frame; 300. Assembly component; 310. First splicing piece; 311. Splicing hole; 320. Second splicing piece; 321. First bending section; 322. First assembly section; 323. Second connecting section; 324. Second bending section; 325. Guide section; 326. Connecting section; 327. Guide ramp; 328. Chamfer. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0031] In this invention, the terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "middle," "vertical," "horizontal," "lateral," and "longitudinal" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this invention and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation.

[0032] Furthermore, in addition to indicating direction or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this utility model according to the specific circumstances.

[0033] Furthermore, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this utility model based on the specific circumstances.

[0034] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, components, or parts (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated devices, components, or parts. Unless otherwise stated, "a plurality of" means two or more.

[0035] The technical solution of this utility model will be further described below with reference to the embodiments and accompanying drawings.

[0036] Please see Figures 1 to 6 This application provides a seat frame splicing structure that uses an innovative plug-in component to securely connect at least two independent seat frames together to form a row of seats. In this embodiment 1, the splicing of two seat frames is described as an example, specifically including a first seat frame 100, a second seat frame 200, and at least one set of splicing components 300 disposed between the two.

[0037] The seat frame can be a movable seat frame with full adjustment functions, or a fixed seat frame with a simpler structure. In practical applications, the splicing component 300 can be flexibly set between two adjacent fixed seat frames, between two movable seat frames, or between a movable seat frame and a fixed seat frame. Furthermore, to further improve overall stability, the splicing component 300 can also be used to connect two adjacent backrest frames. Its basic structure and connection principle are the same in different application scenarios.

[0038] See Figures 1 to 5 Each of the splicing components 300 includes a first splicing member 310 and a second splicing member 320. These two components are typically formed by stamping and bending metal plates with a certain degree of elasticity and strength.

[0039] In some embodiments, the first splicing component 310 is typically a flat or reinforced metal plate, which is fixed to the side beam of the first seat frame 100 by welding or bolting. A splicing hole 311 is precisely formed on this plate. The hole is preferably rectangular to facilitate stable line or surface contact with the second splicing component 320, but it can also be designed in other shapes, such as an oblong hole, depending on the actual stress conditions. In this embodiment 1, the first splicing component 310 is welded to the first seat frame 100, and the splicing hole 311 is a rounded rectangle. It should be noted that welding is preferably used to fix the splicing assembly 300 to the seat frame. Welding enables continuous, large-area connections, ensures uniform load distribution, avoids the risk of loosening that may occur with bolted connections, and thus maximizes the rigidity and stability of the entire splicing structure.

[0040] In some embodiments, the second splice 320 is also fixed to the side beam of the second seat frame 200 by welding or bolting. This component is formed by precise multi-step bending of a single metal sheet, creating a unique geometry with guiding and locking functions.

[0041] In one specific embodiment, the second splicing component 320 is fixed to the second seat frame 200. The second splicing component 320 is provided with a first bending portion 321, which divides the second splicing component 320 into a first assembly portion 322 and a second connecting portion 323. The second connecting portion 323 is used to insert into the splicing hole 311, and the included angle between the first assembly portion 322 and the second connecting portion 323 is an acute angle. The acute angle is configured such that when the second connecting portion 323 is inserted into the splicing hole 311, the inner sidewall of the second connecting portion 323 is in interference contact with one side edge of the splicing hole 311. Since the first seat frame 100 and the second seat frame 200 are covered with padding material during actual installation, when the first splicing component 310 and the second splicing component 320 are snapped together, they are squeezed away from each other by the padding material. The acute angle of the first assembly portion 322 and the second connecting portion 323 will cause the first splicing component 310 and the second splicing component 320 to form a hook structure, achieving a locking effect.

[0042] In this embodiment 1, the second splicing component 320 is further provided with a second bending portion 324. These two key bending portions jointly determine its insertion behavior and locking performance. The specific structure is as follows: The first bending portion divides the component into a first assembly portion 322 and a second connecting portion 323. The first assembly portion 322 is a plane, used for large-area fixed connection with the skeleton of the second seat frame 200 via welding or bolts, ensuring effective force transmission. A key included angle A is formed between the first assembly portion 322 and the second connecting portion 323. This included angle A is designed as an acute angle of 70° to 89°. This angle is the first core parameter ensuring the connection has an anti-detachment locking function. This acute angle structure gives the second splicing component 320 a powerful "hook-like" shape. The second bending portion 324 is located in the middle of the second connecting portion 323, and its bending direction is opposite to that of the first bending portion 321. It further divides the second connecting portion 323 into a guide section 325 and a connecting section 326. The connecting segment 326 is integrally connected between the guide segment 325 and the first bend 321. An angle B is formed between the guide segment 325 and the connecting segment 326, which is designed to be an obtuse angle ranging from 120° to 179°. This relatively large range of obtuse angles facilitates manufacturing and ensures effective guiding, while avoiding stress concentration or insertion difficulties caused by excessively small angles. Simultaneously, the reverse-facing guide segment 325 facilitates easier disengagement of the first splice 310 and the second splice 320, allowing the user to easily manipulate the guide segment 325 for unlocking.

[0043] During assembly, the operator moves the splicing hole 311 of the first splicing piece 310 on the first seat frame 100 from above the second seat frame 200 to align with the guide section 325 of the second splicing piece 320, so that the guide section 325 of the second splicing piece 320 is inserted into the splicing hole 311 of the first splicing piece 310.

[0044] To facilitate the insertion of the guide segment 325, in this embodiment 1, guide ramps 327 are provided at both ends of the guide segment 325. The width of these ramps gradually narrows in the direction away from the connecting segment 326, forming an efficient "wedge head". This allows the guide ramps 327 to automatically guide the second connecting part 323 into the hole through sliding contact with the edge of the splicing hole 311 during the initial insertion stage, even if there is a slight misalignment. This significantly reduces insertion resistance and avoids assembly jamming.

[0045] As insertion deepens, the second connecting part 323, particularly the connecting section 326, undergoes slight elastic deformation due to the combined effect of included angles A (acute) and B (obtuse). Once fully inserted, the elastic restoring force causes the inner wall of the second connecting part 323 to continuously and tightly press against one edge 312 of the splicing hole 311. This interference fit generates significant static friction at the contact surface, fundamentally eliminating the lateral wobbling and rattling caused by minute displacements inherent in traditional plug-in structures due to assembly gaps.

[0046] In this state, the guide section 325 is completely contained within the projected area of ​​the splicing hole 311, and its end will not penetrate or interfere with the other side. The acute-angle hook-like structure formed by the first bend 321 and the connecting section 326 creates a robust mechanical interlock with the first splicing member 310. When the seat frame is subjected to upward pulling or vibration in a specific direction, this acute-angle structure causes a counterforce to be generated between the contact surface of the second connecting part 323 and the splicing hole 311, effectively counteracting the tendency to detach and greatly improving the safety of the connection.

[0047] In some embodiments, to ensure long-term reliability and further optimize the assembly experience, a chamfer 328 is provided at the second bend 324 between the guide section 325 and the connecting section 326. This chamfer 328 eliminates sharp right angles, reduces stress concentration, and improves the fatigue life of the part under repeated stress. Simultaneously, as an additional transition slope, it further reduces frictional resistance during insertion, achieving a smoother self-alignment effect.

[0048] In one assembly scenario, see [reference] Figure 5-6As shown, two sets of splicing components 300 are provided between each pair of seat frames, respectively installed on the backrest frame and the fixed seat frame of the two seat frames. During splicing, the seat frame with the first splicing component 310 is placed in front, and the frame with the second splicing component 320 is placed in the rear. Ensuring an initial angle between the fixed seat frames of the two frames, the front seat frame is pushed backward, causing the first splicing component 310 on its backrest frame to align and engage with the second splicing component 320 on the backrest frame of the rear seat frame. At this point, the backrest frames of the two seats are initially connected. Then, using the engaged backrest frame as a fulcrum, the fixed seat frame of the front seat (the bottom) is lifted upward and then pressed down, causing the first splicing component 310 on it to engage with the second splicing component 320 on the fixed seat frame of the rear seat. After the splicing components of the backrest frame engage, a stable fulcrum is formed. Then, the engagement of the fixed seat frame is performed. The entire process is clear and can be completed by a single person. Since the snap-fit ​​of the backrest frame provides a stable fulcrum for subsequent operations, the first set of snap-fit ​​components 300 on the backrest frame will not accidentally detach when the second set of components 300 on the fixed seat frame is snapped in, which greatly improves the reliability and efficiency of the installation.

[0049] It should be noted that all metal parts, especially splicing components, undergo rust prevention treatment after manufacturing, such as electroplating or spraying with epoxy resin powder, to meet the stringent requirements for corrosion resistance of metal parts in industries such as public furniture or car seats.

[0050] The beneficial effects of this utility model are as follows: 1. Exceptional stability: The interference fit generates tremendous friction and the sharp-angled structure provides mechanical locking, which together suppresses swaying under lateral forces and operating loads, making the overall stability of the row of seats comparable to a unibody structure.

[0051] 2. Effective noise reduction performance: The tight connection eliminates the gaps between components, and the micro-friction of the interference contact surface can consume vibration energy, thereby significantly reducing the noise generated when people sit up, lean, or move around.

[0052] 3. Enhanced safety and reliability: A reliable anti-detachment mechanism prevents accidental separation of the connection under abnormal forces (such as upward pulling or severe vibration), enhancing product safety. Uniform force distribution avoids stress concentration and extends service life.

[0053] 4. Convenient installation experience: Its "plug-and-play" installation method, combined with the guiding effect of the ramp and chamfer, allows operators to quickly complete high-precision splicing without special tools, which greatly improves production efficiency and on-site installation convenience, making it very suitable for modular, mass production and installation modes.

[0054] The technical means disclosed in this utility model are not limited to those disclosed in the above embodiments, but also include technical solutions composed of any combination of the above technical features. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of this utility model, and these improvements and modifications are also considered within the scope of protection of this utility model.

Claims

1. A seat frame splicing structure, characterized in that, It includes at least two seat frames, with at least one set of splicing components (300) provided between each two adjacent seat frames, the splicing components (300) including: The first splicing component (310) is fixed to one of two adjacent seat frames and is provided with splicing holes (311). The second splicing component (320) is fixed to the other of two adjacent seat frames. The second splicing component (320) is provided with a first bending portion (321). The second splicing component (320) is divided into a first assembly portion (322) and a second connecting portion (323) by the first bending portion (321). The second connecting portion (323) is used to insert into the splicing hole (311), and the included angle between the first assembly portion (322) and the second connecting portion (323) is an acute angle. The acute angle is configured such that when the second connecting portion (323) is inserted into the splicing hole (311), the inner sidewall of the second connecting portion (323) is in interference fit with one side edge of the splicing hole (311).

2. The seat frame splicing structure according to claim 1, characterized in that, The second connecting part (323) is provided with a second bending part (324) in the middle, and the bending direction of the first bending part (321) is opposite to that of the second bending part (324).

3. The seat frame splicing structure according to claim 2, characterized in that, The second bend (324) divides the second connecting part (323) into a guide section (325) and a connecting section (326). The connecting section (326) is integrally connected between the guide section (325) and the first bend (321). The included angle between the guide section (325) and the connecting section (326) is an obtuse angle. The obtuse angle is configured such that when the guide section (325) abuts against the splicing hole (311), the guide section (325) does not exceed its orthographic projection range within the splicing hole (311).

4. The seat frame splicing structure according to claim 3, characterized in that, A chamfer (328) is provided between the guide section (325) and the connecting section (326).

5. A seat frame splicing structure according to claim 3, characterized in that, The guide section (325) is provided with guide ramps (327) at both ends so that the width of the guide section (325) gradually decreases in the direction away from the connecting section (326).

6. The seat frame splicing structure according to claim 3, characterized in that, The included angle between the guide section (325) and the connecting section (326) is in the range of 120°-179°.

7. The seat frame splicing structure according to claim 1, characterized in that, The included angle between the first assembly part (322) and the second connecting part (323) is in the range of 70°-89°.

8. The seat frame splicing structure according to claim 1, characterized in that, The seat frame includes armrests, fixed seat frames and backrest frames, and the splicing assembly (300) is disposed between two adjacent fixed seat frames, and / or the splicing assembly (300) is disposed between two adjacent backrest frames.

9. A seat unit, characterized in that, Including a seat frame splicing structure as described in any one of claims 1-8.

10. A seat unit according to claim 9, characterized in that, The splicing component (300) is welded and fixed to the seat frame.

Images