Seat back, vehicle and design method

Abstract

The present application relates to a kind of seat backrest, including backrest body and backrest backboard, be provided with anti-disengagement structure and joint structure group between backrest body and backrest backboard;Backrest backboard is fixedly connected on backrest body by joint structure group, when joint structure group is because the backrest force that user exerts to seat back exceeds preset threshold and is unjointed, anti-disengagement structure is movably connected backrest backboard and backrest body;Joint structure group includes multiple joint structures, the disengagement force of the upper joint structure in two joint structures is greater than the disengagement force of the lower joint structure.The present application also proposes a kind of car.The present application also proposes a kind of design method.The present application helps to reduce the neck injury that user suffers, can prevent backrest backboard from causing secondary injury to driver and passenger, so that backrest backboard can more smoothly unfix between backrest body, can reduce the assembly difficulty of backrest backboard, also helps to guarantee the appearance quality of seat backrest.

Description

Technical Field

[0001] This invention relates to automobile seats, and more specifically to a seat back, an automobile, and a design method. Background Technology

[0002] Some car seats have a hard backrest panel installed on the back side. Seat backs with hard backrest panels have the following technical problems: When a car is involved in a collision, the user will move backward due to inertia and squeeze the seat back. During the process of the user squeezing the seat back, the backrest panel will be subjected to compressive force. When the compressive force on the backrest panel exceeds the pull-out force of the backrest panel mounting structure, the backrest panel will detach from the seat back and cause injury to the user.

[0003] To alleviate the aforementioned technical problems, the current conventional optimization solution is to strengthen the structure of the car seat. One optimization solution is to strengthen the car seat frame to reduce the compressive force on the backrest during a collision. This optimization solution has the following technical problems: users have increasingly higher requirements for the shape of car seats, and the shape of the car seat imposes many restrictions on the height and position of the folding edge of the backrest frame. Ordinary steel wire frames are difficult to use, making it difficult and costly to strengthen the car seat frame, and it is not conducive to the lightweighting of the car. Another optimization solution is to strengthen the backrest mounting structure to improve the pull-out force of the backrest mounting structure. This optimization solution has the following technical problems: a stronger backrest mounting structure makes it difficult for the backrest to move and absorb energy during a car collision. The backrest will also hinder the movement of the user's chest and neck, resulting in shearing forces between the user's neck and head, causing injury to the user and adversely affecting the user's safety. Summary of the Invention

[0004] The purpose of this invention is to provide a seat back, a car, and a design method to alleviate or eliminate at least one of the aforementioned technical problems.

[0005] The present invention provides a seat back, comprising a backrest body and a backrest panel, wherein an anti-detachment structure and a snap-fit ​​structure assembly are provided between the backrest body and the backrest panel.

[0006] The backrest panel is fixedly connected to the backrest body by the snap-fit ​​structure assembly, which is configured to release the snap-fit ​​when the user applies a backward force to the backrest of the seat exceeding a preset threshold.

[0007] When the locking structure assembly is disengaged due to the user's backward force applied to the seat back exceeding a preset threshold, the anti-detachment structure movably connects the backrest panel and the backrest body to prevent the backrest panel from detaching from the backrest body.

[0008] The snap-fit ​​structure group includes multiple snap-fit ​​structures arranged sequentially at intervals in the vertical direction. Among two adjacent snap-fit ​​structures in the snap-fit ​​structure group, the snap-fit ​​structure located on the upper side has a greater release force than the snap-fit ​​structure located on the lower side.

[0009] Optionally, the snap-fit ​​structure group includes two snap-fit ​​structures.

[0010] Optionally, the snap-fit ​​structure includes two snap-fit ​​structure units arranged at intervals in the left-right direction.

[0011] Optionally, the snap-fit ​​structure unit includes a first mounting part, a second mounting part, and a connecting buckle that snaps the first mounting part and the second mounting part together. The first mounting part and the second mounting part are respectively disposed on the backrest body and the backrest back panel.

[0012] Optionally, the connecting buckle is a two-stage buckle.

[0013] Optionally, the secondary buckle includes a first buckle part, a second buckle part, and an anti-detachment part arranged sequentially. The first buckle part engages with the first mounting part, the second buckle part engages with the second mounting part, and the anti-detachment part is connected to the second mounting part. When the second buckle part disengages from the second mounting part, the secondary buckle movably connects the first mounting part and the second mounting part to prevent the backrest panel from detaching from the backrest body.

[0014] Optionally, the anti-detachment part includes an anti-detachment protrusion and a pull strap, the pull strap being connected between the anti-detachment protrusion and the second buckle part, wherein the pull strap of the upper secondary buckle among two adjacent secondary buckles in the vertical direction is longer than the pull strap of the lower secondary buckle.

[0015] Optionally, the backrest panel is provided with a plurality of forward-protruding portions, and the positions of the plurality of snap-fit ​​structures in the snap-fit ​​structure group in the vertical direction correspond to the positions of the plurality of forward-protruding portions in the vertical direction.

[0016] Optionally, the lower part of the backrest panel is connected to the backrest body via a mounting structure.

[0017] Optionally, the backrest panel includes a flexible portion and a rigid portion, with the rigid portion surrounding the flexible portion.

[0018] The present invention also proposes an automobile comprising a seat back as described in any of the preceding claims.

[0019] The present invention also proposes a design method for designing the seat backrest described in any of the above claims, comprising the following steps:

[0020] Using the disengagement force of multiple snap-fit ​​structures in the snap-fit ​​structure group as variables and the peak value of neck injury as the output result, a collision simulation analysis is performed on the seat back.

[0021] Based on the results of the collision simulation analysis, the range of the disengagement force of multiple snap-fit ​​structures in the snap-fit ​​structure group is determined when the peak of the neck injury value meets the design target.

[0022] Based on the range of the release force, the design schemes of multiple snap-fit ​​structures in the snap-fit ​​structure group are determined.

[0023] This invention, through a rationally designed connection structure between the backrest panel and the backrest body, allows the backrest panel to disengage from the backrest body during a car collision. This reduces or even eliminates the obstruction the backrest panel may cause to the user, helping to minimize neck injuries. An anti-detachment structure prevents the backrest panel from completely detaching from the backrest body, thus preventing secondary injuries to occupants. Furthermore, by rationally designing the placement and disengagement force of the snap-fit ​​structure, this invention facilitates smoother disengagement of the backrest panel from the backrest body during a collision, while also reducing assembly difficulty and ensuring the aesthetic quality of the seat back. Attached Figure Description

[0024] Figure 1 This is a rear view of the seat back as described in some embodiments;

[0025] Figure 2 This is a schematic diagram of the backrest frame described in some embodiments;

[0026] Figure 3 This is a side view of a portion of the structure of the seat back described in some embodiments;

[0027] Figure 4 This is a schematic diagram of the seat back structure described in some embodiments;

[0028] Figure 5 This is a schematic diagram of the installation of the upper secondary buckle as described in some embodiments;

[0029] Figure 6 This is a schematic diagram of the upper secondary buckle structure described in some embodiments;

[0030] Figure 7 This is a schematic diagram of the installation of the lower secondary buckle as described in some embodiments;

[0031] Figure 8 This is a schematic diagram of the lower secondary buckle structure described in some embodiments;

[0032] Figure 9This is a schematic diagram of the mounting structure described in some embodiments;

[0033] Figure 10 This is a schematic diagram illustrating the testing of a seat back using a standard dummy, as described in some embodiments.

[0034] Figure 11 This is a collision FEA analysis diagram for a certain project.

[0035] The components include: 1-backrest body; 2-backrest panel; 3-upper secondary buckle; 4-lower secondary buckle; 5-curtain; 6-standard dummy.

[0036] 11-Backrest frame; 12-Backrest foam; 13-Backrest back cover; 111-Left frame of the frame; 112-Right frame of the frame;

[0037] 21-Hard backplate; 22-Soft cover; 211-Backplate body; 212-First forward protrusion; 213-Second forward protrusion; 214-First mounting base; 215-First chamber; 216-Second mounting base;

[0038] 31 - First buckle part of the upper secondary buckle; 32 - Second buckle part of the upper secondary buckle; 33 - Pull strap of the upper secondary buckle; 34 - Anti-detachment protrusion of the upper secondary buckle;

[0039] 41 - Lower secondary buckle, first buckle part; 42 - Lower secondary buckle, second buckle part; 43 - Lower secondary buckle, pull strap; 44 - Lower secondary buckle, anti-detachment protrusion. Detailed Implementation

[0040] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0041] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0042] like Figures 1 to 4The illustrated seat back includes a backrest body 1 and a backrest panel 2. An anti-detachment structure and a snap-fit ​​structure assembly are provided between the backrest body 1 and the backrest panel 2. The backrest panel 2 is fixedly connected to the backrest body 1 via the snap-fit ​​structure assembly. The snap-fit ​​structure assembly is configured to release when the user applies a backward force to the seat back exceeding a preset threshold. When the snap-fit ​​structure assembly releases due to the user applying a backward force exceeding the preset threshold, the anti-detachment structure movably connects the backrest panel 2 and the backrest body 1 to prevent the backrest panel 2 from detaching from the backrest body 1. The snap-fit ​​structure assembly includes multiple snap-fit ​​structures arranged sequentially and spaced apart in the vertical direction. The release force of the upper snap-fit ​​structure in two adjacent snap-fit ​​structures in the assembly is greater than the release force of the lower snap-fit ​​structure in two adjacent snap-fit ​​structures. In specific implementations, the preset threshold can be determined according to the design goals of the seat back.

[0043] By adopting the above technical solution and reasonably setting the connection structure between the backrest panel 2 and the backrest body 1, when the user applies a backward force to the seat back during a car collision that exceeds a preset threshold, the backrest panel 2 is squeezed and the fixed connection between it and the backrest body 1 is released, allowing the backrest panel 2 to move backward a certain distance relative to the backrest body 1. The backrest panel 2 will not obstruct the movement of the user's chest and neck, thereby reducing the neck injury suffered by the user and helping to improve the safety performance of the car.

[0044] By setting up an anti-detachment structure, a movable connection is formed between the backrest panel 2 and the backrest body 1. This ensures that the backrest panel 2 can move backward a certain distance after the fixed connection between it and the backrest body 1 is released, while also limiting the maximum backward movement distance of the backrest panel 2. This prevents the backrest panel 2 from completely detaching from the backrest body 1, thereby preventing the backrest panel 2 from causing secondary injury to the driver and passengers, especially preventing the backrest panel 2 from causing secondary injury to rear passengers.

[0045] In the above technical solution, the positions of each snap-fit ​​structure in the snap-fit ​​structure group are rationally arranged, and the release force of each snap-fit ​​structure is set such that the snap-fit ​​force of the lower snap-fit ​​structure is smaller, and the snap-fit ​​force of the upper snap-fit ​​structure is larger. This has the following advantages: Firstly, in the process of a car collision and the user pressing backward against the seat back, the upper part of the seat back is subjected to greater compressive force faster than the lower part. Setting the release force of each snap-fit ​​structure so that the snap-fit ​​force of the lower snap-fit ​​structure is smaller can prevent the situation where the upper snap-fit ​​structure is released but the lower snap-fit ​​structure cannot be released. This ensures that the multiple snap-fit ​​structures in the snap-fit ​​structure group can release more synchronously and smoothly. Secondly, the backrest panel 2 is usually an injection molded part, and it is difficult to ensure the dimensional accuracy of the backrest panel 2. By setting the disengagement force of each snap-fit ​​structure to be smaller as the snap-fit ​​structure is set lower, the assembly difficulty of the snap-fit ​​structure on the lower side can be reduced, thereby reducing the dimensional accuracy requirements of the backrest panel 2 and reducing the design and manufacturing difficulty of the backrest panel 2. Thirdly, the mating part between the upper part of the backrest panel 2 and the backrest body 1 is more easily seen by the driver and passengers than the mating part between the lower part of the backrest panel 2 and the backrest body 1. By using a snap-fit ​​structure that is higher and has greater snap-fit ​​force to ensure the appearance quality of the mating part between the upper part of the backrest panel 2 and the backrest body 1, and by using a snap-fit ​​structure that is lower and has less snap-fit ​​force to reduce the impact of the connection structure between the lower part of the backrest panel 2 and the backrest body 1 on the appearance of the mating part between the upper part of the backrest panel 2 and the backrest body 1, the possibility of appearance problems between the mating parts between the upper part of the backrest panel 2 and the backrest body 1 can be reduced. By ensuring the appearance quality of the mating part between the upper part of the backrest panel 2 and the backrest body 1, the appearance quality of the seat back can be guaranteed. Appearance quality includes, but is not limited to, surface differences and gap size.

[0046] A snap-fit ​​structure is used to fix the backrest panel 2 to the backrest body 1. In specific implementation, the pull-out force of the snap-fit ​​structure can be adjusted by adjusting the size of the snap-fit ​​hole and changing the selection of the connecting buckle. The snap-fit ​​structure has the characteristics of easy adjustment of pull-out force and easy assembly, which provides convenience for the optimized design and assembly of the seat back.

[0047] In some embodiments, the backrest body 1 includes a backrest frame 11, a backrest foam 12 covering the periphery of the backrest frame 11, and a backrest back cover 13 covering the periphery of the backrest foam 12. A snap-fit ​​structure is disposed between the backrest frame 11 and the backrest back panel 2. The backrest frame 11 can provide stable support for the backrest back panel 2.

[0048] In some embodiments, the snap-fit ​​structure includes two snap-fit ​​structural units arranged spaced apart in the left-right direction. In a specific implementation, one snap-fit ​​structural unit is positioned between the backrest panel 2 and the left frame 111 of the backrest frame 11, while the other snap-fit ​​structural unit is positioned between the backrest panel 2 and the right frame 112 of the backrest frame 11. This structure ensures the stable installation of the backrest panel 2. In a specific implementation, the two snap-fit ​​structural units are symmetrically arranged.

[0049] As a specific example, the snap-fit ​​structural unit includes a first mounting part, a second mounting part, and a connecting buckle that snaps together the first and second mounting parts. The first and second mounting parts are respectively disposed on the backrest body 1 and the backrest back panel 2. In a specific implementation, for ease of assembly, the first mounting part is disposed on the backrest body 1, and the second mounting part is disposed on the backrest back panel 2. Both the first and second mounting parts are provided with snap-fit ​​holes for engaging with the connecting buckle. The connecting buckle can be installed on the backrest back panel to form a backrest back panel assembly, and then the backrest back panel assembly is installed on the backrest body.

[0050] In some embodiments, the connecting buckle is a two-stage buckle. The two-stage buckle can satisfy the snap-fit ​​requirement between the backrest panel 2 and the backrest body 1, and can also achieve a movable connection between the backrest panel 2 and the backrest body 1 after the fixed connection is released. In other words, the two-stage buckle can simultaneously form an anti-disengagement structure and a snap-fit ​​structure, and achieves the requirements of fixed connection and movable connection between the backrest panel 2 and the backrest body 1 with a simple solution. Moreover, the two-stage buckle is an existing component in the automotive field, which is easy to obtain and has low cost of use.

[0051] It should be noted that if the secondary buckle is directly placed between the center of the backrest panel 2 and the center of the backrest body in the left-right direction, it will affect the comfort of the seat back. Typically, the backrest body needs to be thickened to ensure comfort, which is not conducive to a thinner seat back. Furthermore, during a car collision, the secondary buckle will prematurely obstruct the user, negatively impacting the vehicle's safety performance. This application rationally sets the arrangement of the various latching structures, placing the secondary buckle between the backrest panel 2 and the left frame 111 of the frame, and between the backrest panel 2 and the right frame 112 of the frame. This avoids the situation where the placement of the secondary buckle would negatively affect the safety performance and comfort of the backrest body, providing a basis for applying the secondary buckle between the backrest panel 2 and the backrest body 1.

[0052] In some embodiments, the secondary latch includes a first latching part, a second latching part, and an anti-detachment part arranged sequentially. The first latching part engages with the first mounting part, the second latching part engages with the second mounting part, and the anti-detachment part is connected to the second mounting part. When the second latching part disengages from the second mounting part, the secondary latching part is movably connected to the first mounting part and the second mounting part to prevent the backrest panel 2 from disengaging from the backrest body 1.

[0053] In some embodiments, the anti-detachment part includes an anti-detachment protrusion and a pull strap. The pull strap connects the anti-detachment protrusion and the second buckle part. In the vertical direction, the pull strap of the upper secondary buckle is longer than that of the lower secondary buckle. In a specific implementation, the pull strap slides into the snap-fit ​​hole on the second mounting part. The anti-detachment protrusion prevents the pull strap from disengaging from the snap-fit ​​hole, thereby preventing the pull strap from disengaging from the second mounting part. This achieves a movable connection between the anti-detachment part and the second mounting part, allowing the backrest panel 2 to move backward a certain distance and preventing the backrest panel 2 from completely detaching from the backrest body 1. By adopting the above technical solution and reasonably setting the length of the pull strap, the possibility of the backrest panel 2 colliding with the legs of the rear passengers is reduced while ensuring that the buckle structure can be smoothly disengaged during a car collision.

[0054] In some embodiments, the backrest panel 2 is provided with a plurality of forward-protruding protrusions, and the positions of the plurality of snap-fit ​​structures in the snap-fit ​​structure group in the vertical direction correspond to the positions of the plurality of forward-protruding protrusions in the vertical direction. In the design process of the backrest panel 2, in order to meet the requirements of the rear seat space and the shape requirements of the car seat, the backrest panel 2 is usually provided with forward-recessed recesses in the middle and lower parts, and side wing panels extending forward on the left and right sides of the backrest panel 2. The recesses can improve the legroom of the rear passengers, and the side wing panels can enhance the wrapping of the seat back and improve the appearance quality of the seat back. The recesses and side wing panels on the backrest panel 2 respectively constitute the first forward-protruding protrusion 212 and the second forward-protruding protrusion 213. During a car collision, the backward force applied by the user to the seat back is first transmitted to the first forward-protruding protrusion 212 and the second forward-protruding protrusion 213. The first forward-protruding protrusion 212 and the second forward-protruding protrusion 213 respectively form the first collision obstacle point and the second collision obstacle point. During a car collision, the forward-protruding part is compressed more quickly, forming a collision obstacle point that hinders the user's backward movement. In the above-described technical solution, by correspondingly setting multiple locking structures to multiple forward-protruding parts, these structures can release their locking mechanisms more promptly during a collision, thereby removing the obstruction to the user and further improving the safety performance of the car seat.

[0055] With the increasing popularity of electric vehicles, automobiles are trending towards smaller size, higher range, and larger interior space. Seat backrests are becoming increasingly thinner, and a concave center section is a common design trend. This concave center section is typically achieved by forcing the center of the backrest panel forward. However, this can lead to the center of the backrest panel prematurely obstructing the occupant during a collision, negatively impacting vehicle safety and hindering the thinning of the seat backrest. This application addresses this issue by placing a snap-fit ​​structure corresponding to the forward protrusion of the backrest panel. This allows the snap-fit ​​structure to disengage promptly when the forward protrusion is compressed, thus relieving obstruction and ensuring vehicle safety. In other words, this technical solution removes obstacles to the thinning process of seat backrests, facilitating their reduction in thickness.

[0056] As a preferred example, to ensure timely release of the snap-fit ​​structure assembly, the snap-fit ​​structure assembly includes two snap-fit ​​structures. The positions of the two snap-fit ​​structures correspond to the two protruding portions mentioned above.

[0057] As a specific example, the upper snap-fit ​​structure in the two snap-fit ​​structures includes two upper snap-fit ​​structural units, and the lower snap-fit ​​structure includes two lower snap-fit ​​structural units. The two upper snap-fit ​​structural units employ the same structure to ensure that they can be simultaneously released from the snap-fit. Similarly, the two lower snap-fit ​​structural units employ the same structure to ensure that they can be simultaneously released from the snap-fit. In practice, the two upper snap-fit ​​structural units and the two lower snap-fit ​​structural units are symmetrical about left and right, with the symmetry planes being the left and right symmetrical planes of the seat back. Using two upper and two lower snap-fit ​​structural units ensures a secure connection between the backrest panel and the backrest body, preventing the backrest panel from loosening or detaching under normal use.

[0058] As a specific example, such as Figure 5 and Figure 6As shown, the upper snap-fit ​​structure unit includes a first mounting part, a second mounting part, and an upper secondary snap-fit ​​3 that snaps together the first and second mounting parts. The first mounting part of the upper snap-fit ​​structure unit is a first mounting seat 212 disposed on the backrest panel 2, and the second mounting part of the upper snap-fit ​​structure unit is a first snap-fit ​​seat disposed on the backrest frame 11. The first mounting seat 212 has a first chamber 215 inside, a first snap-fit ​​hole is disposed on the front side wall of the first mounting seat 212, and a second snap-fit ​​hole is disposed on the first snap-fit ​​seat. The upper secondary snap-fit ​​3 includes an upper secondary snap-fit ​​first snap-fit ​​part 31, an upper secondary snap-fit ​​second snap-fit ​​part 32, an upper secondary snap-fit ​​pull strap 33, and an upper secondary snap-fit ​​anti-detachment protrusion strap 34 arranged sequentially. The first latching part 31 of the upper secondary latch is used to engage with the second latching hole on the first latching seat, and the second latching part 32 of the upper secondary latch is used to engage with the first latching hole on the first mounting base 212. The upper secondary latch pull strap 33 is slidably engaged with the first latching hole on the first mounting base 212. The upper secondary latch pull strap 33 and the upper secondary latch anti-detachment protrusion strap 34 are housed in the first chamber 215. In actual use, the latching force between the first latching part 31 and the second latching hole of the upper secondary latch is greater than the latching force between the second latching part 32 and the first latching hole of the upper secondary latch, that is, the pull-out force between the first latching part 31 and the second latching hole of the upper secondary latch is greater than the pull-out force between the second latching part 32 and the first latching hole of the upper secondary latch. When a car collision occurs, the second latching part 32 of the upper secondary latch first disengages from the first latching hole, the upper secondary latch strap 33 slides into the first latching hole, and the upper secondary latch anti-disengagement protrusion 34 prevents the upper secondary latch strap 33 from completely disengaging from the first latching hole. In specific implementations, both the first latching part 31 and the second latching part 32 of the upper secondary latch can refer to the secondary latch settings in the prior art, for example, the first latching part 31 and the second latching part 32 of the upper secondary latch can adopt a hollow latching structure.

[0059] As a specific example, such as Figure 7 and Figure 8As shown, the lower latching structure unit includes a first mounting part, a second mounting part, and a lower secondary latch 4 that latches the first and second mounting parts. The first mounting part of the lower latching structure unit is a second mounting seat 216 disposed on the backrest panel 2, and the second mounting part is a second latching seat disposed on the backrest frame 11. The second mounting seat 216 has a second chamber inside, a third latching hole is disposed on the front side wall of the second mounting seat 216, and a fourth latching hole is disposed on the second latching seat. The lower secondary latch 4 includes a lower secondary latch first latching part 41, a lower secondary latch second latching part 42, a lower secondary latch pull strap 43, and a lower secondary latch anti-detachment protrusion 44 arranged sequentially. The first latching part 41 of the lower secondary latch is used to latch with the fourth latching hole on the second latching seat, the second latching part 42 of the lower secondary latch is used to latch with the third latching hole on the second mounting base 216, the lower secondary latching pull strap 43 is slidably engaged with the third latching hole on the second mounting base 216, and the lower secondary latching pull strap 43 and the lower secondary latching anti-detachment protrusion 44 are housed in the second chamber. In actual use, the locking force between the first locking part 41 of the lower secondary buckle and the fourth locking hole is greater than the locking force between the second locking part 42 of the lower secondary buckle and the third locking hole. In other words, the pull-out force between the first locking part 41 of the lower secondary buckle and the fourth locking hole is greater than the pull-out force between the second locking part 42 of the lower secondary buckle and the third locking hole. When a car collision occurs, the second locking part 42 of the lower secondary buckle disengages from the third locking hole first, and the lower secondary buckle pull strap 43 slides with the third locking hole. The lower secondary buckle anti-disengagement protrusion 44 prevents the lower secondary buckle pull strap 43 from completely disengaging from the third locking hole.

[0060] In some embodiments, such as Figure 9 As shown, the lower part of the backrest panel 2 is connected to the backrest body 1 via a mounting structure. Firstly, the mounting structure is easy to assemble. Secondly, it limits the position of the lower part of the backrest panel 2, allowing the backrest panel 2 to rotate and detach around the mounting structure, thus ensuring smooth detachment. As a specific example, the mounting structure includes a curtain 5 fixedly connected to the backrest panel 2 at its rear end and an elastic pressure plate that detachably and fixedly connects the front end of the curtain 5 to the backrest frame 11 or other parts of the seat frame.

[0061] In some embodiments, the backrest panel 2 includes a flexible portion and a rigid portion, with the rigid portion surrounding the flexible portion. By employing the above-described solution, the flexible portion can mitigate or even eliminate the increased risk of injury to occupants from the rigid backrest panel 2. In specific implementations, the flexible portion can be made of flexible materials such as leather or fabric. As a specific example, the flexible portion is a soft cover 22, and the rigid portion is an injection-molded rigid backrest panel 21. A hollow portion is provided in the center of the rigid backrest panel 21, and the soft cover 22 is fixed in the hollow portion. The soft cover 22 is surrounded by the rigid backrest panel 21. The flexible cover and the rigid backrest panel 21 are fixedly connected by welding studs on the back of the rigid backrest panel 21, and the rigid backrest panel 21 presses down on the soft cover 22, thereby achieving both the desired shape of the backrest panel 2 and effectively reducing the risk of injury to the human body from the backrest panel 2.

[0062] As a specific example, the backrest panel 2 or rigid backrest panel 21 adopts an integral injection molding structure. The backrest panel 2 or rigid backrest panel 21 includes a backrest body 211, a first mounting base 212 and a second mounting base 216. The first mounting base 212 and the second mounting base 216 are integrally formed with the backrest body 211.

[0063] During a car collision, the soft cover 22 on the seat back can reduce the invasive injury to the human body caused by the backrest panel 2. At the same time, when it intrudes into a certain preset limit condition, the backrest panel 2 can preferentially detach from the backrest frame 11, thereby further reducing the invasive injury to the human body caused by the backrest panel 2. Furthermore, since there is an anti-detachment structure between the backrest panel 2 and the backrest frame 11, the backrest panel 2 can be prevented from falling off, thus preventing the backrest panel 2 from causing secondary injury to the rear passengers.

[0064] Taking a certain project as an example, such as Figure 10 and Figure 11 As shown, a crash test was conducted on a car using a conventional seat back. During the collision, the acceleration curve A of the seat back exhibited two peaks: the first peak was 10 m / s² (68 ms), and the second peak was 13.46 m / s² (136 ms). At the second peak of 13.46 m / s² (136.2 ms), the standard dummy 6 continued to move backward, but during the acceleration decrease phase, the headrest acceleration decreased rapidly. However, the chest acceleration of the standard dummy 6 was difficult to decrease rapidly due to the penetration of the backrest panel 2. At this point, the head and chest shear force (NIC) reached its maximum.

[0065] A crash test was conducted on a vehicle using the seat backrest proposed in this application. During the crash, the acceleration curve B of the seat backrest exhibited two peaks, which were lower than the two peaks of acceleration curve A. At the second peak of acceleration curve B, the chest acceleration of standard dummy 6 continued to decrease, resulting in a significant reduction in the head and chest shear force on standard dummy 6, thereby significantly reducing the neck injury value. In other words, by adopting the seat backrest proposed in this application, the safety performance of the vehicle can be improved, the NIC score can be increased, and consequently, the whiplash score can be improved.

[0066] The present invention also proposes an automobile comprising a seat back as described in any of the preceding claims. In a specific implementation, the seat back is applied to the front seats or the middle seats of the automobile.

[0067] The present invention also proposes a design method for designing a seat backrest according to any of the above-mentioned features, comprising the following steps:

[0068] S100: Based on the preliminary design of standard dummy 6 and seat back, a simulation analysis model is established. The disengagement force of multiple snap-fit ​​structures in the snap-fit ​​structure group is used as a variable, and the peak value of the neck injury of standard dummy 6 is used as the output result to conduct a collision simulation analysis of the seat back.

[0069] S200: Based on the results of the collision simulation analysis, determine the range of disengagement force of multiple snap-fit ​​structures in the snap-fit ​​structure group when the peak of the neck injury value of the standard dummy 6 meets the design target;

[0070] S300: Based on the range of release force, determine the design scheme of multiple snap-fit ​​structures in the snap-fit ​​structure group.

[0071] As a specific example, determining the design scheme of multiple snap-fit ​​structures in a snap-fit ​​structure group includes the following steps: setting the release force of the upper snap-fit ​​structure in two adjacent snap-fit ​​structures in the snap-fit ​​structure group to be greater than the release force of the lower snap-fit ​​structure in two adjacent snap-fit ​​structures in the snap-fit ​​structure group.

[0072] Using the above technical solution, a seat backrest with higher safety performance can be designed. In specific implementation, a standard dummy is used, and the latching force of multiple latching structures in the latching structure group is set as variable X. The latching force is set with different gradients increasing in increments of (X+1)N. CAE analysis is performed using different gradient latching forces to verify the NIC peak variation curve. The calculation formula is derived based on the NIC peak variation curve. The latching force range of multiple latching structures in the latching structure group is determined based on the calculation formula and design objectives. The specific values ​​of the latching forces of multiple latching structures in the latching structure group are determined based on the optimal value of the waveform variation of the NIC peak variation curve.

[0073] In some embodiments, S300 includes the following steps: selecting the structure of the secondary snap-fit ​​used by multiple snap-fit ​​structures in the snap-fit ​​structure group based on the range of the release force, and designing the size of the snap-fit ​​holes on the backrest back panel 2 and the backrest body 1 for snapping with the secondary snap-fit ​​based on the structure of the secondary snap-fit.

[0074] In some embodiments, the design method further includes the following steps:

[0075] S400: Based on the design scheme of multiple snap-fit ​​structures in the snap-fit ​​structure group, a sample seat back is manufactured. The sample seat back undergoes real-vehicle crash testing. If the real-vehicle crash test does not meet the design goals, the dimensions of the snap-fit ​​holes used for engaging with the secondary snap-fit ​​in the multiple snap-fit ​​structures in the snap-fit ​​structure group are adjusted, and a new sample seat back is manufactured for real-vehicle crash testing until the real-vehicle crash test meets the design goals. In practical implementation, the pull-out force (snap-fit ​​force) between the secondary snap-fit ​​and the snap-fit ​​hole can be adjusted by adjusting the size of the snap-fit ​​hole, which is easy to adjust and provides convenience for seat back design and redesign. The size of the snap-fit ​​hole can be adjusted by changing the injection mold insert, which is easy to implement.

[0076] In some embodiments, the design method further includes the following steps:

[0077] S500: Check the appearance quality of the seat back sample that meets the design target in the actual vehicle crash test. When the gap or surface difference between the backrest panel 2 and the backrest body 1 of the seat back sample is greater than the preset value, adjust the backrest foam 12 of the backrest body 1 until the gap or surface difference between the backrest panel 2 and the backrest body 1 of the seat back sample is not greater than the preset value.

[0078] This application proposes a seat back that can meet both high seat safety requirements and high requirements for seat back panel design. In a car collision, the backrest panel 2 can enhance the protection of the driver and passengers through primary detachment, without causing secondary injuries to the drivers and passengers if the backrest panel 2 completely detaches. At the same time, the clamping force of the primary detachment of the backrest panel 2 can be easily adjusted according to the actual collision requirements, thereby finding the optimal solution to the contradiction between the backrest panel 2 design and collision requirements.

[0079] The seat backrest proposed in this application can reduce head and chest shear stress (NIC), thereby improving the safety performance of the seat backrest, which can improve the whiplash test score and help meet the vehicle's regulatory protection score requirement of 4.5 points.

[0080] Meanwhile, the seat backrest proposed in this application reduces the restrictions on the shape of the seat backrest, which can better meet the shape intention of the car seat, help improve the human-machine space requirements, help increase the rear knee space, and thus improve the overall comfort of the vehicle.

[0081] Compared with existing technologies, the seat backrest proposed in this application has the following characteristics: The seat backrest can meet the styling requirements of a hard backrest panel 21 in high-end vehicles, helping to improve rear legroom. The backrest panel 2 is easy to install, requiring no special requirements for the backrest frame 11. The cost of improving safety performance and crash test scores is low. The detachment force can be adjusted by adjusting the secondary clips, allowing the backrest panel 2 to better absorb energy and avoid injury to the human body, thus achieving the five-star crash test's human intrusion requirements. The secondary clips prevent the backrest panel 2 from completely detaching, avoiding secondary injuries to rear passengers.

[0082] In the description of this application, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "top," and "bottom," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0083] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, in the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0084] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention. In the description of this specification, the reference to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., means that a specific feature, structure, material, or characteristic associated with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. Furthermore, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

Claims

1. A seat backrest, characterized in that, Includes a backrest body and a backrest back panel, wherein an anti-detachment structure and a snap-fit ​​structure are provided between the backrest body and the backrest back panel; The backrest panel is fixedly connected to the backrest body by the snap-fit ​​structure assembly, which is configured to release the snap-fit ​​when the user applies a backward force to the backrest of the seat exceeding a preset threshold. When the locking structure assembly is disengaged due to the user's backward force applied to the seat back exceeding a preset threshold, the anti-detachment structure movably connects the backrest panel and the backrest body to prevent the backrest panel from detaching from the backrest body. The snap-fit ​​structure group includes multiple snap-fit ​​structures arranged sequentially at intervals in the vertical direction. Among two adjacent snap-fit ​​structures in the snap-fit ​​structure group, the snap-fit ​​structure located on the upper side has a greater release force than the snap-fit ​​structure located on the lower side.

2. The seat backrest according to claim 1, characterized in that, The snap-fit ​​structure group includes two snap-fit ​​structures.

3. The seat backrest according to claim 1, characterized in that, The snap-fit ​​structure includes two snap-fit ​​structure units arranged at intervals in the left-right direction.

4. The seat backrest according to claim 3, characterized in that, The snap-fit ​​structure unit includes a first mounting part, a second mounting part, and a connecting buckle that snaps the first mounting part and the second mounting part together. The first mounting part and the second mounting part are respectively disposed on the backrest body and the backrest back panel.

5. The seat backrest according to claim 4, characterized in that, The connecting buckle is a two-stage buckle.

6. The seat backrest according to claim 5, characterized in that, The secondary buckle includes a first buckle part, a second buckle part, and an anti-detachment part arranged sequentially. The first buckle part is engaged with the first mounting part, the second buckle part is engaged with the second mounting part, and the anti-detachment part is connected to the second mounting part. When the second buckle part is disengaged from the second mounting part, the secondary buckle is movably connected to the first mounting part and the second mounting part to prevent the backrest panel from detaching from the backrest body.

7. The seat backrest according to claim 6, characterized in that, The anti-detachment part includes an anti-detachment protrusion and a pull strap. The pull strap is connected between the anti-detachment protrusion and the second buckle part. In the vertical direction, the pull strap of the upper secondary buckle is longer than that of the lower secondary buckle.

8. The seat backrest according to claim 1, characterized in that, The backrest panel is provided with a plurality of forward-protruding parts, and the positions of the plurality of snap-fit ​​structures in the snap-fit ​​structure group in the vertical direction are respectively arranged to correspond to the positions of the plurality of forward-protruding parts in the vertical direction.

9. The seat back according to claim 1, characterized in that, The lower part of the backrest panel is connected to the backrest body via a hanging structure.

10. The seat back according to claim 1, characterized in that, The backrest panel includes a flexible part and a rigid part, with the rigid part surrounding the flexible part.

11. A car, characterized in that, Includes the seat back as described in any one of claims 1-10.

12. A design method for designing a seat back as described in any one of claims 1-10, comprising the following steps: Using the disengagement force of multiple snap-fit ​​structures in the snap-fit ​​structure group as variables and the peak value of neck injury as the output result, a collision simulation analysis is performed on the seat back. Based on the results of the collision simulation analysis, the range of the disengagement force of multiple snap-fit ​​structures in the snap-fit ​​structure group is determined when the peak of the neck injury value meets the design target. Based on the range of the release force, the design schemes of multiple snap-fit ​​structures in the snap-fit ​​structure group are determined.

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