A car rear seat frame capable of collapsing and absorbing energy

Abstract

The present invention discloses a car rear seat frame capable of collapsing and absorbing energy. By setting at least one of a backrest frame and a cushion frame as a collapsing and absorbing energy frame with a collapsing and absorbing energy structure, the frame can absorb collision energy by deformation in a stowed state, so that the rotating shaft will not be deformed and broken due to excessive impact force in a rear collision of the car, thereby solving the rear collision safety hazard of the car rear seat frame; and because the rear collision energy can be absorbed, the strength requirement for the car rear seat frame is reduced, so the present invention can also have both low gravity and cost. In addition, the present invention adopts a transverse member, two longitudinal members, a force-conducting protrusion and a structural weakening point to form a collapsing and absorbing energy structure of the collapsing and absorbing energy frame, so that the car rear seat frame absorbs collision energy by deformation in a stowed state.

Description

Technical Field

[0001] The invention relates to an automobile seat, in particular to an automobile rear seat frame capable of collapsing and absorbing energy. Background Art

[0002] As people's living standards improve, they have higher requirements for car safety. As an important safety part of a car, the safety of its frame is crucial.

[0003] A commonly used rear seat frame for automobiles that can be folded and stored comprises a backrest frame and a seat cushion frame both of which are fixedly connected to a rotating shaft, and the backrest frame is provided with an angle adjuster, and the rotating shaft can be rotatably mounted on a support fixed to the automobile body; the manner in which the rear seat frame for automobiles is converted from a use state to a storage state is as follows: the backrest frame is first tipped forward by the angle adjuster so that the backrest and the seat cushion of the rear seat of the automobile are in a state of being stacked up and down, and the backrest frame and the seat cushion frame are then tipped backward together by the rotating shaft.

[0004] The above existing rear seat frame of the automobile has the following rear collision safety hazards:

[0005] See also Figure 3 When the rear seat frame of the car is in the stored state, if the car collides from behind, the seat as a whole will be squeezed forward by the collision, causing the seat as a whole to move forward. In the case of a severe collision, the shaft will break due to excessive deformation, causing the backrest frame and the seat cushion frame to separate from the support, and the seat as a whole to move forward rapidly, causing fatal damage to the passengers in the front row or the front car parts such as the battery.

[0006] In the prior art, the above rear collision safety hazards are overcome by improving the strength of the rear seat frame of the car, but the material consumption of high-strength seats is often large, resulting in a significant increase in the weight and cost of the car seats. Summary of the invention

[0007] The technical problem to be solved by the present invention is to provide a car rear seat frame that can collapse and absorb energy, so as to solve the problem that the existing car rear seat frame cannot solve the potential safety hazard of rear collision and the weight cost of the seat frame increases.

[0008] To solve the above technical problems, the technical solution adopted by the present invention is as follows:

[0009] A rear seat frame for an automobile capable of collapsing and absorbing energy, comprising a backrest frame and a seat cushion frame both of which are fixedly connected to a rotating shaft, and the backrest frame is provided with an angle adjuster, and the rotating shaft is rotatably mounted on a support fixed to the automobile body; the rear seat frame for an automobile is converted from a use state to a storage state in the following manner: the backrest frame is tipped forward by the angle adjuster, and the backrest frame and the seat cushion frame are tipped backward together by the rotating shaft;

[0010] Features:

[0011] At least one of the backrest frame and the seat cushion frame is a crush energy absorbing frame provided with a crush energy absorbing structure, so that: when the rear seat frame of the automobile is in the stored state and the automobile collides from behind, the crush energy absorbing structure causes the crush energy absorbing frame to deform under the action of the collision energy to absorb the collision energy.

[0012] Therefore, the rear seat frame of the automobile of the present invention can absorb collision energy by deformation in the stowed state, so that the rotating shaft will not be deformed and broken due to excessive impact force during the rear collision of the automobile, thereby solving the rear collision safety hazard of the rear seat frame of the automobile; and because the rear collision energy can be absorbed, the strength requirement for the rear seat frame of the automobile is reduced. Therefore, the present invention can also have both lower gravity and cost.

[0013] Preferably: the crush energy absorbing structure of the crush energy absorbing skeleton is:

[0014] The crush energy absorbing frame comprises a transverse member and two longitudinal members, the head ends of the two longitudinal members are respectively connected to the two end portions of the transverse member, and the tail ends are capable of transmitting the force to the rotating shaft;

[0015] Furthermore, when the rear seat frame of the automobile is in the stowed state: the transverse member is fixed with a force-transmitting protrusion protruding rearward at its non-end position, and the force-transmitting protrusion is at least partially located at the rearmost position of the crush energy-absorbing frame; at least one of the two longitudinal members is formed with a structural weakening point.

[0016] Therefore, the working principle of the above preferred crush energy absorption structure is as follows:

[0017] When the rear seat frame of the automobile is in the stowed state and the automobile collides from behind, the effect of the rear collision energy on the rear seat of the automobile can be simulated by moving a rigid jig block located behind the seat forward and squeezing the seat:

[0018] Since the force transmission protrusion is at least partially located at the rearmost position of the crush energy absorbing frame and at the non-end position of the transverse member, the rigid jig block that is extruded forward first acts on the force transmission protrusion, and the extrusion force of the rigid jig block squeezes the transverse member through the force transmission protrusion to bend and deform forward. The dot-dash line E1' in the figure represents the transverse member after being bent and deformed forward; thus, the transverse member that has been bent and deformed forward applies an oblique pulling force to the head ends of the two longitudinal members, and the oblique pulling force must include force components in the left and right directions, so that the corresponding longitudinal members are bent and deformed in the left and right directions at the structural weakening point under the action of the oblique pulling force to absorb the rear collision energy; and when the rigid jig block continues to move forward to contact the head ends of the two longitudinal members, the rigid jig block applies a forward thrust to the head ends of the two longitudinal members, so that the corresponding longitudinal members continue to bend and deform under the action of the thrust to continue to absorb the rear collision energy until the rigid jig block stops moving, that is, the rear collision energy acting on the rear seat of the car is completely absorbed.

[0019] Therefore, the rear seat frame of the automobile can absorb the collision energy by deforming in the stowed state.

[0020] As a preferred embodiment of the present invention, when the rear seat frame of the automobile is in the stowed state, the longitudinal member of the crush energy absorbing frame forms the structural weakening point in one of the following two ways:

[0021] Mode 1: The horizontal member is a pipe member extending in the left-right direction, and the longitudinal member is a plate member with flanged edges on both sides, and the longitudinal member is composed of an outward-bending front part, an outward-bending middle part and an outward-bending rear part connected in sequence, the outward-bending front part is welded and fixed to the horizontal member, and the outward-bending rear part can transmit the force to the rotating shaft, the outward-bending front part and the outward-bending rear part both extend in the front-to-back direction, the outward-bending middle part is arranged obliquely, and the distance between the outward-bending front parts of the two longitudinal members is greater than the distance between the outward-bending rear parts of the two longitudinal members; so that: the connection between the outward-bending middle part and the outward-bending rear part forms a weakened point of the outward-bending structure;

[0022] Furthermore, the longitudinal member is welded with a front reinforcing plate and a rear reinforcing plate on the flanges on both sides thereof, the front reinforcing plate and the rear reinforcing plate respectively enclose a tube cavity with the longitudinal member, and a gap is left between the front reinforcing plate and the rear reinforcing plate at the front part of the outer bend, so that: a gap structure weakening point is formed at the gap;

[0023] Method 2: The horizontal member is a pipe extending in the left-right direction, and the longitudinal member is a plate member with flanged edges on both sides, and the longitudinal member is composed of an inner-bend front part, an inner-bend middle part and an inner-bend rear part which are connected in sequence, the inner-bend front part is welded and fixed to the horizontal member, and the inner-bend rear part can transmit force to the rotating shaft, the inner-bend front part and the inner-bend rear part both extend in the front-to-back direction, the inner-bend middle part is arranged obliquely, and the distance between the inner-bend front parts of the two longitudinal members is smaller than the distance between the inner-bend rear parts of the two longitudinal members; so that: the connection between the inner-bend middle part and the inner-bend rear part forms a weakened point of the inner-bend structure.

[0024] The working principle of the above method 1 is as follows:

[0025] See also Figure 5 and Figure 6 , when the rear seat frame of the automobile is in the stowed state and the automobile collides from behind, the effect of the rear collision energy on the rear seat of the automobile can be simulated by moving a rigid jig block located behind the seat forward and squeezing the seat:

[0026] Since the force transmission protrusion is at least partially located at the rearmost position of the crush energy absorbing skeleton and at the non-end position of the transverse member, the rigid jig block that is extruded forward first acts on the force transmission protrusion, and the extrusion force of the rigid jig block squeezes the transverse member through the force transmission protrusion to bend forward and deform. The dot-dash line E1' in the figure represents the transverse member after being bent forward and deformed. Therefore, the transverse member that has been bent forward and deformed applies an oblique pulling force to the outward bending front parts of the two longitudinal members. The oblique pulling force must include force components in the left and right directions, so that: the longitudinal members are bent and deformed at the weakened points of the gap structure and the weakened points of the outward bending structure under the action of the oblique pulling force to absorb the rear collision energy; Among them, the specific manner of the aforementioned bending deformation is: the longitudinal member protrudes outward at the weakened point of the gap structure, and the longitudinal member and the rear reinforcement plate are located between the weakened point of the gap structure and the weakened point of the outer bending structure and are rotated and bent outward around the weakened point of the outer bending structure; and when the rigid jig block continues to move forward to contact the head ends of the two longitudinal members, the rigid jig block applies a forward thrust to the head ends of the two longitudinal members, so that the corresponding longitudinal members continue to undergo the aforementioned bending deformation at the weakened point of the gap structure and the weakened point of the outer bending structure under the action of the thrust to continue to absorb the rear collision energy until the rigid jig block stops moving, that is, the rear collision energy acting on the rear seat of the car is completely absorbed.

[0027] Therefore, the rear seat frame of the car absorbs collision energy by deformation in the stowed state, which has the advantage of high energy absorption efficiency. In addition, the cooperation of the two structural weakened points can absorb more collision energy and increase the upper limit of crushing energy absorption.

[0028] The working principle of the above method 2 is as follows:

[0029] See also Figure 5 and Figure 6 , when the rear seat frame of the automobile is in the stowed state and the automobile collides from behind, the effect of the rear collision energy on the rear seat of the automobile can be simulated by moving a rigid jig block located behind the seat forward and squeezing the seat:

[0030] Since the force transmission protrusion is at least partially located at the rearmost position of the crush energy absorbing skeleton and at the non-end position of the transverse member, the rigid jig block that is extruded forward first acts on the force transmission protrusion, and the extrusion force of the rigid jig block squeezes the transverse member through the force transmission protrusion to bend forward and deform. The dotted line E1" in the figure represents the transverse member after bending forward and deforming. Therefore, the transverse member that has been bent forward and deformed applies an oblique pulling force to the inner bending front part of the two longitudinal members, and the oblique pulling force must include a force component in the left and right directions, so that: the longitudinal members are bent at the weakened point of the inner bending structure under the action of the oblique pulling force. The front and middle parts of the longitudinal members are bent and deformed at the inner bend to absorb the rear collision energy; wherein, the specific manner of the aforementioned bending and deformation is that the inner bend front part and the inner bend middle part of the longitudinal member are rotated and bent inward around the weakened point of the inner bend structure; and when the rigid jig block continues to move forward to contact the head ends of the two longitudinal members, the rigid jig block applies a forward thrust to the head ends of the two longitudinal members, so that the corresponding longitudinal members continue to undergo the aforementioned bending and deformation at the weakened point of the inner bend structure under the action of the thrust to continue to absorb the rear collision energy until the rigid jig block stops moving, that is, the rear collision energy acting on the rear seat of the car is completely absorbed.

[0031] Therefore, the rear seat frame of the automobile can absorb collision energy by deformation in the stowed state, and has the advantage of high energy absorption efficiency.

[0032] Preferably, for the first mode, the angle between the outer curved middle portion and the outer curved rear portion is between 135° and 170°; for the second mode, the angle between the inner curved middle portion and the inner curved rear portion is between 135° and 170°. Thus, the efficiency of the transmission of the extrusion force can be improved, so as to improve the energy absorption efficiency of the collision energy.

[0033] Preferably, for the first method, the location of the gap structure weakening point is the location of the smallest cross section of the longitudinal member, so that the longitudinal member is induced to bend at the gap structure weakening point by means of variable cross section, thereby improving the reliability of energy absorption.

[0034] Preferably, for the first mode, the longitudinal member and the rear reinforcing plate are provided with weakened holes at the weakened point of the outer bending structure, so that the longitudinal member is induced to bend at the weakened point of the outer bending structure through the weakened holes, thereby improving the reliability of energy absorption.

[0035] Preferably, the flange of the longitudinal member at its head end is welded to the transverse member.

[0036] Preferably: for the first embodiment, the gap between the front reinforcing plate and the rear reinforcing plate can be located at the connection between the front part of the outer bend and the middle part of the outer bend, but is preferably located in the middle part of the front part of the outer bend to ensure that the weakened point of the gap structure is not easily deformed during normal use of the car seat.

[0037] As a preferred embodiment of the present invention: the rear seat frame of the automobile adopts the following structural form:

[0038] The backrest frame is provided with a backrest upper tube, two backrest side panels, two angle adjusters, two backrest connecting plates and a backrest lower tube; the seat cushion frame is provided with a seat cushion front tube, two seat cushion side panels and a seat cushion rear tube; the seat cushion rear tube is rotatably mounted on the support as the rotating shaft, and the two ends of the seat cushion front tube are respectively welded and fixed to one end of the two seat cushion side panels, and the other ends of the two seat cushion side panels are respectively welded and fixed to the seat cushion rear tube; the two backrest connecting plates are respectively bolted to the two seat cushion side panels, and one end of the two backrest side panels are respectively mounted on the two backrest connecting plates through the two angle adjusters, and the other ends of the two backrest side panels are respectively welded and fixed to the two ends of the backrest upper tube, and the two ends of the backrest lower tube are respectively welded to the inner curved rear parts of the two backrest side panels;

[0039] Furthermore, the backrest frame and the seat cushion frame both serve as the crush energy absorbing frame, wherein the backrest upper tube of the backrest frame and the cushion front tube of the seat cushion frame both serve as the transverse member, and the two backrest side panels of the backrest frame and the two cushion side panels of the seat cushion frame both serve as the longitudinal members; the backrest side panels of the backrest frame adopt the second method to form the inward bending structural weakening point; the cushion side panels of the seat cushion frame adopt the first method to form the gap structural weakening point and the outward bending structural weakening point.

[0040] Therefore, the present invention can not only realize that the rear seat frame of the automobile absorbs collision energy by deformation in the storage state, but also can improve the strength of the cushion frame at the front and rear parts through the front reinforcement plate and the rear reinforcement plate according to the actual working conditions of the automobile seat back and the seat cushion in normal use. While meeting the strength requirements of the automobile seat in normal use, the weight and cost of the automobile seat are controlled to the maximum extent. Therefore, the present invention has the advantages of good energy absorption effect and high reliability. In addition, compared with the rear seat of the automobile that does not solve the rear collision safety hazard, the weight and cost increase are small. Compared with the rear seat of the automobile that solves the rear collision safety hazard by increasing the strength, the weight and cost are greatly reduced.

[0041] Preferably: the backrest frame is provided with two force-transmitting protrusions, and the two force-transmitting protrusions are symmetrically arranged with the center line of the backrest frame as the symmetry line; the seat cushion frame is provided with one force-transmitting protrusion, and the force-transmitting protrusion is centrally arranged on the seat cushion front tube.

[0042] Compared with the prior art, the present invention has the following beneficial effects:

[0043] First, the present invention solves the rear collision safety hazard of the rear seat frame of the car because at least one of the backrest frame and the seat cushion frame is configured as a crush energy absorbing frame with a crush energy absorbing structure. Therefore, the present invention can absorb the collision energy by deformation in the stowed state, so that the rotating shaft will not be deformed and broken due to excessive impact force in the rear collision of the car. Moreover, since the rear collision energy can be absorbed, the strength requirement of the rear seat frame of the car is reduced. Therefore, the present invention can also have both lower gravity and cost.

[0044] Second, the present invention adopts a crush energy absorption structure that combines a transverse member, two longitudinal members, a force conduction bump and a structural weakening point to form a crush energy absorption frame, thereby achieving the absorption of collision energy by deformation of the rear seat frame of the automobile in the stowed state.

[0045] Third, the present invention adopts method 1 to form gap structural weakening points and outward bending structural weakening points on the longitudinal parts of the crush energy absorption frame, which can realize that the rear seat frame of the automobile absorbs collision energy by deformation when in the stowed state, and has the advantage of high energy absorption efficiency. In addition, the cooperation of the two structural weakening points can absorb more collision energy and increase the upper limit of crush energy absorption.

[0046] Fourthly, the present invention adopts method 2 to form an inward bending structural weakening point on the longitudinal member of the crush energy absorbing frame, which can realize that the rear seat frame of the automobile absorbs collision energy by deformation in the stowed state, and has the advantage of high energy absorption efficiency.

[0047] Fifth, the present invention is directed to the rear seat frame of the automobile with the specific structural form shown in the accompanying drawings, and uses the backrest frame and the cushion frame as the crush energy absorption frame, and adopts the second method to form the inner bending structure weakening point on the backrest side panel, and adopts the first method to form the gap structure weakening point and the outer bending structure weakening point on the cushion side panel. It can not only realize that the rear seat frame of the automobile absorbs the collision energy by deformation in the storage state, but also can improve the strength of the cushion frame at the front and rear parts through the front reinforcement plate and the rear reinforcement plate according to the actual working conditions of the automobile seat back and the seat cushion in normal use. While meeting the strength requirements of the automobile seat in normal use, the weight and cost of the automobile seat are controlled to the maximum extent. Therefore, the present invention has the advantages of good energy absorption effect and high reliability, and, compared with the rear seat of the automobile that does not solve the rear collision safety hazard, its weight and cost increase is small, and compared with the rear seat of the automobile that solves the rear collision safety hazard by increasing the strength, its weight and cost are greatly reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments:

[0049] Figure 1 It is a schematic structural diagram of the rear seat frame of the automobile of the present invention in a use state;

[0050] Figure 2 It is a schematic diagram of the explosion structure of the rear seat frame of the automobile of the present invention;

[0051] Figure 3 A side view of the rear seat frame of the automobile of the present invention in a stowed state;

[0052] Figure 4 A top view of the rear seat frame of the automobile of the present invention in a stowed state;

[0053] Figure 5 It is a schematic diagram of the force on the rear seat frame of the automobile of the present invention when the automobile is in a rear collision;

[0054] Figure 6 The figure is a schematic diagram of the forces acting on the crush energy absorbing frame of the present invention when a rear collision occurs in a vehicle. DETAILED DESCRIPTION

[0055] The present invention is described in detail below in conjunction with the embodiments and the accompanying drawings to help those skilled in the art better understand the inventive concept of the present invention. However, the protection scope of the claims of the present invention is not limited to the following embodiments. For those skilled in the art, all other embodiments obtained without creative work without departing from the inventive concept of the present invention belong to the protection scope of the present invention.

[0056] Embodiment 1

[0057] like Figures 1 to 6 As shown, the present invention discloses a rear seat frame for an automobile that can collapse and absorb energy, comprising a backrest frame A and a seat cushion frame B, both of which are fixedly connected to a rotating shaft C, and the backrest frame A is provided with a recliner A3, and the rotating shaft C is rotatably mounted on a support D fixed to the automobile body; the rear seat frame for the automobile is converted from a use state to a storage state in the following manner: the backrest frame A is first tipped forward through the recliner A3, so that the backrest and the seat cushion of the rear seat of the automobile are in a state of stacking up and down, and the backrest frame A and the seat cushion frame B are then tipped backward together through the rotating shaft C;

[0058] The rotating shaft C may be a rear tube of the seat cushion constituting the frame of the seat cushion frame B, the two ends of which extend to the left and right and are rotatably connected to the support D; the rotating shaft C may also be two rotating shaft components respectively welded to the left and right sides of the seat cushion frame B. The rotating shaft C is preferably rotatably mounted on the support D via a bushing.

[0059] At least one of the backrest frame A and the seat cushion frame B is a crush energy absorbing frame E provided with a crush energy absorbing structure, so that: when the rear seat frame of the automobile is in the stored state and the automobile collides from behind, the crush energy absorbing structure causes the crush energy absorbing frame E to deform under the action of the collision energy to absorb the collision energy.

[0060] Therefore, the rear seat frame of the automobile of the present invention can absorb collision energy by deformation in the stowed state, so that the rotating shaft C will not be deformed and broken due to excessive impact force during the rear collision of the automobile, thereby solving the rear collision safety hazard of the rear seat frame of the automobile; and because the rear collision energy can be absorbed, the strength requirement for the rear seat frame of the automobile is reduced. Therefore, the present invention can also have both lower gravity and cost.

[0061] The above is a basic implementation of the first embodiment of the present invention, and further optimization, improvement and limitation can be made on the basis of the basic implementation:

[0062] Preferably, the crush energy absorption structure of the crush energy absorption skeleton E is:

[0063] The crush energy absorbing skeleton E comprises a transverse member E1 and two longitudinal members E2, the head ends of the two longitudinal members E2 are respectively connected to the two ends of the transverse member E1, and the tail ends are capable of transmitting the force to the rotating shaft C;

[0064] Furthermore, when the rear seat frame of the automobile is in the stowed state: the transverse member E1 is fixed with a force transmission protrusion E3 protruding backward at its non-end position, and the force transmission protrusion E3 is at least partially located at the rearmost position of the crush energy absorbing frame E; at least one of the two longitudinal members E2 is formed with a structural weakening point.

[0065] The above-mentioned crush energy absorption structure is not limited to application on a backrest frame A or a seat cushion frame B of a specific structural form, as long as the backrest frame A or the seat cushion frame B of the corresponding structural form has a transverse member E1 and two longitudinal members E2 that meet the above description.

[0066] Therefore, the working principle of the above preferred crush energy absorption structure is as follows:

[0067] See also Figure 6 When the rear seat frame of the automobile is in the stowed state and the automobile collides from behind, the effect of the rear collision energy on the rear seat of the automobile can be simulated by moving a rigid fixture block G located behind the seat forward and squeezing the seat:

[0068] Since the force transmission protrusion E3 is at least partially located at the rearmost position of the crush energy absorbing skeleton E and at the non-end position of the transverse member E1, the rigid jig block G that is extruded forward first acts on the force transmission protrusion E3, and the extrusion force of the rigid jig block G squeezes the transverse member E1 through the force transmission protrusion E3 to bend forward and deform. The dotted line E1' in the figure represents the transverse member E1 after bending forward and deforming. Therefore, the transverse member E1 after bending forward and deforming applies an oblique pulling force F1 to the head ends of the two longitudinal members E2, and the oblique pulling force F1 necessarily includes the force in the left and right directions. component, so that the corresponding longitudinal member E2 is bent and deformed in the left and right directions at the structural weakened point under the action of the oblique pulling force F1 to absorb the rear collision energy; and when the rigid jig block G continues to move forward to contact the head ends of the two longitudinal members E2, the rigid jig block G applies a forward thrust F2 to the head ends of the two longitudinal members E2, so that the corresponding longitudinal member E2 continues to be bent and deformed under the action of the thrust F2 to continue to absorb the rear collision energy until the rigid jig block G stops moving, that is, the rear collision energy acting on the rear seat of the car is completely absorbed.

[0069] Therefore, the rear seat frame of the automobile can absorb the collision energy by deforming in the stowed state.

[0070] Embodiment 2

[0071] See also Figures 1 to 5 Based on the above embodiment 1, this embodiment 2 also adopts the following preferred implementation manner:

[0072] When the rear seat frame of the automobile is in the stowed state, the longitudinal member E2 of the crush energy absorbing frame E forms the structural weakening point in one of the following two ways:

[0073] Mode 1: The horizontal member E1 is a pipe member extending in the left-right direction, and the longitudinal member E2 is a plate member with flanged edges on both sides, and the longitudinal member E2 is composed of an outward-bending front portion E21, an outward-bending middle portion E22 and an outward-bending rear portion E23 which are connected in sequence, the outward-bending front portion E21 is welded and fixed to the horizontal member E1, and the outward-bending rear portion E23 can transmit a force to the rotating shaft C, the outward-bending front portion E21 and the outward-bending rear portion E23 both extend in the front-to-back direction, the outward-bending middle portion E22 is arranged obliquely, and the distance between the outward-bending front portions E21 of the two longitudinal members E2 is greater than the distance between the outward-bending rear portions E23 of the two longitudinal members E2; so that: the connection between the outward-bending middle portion E22 and the outward-bending rear portion E23 forms an outward-bending structural weakening point P2;

[0074] Furthermore, the longitudinal member E2 is welded with a front reinforcing plate E4 and a rear reinforcing plate E5 on the flanges on both sides thereof, and the front reinforcing plate E4 and the rear reinforcing plate E5 respectively form a tube cavity with the longitudinal member E2, and a gap is left between the front reinforcing plate E4 and the rear reinforcing plate E5 at the front part E21 of the outer bend, so that: a gap structural weakening point P1 is formed at the gap;

[0075] Method 2: The horizontal member E1 is a pipe extending in the left-right direction, the longitudinal member E2 is a plate member with flanged edges on both sides, and the longitudinal member E2 is composed of an inner-bend front portion E24, an inner-bend middle portion E25 and an inner-bend rear portion E26 which are connected in sequence, the inner-bend front portion E24 is welded and fixed to the horizontal member E1, the inner-bend rear portion E26 can transmit the force to the rotating shaft C, the inner-bend front portion E24 and the inner-bend rear portion E26 both extend in the front-to-back direction, the inner-bend middle portion E25 is arranged at an angle, and the distance between the inner-bend front portions E24 of the two longitudinal members E2 is smaller than the distance between the inner-bend rear portions E26 of the two longitudinal members E2; so that: the connection between the inner-bend middle portion E25 and the inner-bend rear portion E26 forms an inner-bend structural weakening point P3.

[0076] The transverse member E1 is preferably a round tube, but may also be a tube with other cross-sectional shapes such as a square tube.

[0077] The working principle of the above method 1 is as follows:

[0078] See also Figure 5 and Figure 6 When the rear seat frame of the automobile is in the stowed state and the automobile collides from behind, the effect of the rear collision energy on the rear seat of the automobile can be simulated by moving a rigid fixture block G located behind the seat forward and squeezing the seat:

[0079] Since the force transmission lug E3 is at least partially located at the rearmost position of the crush energy absorbing skeleton E and at the non-end position of the transverse member E1, the rigid jig block G that is extruded forward first acts on the force transmission lug E3, and the extrusion force of the rigid jig block G squeezes the transverse member E1 through the force transmission lug E3 to bend forward and deform. The dotted line E1' in the figure represents the transverse member E1 after being bent forward and deformed. Therefore, the transverse member E1 after being bent forward and deformed applies an oblique tensile force F1 to the outward bending front portions E21 of the two longitudinal members E2. The oblique tensile force F1 necessarily includes force components in the left and right directions, so that: the longitudinal member E2 is bent and deformed at the gap structure weakening point P1 and the outward bending structure weakening point P2 under the action of the oblique tensile force F1 to absorb the rear collision energy. wherein the specific manner of the aforementioned bending deformation is as follows: the longitudinal member E2 protrudes outward at the gap structure weakening point P1, and the longitudinal member E2 and the rear reinforcing plate E5 are located between the gap structure weakening point P1 and the outer bending structure weakening point P2 and are rotated and bent outward around the outer bending structure weakening point P2; and when the rigid fixture block G continues to move forward to contact the head ends of the two longitudinal members E2, the rigid fixture block G applies a forward thrust F2 to the head ends of the two longitudinal members E2, so that the corresponding longitudinal member E2 continues to undergo the aforementioned bending deformation at the gap structure weakening point P1 and the outer bending structure weakening point P2 under the action of the thrust F2, so as to continue to absorb the rear collision energy until the rigid fixture block G stops moving, that is, the rear collision energy acting on the rear seat of the car is completely absorbed.

[0080] Therefore, the rear seat frame of the car absorbs collision energy by deformation in the stowed state, which has the advantage of high energy absorption efficiency. In addition, the cooperation of the two structural weakened points can absorb more collision energy and increase the upper limit of crushing energy absorption.

[0081] The working principle of the above method 2 is as follows:

[0082] See also Figure 5 and Figure 6 When the rear seat frame of the automobile is in the stowed state and the automobile collides from behind, the effect of the rear collision energy on the rear seat of the automobile can be simulated by moving a rigid fixture block G located behind the seat forward and squeezing the seat:

[0083] Since the force transmission protrusion E3 is at least partially located at the rearmost position of the crush energy absorbing skeleton E and at the non-end position of the transverse member E1, the rigid jig block G that is extruded forward first acts on the force transmission protrusion E3, and the extrusion force of the rigid jig block G squeezes the transverse member E1 through the force transmission protrusion E3 to bend forward and deform. The dotted line E1" in the figure represents the transverse member E1 after bending forward and deforming. Therefore, the transverse member E1 after bending forward and deforming applies an oblique tensile force F1 to the inner bending front portions E24 of the two longitudinal members E2, and the oblique tensile force F1 must include force components in the left and right directions, so that: the longitudinal member E2 is weakened in the inner bending structure under the action of the oblique tensile force F1 Point P3 is bent and deformed to absorb the rear collision energy; wherein, the specific manner of the aforementioned bending deformation is: the inward bending front portion E24 and the inward bending middle portion E25 of the longitudinal member E2 are rotated and bent inward around the inward bending structure weakening point P3; and when the rigid fixture block G continues to move forward to contact the head ends of the two longitudinal members E2, the rigid fixture block G applies a forward thrust F2 to the head ends of the two longitudinal members E2, so that the corresponding longitudinal member E2 continues to undergo the aforementioned bending deformation at the inward bending structure weakening point P3 under the action of the thrust F2 to continue to absorb the rear collision energy until the rigid fixture block G stops moving, that is, the rear collision energy acting on the rear seat of the car is completely absorbed.

[0084] Therefore, the rear seat frame of the automobile can absorb collision energy by deformation in the stowed state, and has the advantage of high energy absorption efficiency.

[0085] The above is a basic implementation of the second embodiment, and further optimization, improvement and limitation can be made on the basis of the basic implementation:

[0086] Preferably, for the first mode, the angle between the outer curved middle portion E22 and the outer curved rear portion E23 is between 135° and 170°; for the second mode, the angle between the inner curved middle portion E25 and the inner curved rear portion E26 is between 135° and 170°. Thus, the efficiency of the transmission of the extrusion force can be improved, so as to improve the energy absorption efficiency of the collision energy.

[0087] Preferably, for the first method, the gap structure weakening point P1 is located at the position where the cross section of the longitudinal member E2 is the smallest, so that the longitudinal member E2 is induced to bend at the gap structure weakening point P1 by means of variable cross section, thereby improving the reliability of energy absorption.

[0088] Preferably, for the first mode, the longitudinal member E2 and the rear reinforcing plate E5 are provided with weakened holes E2a at the outer bending structure weakened point P2. Thus, the longitudinal member E2 is induced to bend at the outer bending structure weakened point P2 through the weakened holes E2a, thereby improving the reliability of energy absorption.

[0089] Preferably, the flange of the longitudinal member E2 at its head end is welded to the transverse member E1.

[0090] In addition, by using thicker, larger and higher mechanical property materials to prepare the rotating shaft C, support D and transverse member E1, or by increasing the flange height of the longitudinal member E2 at its head end and welding the flange to the transverse member E1, the efficiency of extrusion force transmission can be improved, thereby improving the energy absorption efficiency of collision energy.

[0091] Preferably: for the first method, the gap between the front reinforcing plate E4 and the rear reinforcing plate E5 can be located at the connection between the outer bend front part E21 and the outer bend middle part E22, but is preferably located in the middle position of the outer bend front part E21 to ensure that the gap structure weakening point P1 is not easily deformed during normal use of the car seat.

[0092] Embodiment 3

[0093] On the basis of the above-mentioned embodiment 2, this embodiment 3 also adopts the following preferred implementation manner:

[0094] The rear seat frame of the automobile adopts the following structural form:

[0095] The backrest frame A is provided with a backrest upper tube A1, two backrest side panels A2, two said angle adjusters A3, two backrest connecting plates A4 and a backrest lower tube A5; the seat cushion frame B is provided with a seat cushion front tube B1, two seat cushion side panels B2 and a seat cushion rear tube B3; the seat cushion rear tube B3 is rotatably mounted on the support D as the rotating shaft C, and the two ends of the seat cushion front tube B1 are respectively welded and fixed to one end of the two seat cushion side panels B2, and the other ends of the two seat cushion side panels B2 are respectively welded and fixed to the support D. One end is respectively welded and fixed to the seat cushion rear tube B3; the two backrest connecting plates A4 are respectively bolted to the two seat cushion side panels B2, one end of the two backrest side panels A2 are respectively installed on the two backrest connecting plates A4 through the two angle adjusters A3, the other end of the two backrest side panels A2 are respectively welded and fixed to the two ends of the backrest upper tube A1, and the two ends of the backrest lower tube A5 are respectively welded to the inner curved rear parts E26 of the two backrest side panels A2;

[0096] Furthermore, the backrest frame A and the cushion frame B both serve as the crush energy absorbing frame E, wherein the backrest upper tube A1 of the backrest frame A and the cushion front tube B1 of the cushion frame B both serve as the transverse member E1, and the two backrest side panels A2 of the backrest frame A and the two cushion side panels B2 of the cushion frame B both serve as the longitudinal member E2; the backrest side panels A2 of the backrest frame A adopt the second method to form the inward bending structure weakening point P3; the cushion side panels B2 of the cushion frame B adopt the first method to form the gap structure weakening point P1 and the outward bending structure weakening point P2.

[0097] Therefore, the present invention can not only realize that the rear seat frame of the automobile absorbs collision energy by deformation in the storage state, but also can improve the strength of the cushion frame B at the front and rear parts through the front reinforcement plate E4 and the rear reinforcement plate E5 according to the actual working conditions of the automobile seat back and the seat cushion during normal use. While meeting the strength requirements of the automobile seat during normal use, the weight and cost of the automobile seat are controlled to the maximum extent. Therefore, the present invention has the advantages of good energy absorption effect and high reliability. In addition, compared with the rear seat of the automobile that does not solve the rear collision safety hazard, the weight and cost increase are small. Compared with the rear seat of the automobile that solves the rear collision safety hazard by increasing the strength, the weight and cost are greatly reduced.

[0098] The above is a basic implementation of the third embodiment, and further optimization, improvement and limitation can be made on the basis of the basic implementation:

[0099] Preferably: the backrest frame A is provided with two force-conducting protrusions E3, and the two force-conducting protrusions E3 are symmetrically arranged with the center line of the backrest frame A as the symmetry line; the seat cushion frame B is provided with one force-conducting protrusion E3, and the force-conducting protrusion E3 is centrally arranged on the seat cushion front tube B1. The two force-conducting protrusions E3 on the backrest frame A can be used as headrest mounting brackets, and the force-conducting protrusion E3 on the seat cushion frame B can be exposed on the surface of the seat cushion to be used as a force application point when the occupant flips the seat cushion.

[0100] In addition, the number of force-conducting protrusions E3 provided on the backrest frame A and the seat cushion frame B can be set as needed.

[0101] The present invention is not limited to the above-mentioned specific implementation modes. According to the above-mentioned contents, in accordance with the common technical knowledge and customary means in the field, without departing from the above-mentioned basic technical ideas of the present invention, the present invention can also make other various forms of equivalent modifications, replacements or changes, all of which fall within the protection scope of the present invention.

[0102] For example: the way in which the longitudinal member E2 of the crush energy absorbing skeleton E forms a structural weakening point is not limited to the above-mentioned method 1 and method 2, as long as the longitudinal member E2 can be bent and deformed in the left and right directions at its structural weakening point under the action of the oblique tension F1, for example: the longitudinal member E2 can also be a round tube or a square tube, and the structural weakening point is formed by locally pressing a concave shape or flattening the tube body, but this method is not easy to design the longitudinal member E2 into a shape that meets other experimental requirements.

Claims

1. A rear seat frame for an automobile capable of collapsing and absorbing energy, comprising a backrest frame (A) and a seat cushion frame (B) both of which are fixedly connected to a rotating shaft (C), wherein the backrest frame (A) is provided with a recliner (A3), and the rotating shaft (C) is rotatably mounted on a support (D) fixed to the automobile body; the rear seat frame for the automobile is converted from a use state to a storage state in the following manner: the backrest frame (A) is tipped forward through the recliner (A3), and the backrest frame (A) and the seat cushion frame (B) are tipped backward together through the rotating shaft (C); Features: At least one of the backrest frame (A) and the seat cushion frame (B) is a crush energy absorbing frame (E) provided with a crush energy absorbing structure, so that: when the rear seat frame of the automobile is in the stowed state and the automobile collides from behind, the crush energy absorbing structure causes the crush energy absorbing frame (E) to deform under the action of the collision energy to absorb the collision energy; The crush energy absorbing structure of the crush energy absorbing frame (E) is: The crush energy absorbing skeleton (E) comprises a transverse member (E1) and two longitudinal members (E2), the head ends of the two longitudinal members (E2) are respectively connected to the two end portions of the transverse member (E1), and the tail ends are capable of transmitting force to the rotating shaft (C); Furthermore, when the rear seat frame of the automobile is in the stowed state: the transverse member (E1) is fixed with a force transmission lug (E3) protruding backward at a non-end position thereof, and the force transmission lug (E3) is at least partially located at the rearmost position of the crush energy absorbing frame (E); at least one of the two longitudinal members (E2) is formed with a structural weakening point; When the rear seat frame of the automobile is in the stowed state, the longitudinal member (E2) of the crush energy absorbing frame (E) adopts the first method to form the structural weakening point: Mode 1: The transverse member (E1) is a pipe member extending in the left-right direction, the longitudinal member (E2) is a plate member with flanged edges on both sides, and the longitudinal member (E2) is composed of an outward-bending front portion (E21), an outward-bending middle portion (E22) and an outward-bending rear portion (E23) connected in sequence, the outward-bending front portion (E21) is welded and fixed to the transverse member (E1), the outward-bending rear portion (E23) can transmit a force to the rotating shaft (C), the outward-bending front portion (E21) and the outward-bending rear portion (E23) both extend in the front-to-back direction, the outward-bending middle portion (E22) is arranged obliquely, and the distance between the outward-bending front portions (E21) of the two longitudinal members (E2) is greater than the distance between the outward-bending rear portions (E23) of the two longitudinal members (E2); so that: the connection between the outward-bending middle portion (E22) and the outward-bending rear portion (E23) forms an outward-bending structural weakening point (P2); Furthermore, the longitudinal member (E2) is welded with a front reinforcing plate (E4) and a rear reinforcing plate (E5) on the flanges on both sides thereof, the front reinforcing plate (E4) and the rear reinforcing plate (E5) respectively enclose a tube cavity with the longitudinal member (E2), and a gap is left between the front reinforcing plate (E4) and the rear reinforcing plate (E5) at the front portion (E21) of the outer bend, so that: a gap structural weakening point (P1) is formed at the gap; For the first method, the location of the gap structure weakening point (P1) is the location where the cross section of the longitudinal member (E2) is the smallest; Regarding the first method, the longitudinal member (E2) and the rear reinforcement plate (E5) are provided with weakened holes (E2a) at the weakened points (P2) of the outer bending structures.

2. The automobile rear seat frame capable of collapsing and absorbing energy according to claim 1, characterized in that: For the first method, the angle between the outer curved middle portion (E22) and the outer curved rear portion (E23) is between 135° and 170°.

3. The automobile rear seat frame capable of collapsing and absorbing energy according to claim 1, characterized in that: The flange of the longitudinal member (E2) at its head end is welded to the transverse member (E1).

4. The automobile rear seat frame capable of collapsing and absorbing energy according to claim 1, characterized in that: For the first method, the gap between the front reinforcing plate (E4) and the rear reinforcing plate (E5) is located in the middle of the outer curved front portion (E21).

5. A rear seat frame for an automobile capable of collapsing and absorbing energy, comprising a backrest frame (A) and a seat cushion frame (B) both of which are fixedly connected to a rotating shaft (C), wherein the backrest frame (A) is provided with a recliner (A3), and the rotating shaft (C) is rotatably mounted on a support (D) fixed to the automobile body; the rear seat frame for the automobile is converted from a use state to a storage state in the following manner: the backrest frame (A) is tipped forward through the recliner (A3), and the backrest frame (A) and the seat cushion frame (B) are tipped backward together through the rotating shaft (C); Features: At least one of the backrest frame (A) and the seat cushion frame (B) is a crush energy absorbing frame (E) provided with a crush energy absorbing structure, so that: when the rear seat frame of the automobile is in the stowed state and the automobile collides from behind, the crush energy absorbing structure causes the crush energy absorbing frame (E) to deform under the action of the collision energy to absorb the collision energy; The crush energy absorbing structure of the crush energy absorbing frame (E) is: The crush energy absorbing skeleton (E) comprises a transverse member (E1) and two longitudinal members (E2), the head ends of the two longitudinal members (E2) are respectively connected to the two end portions of the transverse member (E1), and the tail ends are capable of transmitting force to the rotating shaft (C); Furthermore, when the rear seat frame of the automobile is in the stowed state: the transverse member (E1) is fixed with a force transmission lug (E3) protruding backward at a non-end position thereof, and the force transmission lug (E3) is at least partially located at the rearmost position of the crush energy absorbing frame (E); at least one of the two longitudinal members (E2) is formed with a structural weakening point; When the rear seat frame of the automobile is in the stowed state, the longitudinal member (E2) of the crush energy absorbing frame (E) adopts the second method to form the structural weakening point: Mode 2: The transverse member (E1) is a pipe member extending in the left-right direction, the longitudinal member (E2) is a plate member with flanged edges on both sides, and the longitudinal member (E2) is composed of an inner-bend front portion (E24), an inner-bend middle portion (E25) and an inner-bend rear portion (E26) connected in sequence, the inner-bend front portion (E24) is welded and fixed to the transverse member (E1), the inner-bend rear portion (E26) can transmit a force to the rotating shaft (C), the inner-bend front portion (E24) and the inner-bend rear portion (E26) both extend in the front-to-back direction, the inner-bend middle portion (E25) is arranged obliquely, and the distance between the inner-bend front portions (E24) of the two longitudinal members (E2) is smaller than the distance between the inner-bend rear portions (E26) of the two longitudinal members (E2); so that: the connection between the inner-bend middle portion (E25) and the inner-bend rear portion (E26) forms an inner-bend structural weakening point (P3); The rear seat frame of the automobile adopts the following structural form: The backrest frame (A) is provided with a backrest upper tube (A1), two backrest side panels (A2), two angle adjusters (A3), two backrest connecting plates (A4) and a backrest lower tube (A5); the seat cushion frame (B) is provided with a seat cushion front tube (B1), two seat cushion side panels (B2) and a seat cushion rear tube (B3); the seat cushion rear tube (B3) is rotatably mounted on the support (D) as the rotating shaft (C), the two ends of the seat cushion front tube (B1) are respectively welded and fixed to one end of the two seat cushion side panels (B2), and the two seat cushion side panels ( The other ends of the two backrest connecting plates (A4) are respectively welded and fixed to the seat cushion rear tube (B3); the two backrest connecting plates (A4) are respectively bolted to the two seat cushion side plates (B2); one end of the two backrest side plates (A2) are respectively installed on the two backrest connecting plates (A4) through the two angle adjusters (A3); the other ends of the two backrest side plates (A2) are respectively welded and fixed to the two ends of the backrest upper tube (A1); and the two ends of the backrest lower tube (A5) are respectively welded to the inner curved rear parts (E26) of the two backrest side plates (A2); Furthermore, the backrest frame (A) and the seat cushion frame (B) both serve as the crush energy absorbing frame (E), wherein the backrest upper tube (A1) of the backrest frame (A) and the seat cushion front tube (B1) of the seat cushion frame (B) both serve as the transverse member (E1), and the two backrest side panels (A2) of the backrest frame (A) and the two seat cushion side panels (B2) of the seat cushion frame (B) both serve as the longitudinal member (E2); the backrest side panels (A2) of the backrest frame (A) adopt the second method to form the inner bending structure weakening point (P3); the seat cushion side panels (B2) of the seat cushion frame (B) adopt the first method to form the gap structure weakening point (P1) and the outer bending structure weakening point (P2); Mode 1: The transverse member (E1) is a pipe member extending in the left-right direction, the longitudinal member (E2) is a plate member with flanged edges on both sides, and the longitudinal member (E2) is composed of an outward-bending front portion (E21), an outward-bending middle portion (E22) and an outward-bending rear portion (E23) connected in sequence, the outward-bending front portion (E21) is welded and fixed to the transverse member (E1), the outward-bending rear portion (E23) can transmit a force to the rotating shaft (C), the outward-bending front portion (E21) and the outward-bending rear portion (E23) both extend in the front-to-back direction, the outward-bending middle portion (E22) is arranged obliquely, and the distance between the outward-bending front portions (E21) of the two longitudinal members (E2) is greater than the distance between the outward-bending rear portions (E23) of the two longitudinal members (E2); so that: the connection between the outward-bending middle portion (E22) and the outward-bending rear portion (E23) forms an outward-bending structural weakening point (P2); Furthermore, the longitudinal member (E2) is welded with a front reinforcing plate (E4) and a rear reinforcing plate (E5) on the flanges on both sides thereof, the front reinforcing plate (E4) and the rear reinforcing plate (E5) respectively enclose a tube cavity with the longitudinal member (E2), and a gap is left between the front reinforcing plate (E4) and the rear reinforcing plate (E5) at the front portion (E21) of the outer bend, so that: a gap structural weakening point (P1) is formed at the gap; For the first method, the location of the gap structure weakening point (P1) is the location where the cross section of the longitudinal member (E2) is the smallest; Regarding the first method, the longitudinal member (E2) and the rear reinforcement plate (E5) are provided with weakened holes (E2a) at the weakened points (P2) of the outer bending structures.

6. The automobile rear seat frame capable of collapsing and absorbing energy according to claim 5, characterized in that: The backrest frame (A) is provided with two force-transmitting protrusions (E3), and the two force-transmitting protrusions (E3) are symmetrically arranged with the center line of the backrest frame (A) as the symmetry line; the seat cushion frame (B) is provided with one force-transmitting protrusion (E3), and the force-transmitting protrusion (E3) is centrally arranged on the seat cushion front tube (B1).

7. The automobile rear seat frame capable of collapsing and absorbing energy according to claim 5, characterized in that: For the second method, the angle between the inner curved middle portion (E25) and the inner curved rear portion (E26) is between 135° and 170°.

8. The automobile rear seat frame capable of collapsing and absorbing energy according to claim 5, characterized in that: The flange of the longitudinal member (E2) at its head end is welded to the transverse member (E1).

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