Automobile seat cross beam with crumple structure, system and automobile

Abstract

The invention discloses an automobile seat cross beam with a crumple structure, a system and an automobile, and relates to the technical field of automobile crash safety. A left front seat rear cross beam body and a right front seat rear cross beam body are connected through a connecting plate to form an integral structure; the connecting plate and the left front seat rear cross beam body and the connecting plate and the right front seat rear cross beam body are each of a failure-capable connecting structure capable of being fractured or separated under the set load, and when acting force exceeds a preset threshold value in the lateral collision process, connecting points are disconnected so as to release the crumple freedom degree; a guide groove extending in the Y direction is formed in the connecting plate, guide pins matched with the guide groove are arranged on the left front seat rear cross beam body and the right front seat rear cross beam body, a sliding guide mechanism is formed, and the cross beam is allowed to move relatively in the direction of the guide groove after connection fails. According to the structure, under the synergistic effect of the guide groove and the guide pin, the collision side cross beam drives the seat to directionally move towards the non-collision side, and the living space of the chest and pelvis area of a passenger is effectively enlarged.

Description

Technical Field

[0001] This invention relates to the field of automotive collision safety technology, and in particular to an automotive seat crossbeam with a collapsible structure, a system, and an automotive. Background Technology

[0002] In modern automotive passive safety design, side pole impact (SPO) is a key test scenario for assessing occupant intrusion and survival space retention, and has been incorporated into multiple international evaluation systems, such as Euro NCAP, C-NCAP, and ASEAN NCAP. To improve vehicle protection in SPOs, current mainstream technologies focus on strengthening the vehicle body structure, including enhancing B-pillar strength, optimizing sill beam load transmission paths, and using high-strength materials to improve overall crashworthiness. Furthermore, in terms of restraint systems, side airbags and side curtain airbags are widely deployed to reduce occupant injury through soft cushioning. Regarding seat crossbeam structures, existing solutions fall into two categories: one is a split-type rear seat crossbeam design used in traditional gasoline vehicles and plug-in hybrid models, with a central connecting plate for structural transition; however, this structure is prone to local instability under strong impacts, affecting lateral load transfer efficiency. The other is a through-type integrated seat crossbeam used in electric vehicle platforms, spanning the left and right sills, effectively improving structural continuity and rigidity, suitable for flat-floor architectures without driveshafts, and already applied in many new energy vehicle models. The aforementioned technical measures constitute the basic framework for current vehicle side collision protection and, to a certain extent, improve the safety level of drivers and passengers.

[0003] However, the aforementioned existing technologies still have significant limitations: on the one hand, split crossbeams may cause structural instability or stress concentration if the connection strength in the central tunnel area is insufficient or the stiffness is too high, making it difficult to balance lightweighting and stability; on the other hand, while integrated crossbeams improve rigidity, they lack a controllable deformation mechanism under severe side-pillar impacts, causing B-pillar intrusion to be directly transmitted to the occupant's torso, failing to effectively mitigate impact energy. Furthermore, existing designs generally do not consider "active avoidance" strategies, i.e., guiding the seat assembly towards the non-collision side during compression to increase survival space and reduce the risk of injury. In addition, crossbeam structures have poor versatility, requiring the redevelopment of connection interfaces and support layouts for different vehicle models, resulting in long development cycles and high costs. Summary of the Invention

[0004] This invention provides an automotive seat crossbeam assembly with a collapsible structure. This invention solves the technical problems of existing vehicles in side pole collisions where the rigid connection of the seat crossbeam results in large B-pillar intrusion and limited occupant survival space, and the inability of traditional split or through-type crossbeams to balance structural stability under normal working conditions and energy absorption capacity during collisions.

[0005] To achieve the above objectives, this application adopts the following technical solution: This application provides an automotive seat crossbeam assembly with a collapsible structure, comprising: a left front seat rear crossbeam body and a right front seat rear crossbeam body connected by a connecting plate to form an integral structure. The connecting plate and the left and right front seat rear crossbeam bodies are both designed to be able to break or separate under a set load. During a side collision, when the force exceeds a preset threshold, the connection point breaks to release the collapsible degree of freedom. A guide groove extending along the Y direction is provided on the connecting plate, and guide pins that cooperate with the guide groove are provided on the left and right front seat rear crossbeam bodies to form a sliding guide mechanism, allowing the crossbeams to move relative to each other along the direction of the guide groove after the connection fails. A collapsible distance is reserved in the Y direction between the left and right crossbeam bodies and the connecting plate to maintain structural integrity under normal working conditions and to enable the collision-side crossbeam to drive the seat to translate to the non-collision side when a side pole collision occurs.

[0006] In some embodiments, the failable connection structure is a spot weld, continuous weld, or bolt connection, with a connection strength of 10kN to 15kN.

[0007] In some embodiments, there are two guide pins, which are respectively disposed on the left front seat rear crossbeam body and the right front seat rear crossbeam body.

[0008] In some embodiments, the guide groove is provided on the upper surface of the connecting plate, extends along the Y direction, and has a U-shaped or T-shaped cross section for sliding engagement with the guide pin.

[0009] In some embodiments, the guide groove is straight or arc-shaped, and the radius of curvature of the arc segment is not less than 50 mm.

[0010] In some embodiments, the Y-direction pre-reserved crumple distance between the front seat rear crossbeam body and the right front seat rear crossbeam body and the connecting plate is 30–60 mm, serving as a crumple buffer space.

[0011] In some embodiments, the left front seat rear crossbeam body and the right front seat rear crossbeam body form a modular unit through a connecting plate and a sliding guide mechanism.

[0012] In some embodiments, the opposite ends of the left front seat rear crossbeam body and the right front seat rear crossbeam body are both processed into a gradually changing arc structure, with the upper end remaining flat and the lower end being an arc transition zone with a curvature radius R = 15–30 mm.

[0013] In some embodiments, the connecting plate is a sliding sleeve structure, the inner cavity size of which matches the outer contour of the crossbeam body, and is sleeved on the ends of the left front seat rear crossbeam body and the right front seat rear crossbeam body.

[0014] In some embodiments, it also includes: A locking mechanism is provided at the connection point, wherein the locking mechanism is an electromagnetic release module or a shape memory alloy actuator; An electrically controlled unlocking device is installed in a potentially failable connection structure; the electrically controlled unlocking device drives the locking mechanism to actively release the rigid constraint at the connection plate; The collision prediction module is used to output a pre-unlock signal to the electronically controlled unlocking device before a collision.

[0015] Secondly, the present invention provides a side-impact safety system for automobiles, including a B-pillar reinforcement structure, a door sill inner panel, a seat assembly, and the aforementioned car seat crossbeam assembly with a collapsible structure.

[0016] Thirdly, the present invention provides an automobile, characterized in that it includes the automobile seat beam assembly with a collapsible structure.

[0017] Compared with the prior art, this application has the following beneficial effects: This invention integrates the rear crossbeams of the left and right front seats via connecting plates and incorporates a fail-safe connection structure. While maintaining structural rigidity under normal driving conditions, it actively decouples and triggers a crumple mechanism when the lateral impact reaches a critical load (e.g., 12kN) during a side pole collision. Through the coordinated action of guide grooves and guide pins, this structure enables the collision-side crossbeam to drive the seat towards the non-collision side, with a maximum displacement exceeding 50mm. This effectively increases the survival space for the occupant's chest and pelvic region, resulting in a measured reduction of occupant injury indicators of over 30%. Simultaneously, the Y-axis pre-reserved crumple distance combined with a multi-stage energy absorption design improves energy dissipation efficiency. The entire crossbeam assembly adopts a modular design, requiring only adjustments to the crossbeam length to adapt to different vehicle platforms, significantly shortening the development cycle. Compared to traditional rigid crossbeams, this solution represents a leap from "passive collision resistance" to "active avoidance," offering higher safety and flexibility.

[0018] Furthermore, a gradually changing arc structure is designed at the end of the crossbeam, combined with a sliding connecting plate to achieve smooth stress transfer, significantly reducing local stress concentration and improving the consistency of initial deformation. The connecting plate, acting as an external sliding sleeve wrapping around the end of the crossbeam, can still provide guiding support after failure, ensuring that the crossbeam slides stably along the preset path and avoiding deflection or jamming.

[0019] Other advantages, objectives and features of this application will be set forth in part in the description which follows; and in part will be apparent to those skilled in the art upon examination of the following description; or may be learned from practice of this application. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of seat assembly provided in an embodiment of this application; Figure 2A front view of the rear crossbeam assembly of the seat provided in an embodiment of this application; Figure 3 Top view of the rear crossbeam assembly of the seat provided in the embodiments of this application; In the diagram, 1. Door sill inner panel; 2. Seat; 3. Rear seat crossbeam assembly; 4. Left front seat left rear mounting bracket; 5. Left front seat rear crossbeam body; 6. Left front seat right rear mounting bracket; 7. Connecting plate; 8. Right front seat rear crossbeam body; 9. Right front seat left rear mounting bracket; 10. Right front seat right rear mounting bracket; 11. First guide pin; 12. Second guide pin; 13. Guide groove; 14. Arc structure. Detailed Implementation

[0021] The technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. The components of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following drawings indicate similar items; therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. Furthermore, in the description of this application, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0022] The purpose of this invention is to design a novel seat crossbeam that combines structural stability and controllable crumple zone, ensuring sufficient rigidity during normal driving and triggering directional displacement upon reaching critical collision conditions, thereby achieving synergistic optimization of energy absorption and spatial reconfiguration. This technical solution should be modular, support multi-platform adaptation, and meet the comprehensive needs of vehicle manufacturers for safety, economy, and scalability.

[0023] Therefore, in combination Figures 1 to 3This invention provides a car seat crossbeam assembly with a collapsible structure. The crossbeam assembly is installed between the vehicle door sills to support the front seats 2 and transmit lateral loads. It is characterized by comprising: a left front seat rear crossbeam body 5 and a right front seat rear crossbeam body 8 connected by a connecting plate 7 to form an integral structure. The connecting plate 7 and each crossbeam body employ a fail-safe connection method that can break or separate under a set load. During a side collision, when the force exceeds a preset threshold, the connection point breaks to release the collapsible degree of freedom. The connecting plate 7 is provided with a guide groove 13 extending along the Y direction. The left front seat rear crossbeam body 5 and the right front seat rear crossbeam body 8... The upper part is equipped with guide pins, including a first guide pin 11 and a second guide pin 12, which constitute a sliding guide mechanism, allowing the crossbeam to move relative to the guide groove 13 after the connection fails; the left and right crossbeam bodies and the connecting plate 7 are reserved with a crumple distance in the Y direction to maintain the structural integrity under normal working conditions, and realize the collision side crossbeam to drive the seat 2 to the non-collision side to translate when a side pillar collision occurs, thereby increasing the occupant survival space and slowing down the B-pillar intrusion speed; the connection between the crossbeam body and the connecting plate 7 is a welding or bolt connection, and the connection strength is designed to be controlled within the range of 10kN to 15kN to ensure reliable triggering of the crumple action under typical side pillar collision impact.

[0024] In existing technologies, traditional gasoline-powered vehicles often employ a split-seat, two-beam structure connected by a central channel. This connection area is prone to stress concentration due to abrupt changes in stiffness, leading to local buckling instability and affecting the continuity of the lateral force transmission path. While electric vehicles use a through-beam to improve overall stiffness, it is a fully rigid connection and cannot actively absorb energy or adjust its position under strong lateral impacts. B-pillar intrusion directly transmits energy to the passenger compartment, resulting in a high risk of chest and pelvic injuries. Furthermore, existing structures generally lack motion guidance mechanisms, leading to disordered deformation and problems such as rollover and jamming. To address these issues, this invention proposes a novel beam assembly with "controllable fracture—directional slip—gradual guidance" functions, balancing daily load-bearing strength with collision response flexibility, overcoming the limitations of passive impact resistance design.

[0025] The specific implementation is as follows: The left front seat rear crossbeam body 5 and the right front seat rear crossbeam body 8 are made of 2000MPa grade hot-formed steel (such as Usibor 2000), cold-stamped and heat-treated, then bent into a U-shaped cross-section structure with a wall thickness of 1.6mm, a width of 60mm, and a height of 70mm. The connecting plate 7 is made of Q345B steel plate with a thickness of 2.0mm, and its length is set to 1500–1800mm according to the vehicle platform. The inner cavity of the connecting plate 7 is a sliding sleeve structure, and its inner contour matches the outer diameter of the end of the crossbeam, with the gap controlled within 0.2mm to ensure assembly accuracy and smooth sliding. The connection between the crossbeam body and the connecting plate 7 is made of high-strength bolts (M10×1.5, 8.8 grade carbon steel) or laser welding. The connection strength is calibrated to 12kN through CAE simulation, which can stably trigger fracture under a side pole impact condition of 64km / h. Both the first guide pin 11 and the second guide pin 12 are Φ12mm alloy steel shafts, installed at the end of the crossbeam body, with chrome-plated surfaces and a friction coefficient ≤0.15. The guide groove 13 is located on the upper surface of the connecting plate 7, with a depth of 15mm and a U-shaped cross-section, supporting a combination design of straight and curved segments, with the radius of curvature of the curved portion not less than 50mm. The Y-axis pre-reserved collapsing distance is 45mm, corresponding to the effective stroke of the guide groove 13. In practical applications, the material can be replaced with an aluminum alloy + carbon fiber composite structure, and the connection method can adopt riveting or adhesive welding integrated process.

[0026] Preferably, such as Figure 2 and Figure 3 As shown, the opposite ends of the crossbeam body are machined into arc structures 14, with the upper end remaining flat and the lower end being a continuous curvature transition area. The connecting plate 7 is fitted onto the outer side of the end of the crossbeam as a sliding sleeve structure, and a fail-safe connection is achieved by welding or bolting. When the connecting structure fails, the left front seat rear crossbeam body 5 and the right front seat rear crossbeam body 8 move relative to each other under the guidance of the sliding sleeve structure and the sliding guide mechanism, completing the controllable collapse action.

[0027] In terms of working principle, in the initial state, the crossbeam forms an integral structure through the connecting plate 7, supporting the seat 2 and transmitting lateral loads. When the vehicle is hit by a side pillar, the inner sill plate 1 pushes the crossbeam on the collision side to be compressed. The load is transmitted to the connecting area through the arc end. As the pressure increases, when the lateral force exceeds 12kN, the bolt connection or weld breaks first, releasing the rigid constraint. At this time, the crossbeam on the non-collision side remains fixed and becomes the fulcrum. The crossbeam on the collision side slides along the Y direction under the guidance of the first guide pin 11, the second guide pin 12 and the guide groove 13, driving the entire seat 2 assembly to move into the vehicle, keeping the occupant away from the B-pillar intrusion path. The sliding sleeve structure provides continuous guiding support to prevent the structure from detaching or jamming until it collapses into place and dissipates energy.

[0028] After adopting this structure, the measured B-pillar intrusion was reduced by 32%; the arc structure 14 significantly alleviated stress concentration and improved fatigue life by more than 3 times compared with the right angle transition; the sliding sleeve connecting plate 7 maintained mechanical guidance after failure, improving the stability of the collapse process; the modular design supports quick model changeover to adapt to different wheelbase platforms; the whole device does not require additional drive components and relies entirely on collision excitation for adaptive response, resulting in high reliability and low maintenance cost.

[0029] The connection structure consists of high-strength bolts, spot welding, or continuous welding, with the connection strength controlled between 10kN and 15kN.

[0030] In existing technologies, if the connection strength is too low, it is prone to premature failure under normal bumps; if it is too high, it cannot decouple in time during side-pillar collisions. Therefore, this invention sets 10–15 kN as a reasonable range, balancing stability under normal operating conditions and collision response sensitivity. High-strength bolts are selected in M10×1.5 specification, grade 8.8, with a shear resistance of 14 kN for a single connector; spot welding uses laser welding, with a weld diameter of 3 mm and a penetration depth of 1.5 mm, arranged with 4 welds on each side, and a total load capacity of approximately 12 kN. The connection structure is located in the overlap area between the crossbeam and the connecting plate 7, and the distribution density is optimized through finite element analysis to ensure uniform stress. In practical applications, SPR self-piercing riveting or adhesive bonding can be used instead of welding.

[0031] This connection method achieves "critical failure" control, maintaining rigidity before reaching the threshold and precisely disconnecting in the event of a collision.

[0032] It ensures the consistency and repeatability of structural response, making it suitable for mass production and consistency verification.

[0033] When the lateral pressure exceeds 12kN, the connection structure will break first, triggering the collapse mechanism.

[0034] To precisely control the initiation of collapse, a critical threshold of 12 kN was set. This value was determined based on the CNCAP standard 64 km / h side-pole impact test and falls within the typical impact load range. LS-DYNA simulations show that when the lateral load reaches 12 kN, the weld enters the plastic stage and fractures rapidly, with an error window of ±0.5 kN. The control system can monitor the stress level at the connection point in real time using strain gauges to help determine whether the collapse stage has begun. In practical applications, the threshold can be dynamically adjusted according to the vehicle's weight and speed rating. This failure threshold design ensures that the collapse action only initiates under truly dangerous conditions, avoiding false triggering. This improves system safety and reliability, meeting functional safety objectives.

[0035] Optionally, two guide pins are used: a first guide pin 11 and a second guide pin 12, respectively located on the left and right front seat rear crossbeam bodies 8, and made of alloy steel. The first guide pin 11 and the second guide pin 12 are made of 40CrNiMoA alloy steel, with a hardness of HRC32-36 after heat treatment, exhibiting high toughness and wear resistance. The two pins are symmetrically arranged at the ends of the left and right crossbeams, inserting into the guide grooves 13 on the connecting plate 7 to form a sliding pair. The pin shaft is 50mm long, with an effective mating section of 40mm, and both ends are chamfered for easy installation. During the collapse process, the first guide pin 11 and the second guide pin 12 slide along the guide grooves 13, restricting displacement in the X / Z directions and allowing only movement in the Y direction. In practical applications, the first guide pin 11 and the second guide pin 12 can be replaced with stainless steel or titanium alloy, or sensors can be integrated for displacement monitoring. This guiding mechanism enables controllable motion trajectory, preventing structural deflection or jamming. It improves the stability of the collapse process and ensures the structural integrity of the passenger compartment.

[0036] Optionally, such as Figure 2 and Figure 3 As shown, the guide groove 13 is located on the upper surface of the connecting plate 7, with a U-shaped or T-shaped cross-section, for sliding engagement with the first guide pin 11 and the second guide pin 12. The guide groove 13 is machined onto the upper surface of the connecting plate 7. The U-shaped groove is 13mm wide and 15mm deep, with guide surfaces on both sides; the T-shaped groove is used to enhance anti-disengagement capability and is suitable for large displacement scenarios. The inner wall of the groove is coated with polytetrafluoroethylene, reducing the coefficient of friction to below 0.08. The guide groove 13 is 50mm long, matching the Y-axis collapse distance. In practical applications, the guide groove 13 can be replaced by an embedded guide rail module instead of being machined as a whole, facilitating replacement and maintenance. This structure provides low-damping, high-precision sliding conditions, ensuring smooth guiding. It avoids slippage interruption due to excessive friction, improving the consistency of system response.

[0037] Optionally, the guide groove 13 can be straight or curved, with the radius of curvature of the curved segment not less than 50mm to avoid movement jamming. Straight guide grooves 13 are suitable for most passenger car platforms, ensuring the translational direction is consistent with the vehicle's lateral direction; curved guide grooves 13 are used for SUV or MPV platforms, with a radius of curvature R ≥ 50mm. Through CAD fitting of the vehicle's intrusion path design, the seat 2's movement direction avoids obstacles such as the battery pack or center console. CAE simulations show that when the radius of curvature is less than 50mm, the local contact stress exceeds the material's yield strength, causing wear or jamming of the first guide pin 11 and the second guide pin 12. In practical applications, an adaptive guide path can be generated based on the vehicle's topology. The curved guide design better fits real-world obstacle avoidance needs, improving space utilization. It enables intelligent path planning and supports personalized safety strategies. A Y-axis crumple zone distance of 30–60mm is reserved as a buffer travel during the collision process.

[0038] The crumple zone refers to the sliding space reserved on both sides of the connecting plate 7 for the left and right crossbeams, typically set at 45mm, corresponding to the length of the guide groove 13. This distance is achieved by adjusting the overlap length between the crossbeam and the connecting plate 7 and is a key parameter determining the translational range of the seat 2. Experiments show that a distance of 30mm or more can effectively reduce the risk of chest intrusion, with 60mm as the upper limit; any greater than that would encroach on cabin space. In practical applications, the maximum displacement can be controlled by adding limit blocks. This crumple zone provides occupants with active avoidance capabilities, breaking through the traditional "hard-hitting" logic. Actual measurements show a reduction of over 25% in the average values ​​of head and torso injury indicators, significantly improving safety margins.

[0039] Optionally, the reserved gap allows the crossbeam to undergo controllable translation under pressure, moving seat 2 and the occupant away from the B-pillar intrusion area. In the event of structural failure, the non-collision side crossbeam forms a fulcrum through the first guide pin 11, the second guide pin 12, and the guide groove 13 system. The collision side crossbeam slides along the Y-axis under sill pressure, pulling seat 2 inwards. Taking the driver's side as an example, after the left crossbeam breaks under pressure, the right side remains connected, and the left crossbeam moves 45mm into the passenger compartment, increasing the distance between the occupant and the B-pillar, reducing rib compression and spinal shear force. In practical applications, the backrest angle can be adjusted synchronously in conjunction with the seat 2 frame linkage mechanism. This translation mechanism effectively reconstructs the safety boundary of the passenger compartment, achieving "yielding protection." It increases the survival space in critical areas without increasing the overall vehicle weight.

[0040] Optionally, the rear crossbeam body 8 of the left / right front seats is made of high-strength steel or hot-formed steel with a yield strength ≥450MPa. The crossbeam body material is selected from DP590 duplex steel or 2000MPa grade hot-formed boron steel; the former is used in mid-range models, and the latter in high-end new energy platforms. The hot-formed steel is rolled, heated to 900°C, and then cooled under pressure to obtain ultra-high strength and good ductility. The crossbeam cross section is a closed rectangle to improve bending resistance. In practical applications, aluminum alloy extruded profiles or composite material laminate structures can also be used.

[0041] High-strength materials ensure the initial structural stiffness and suppress unexpected deformation.

[0042] It combines high load-bearing capacity with controllable crumple capability in collisions, achieving a performance balance.

[0043] The left / right front seat rear crossbeam body 8 is fixed to the inner door sill plate 1 by the mounting bracket to ensure accurate positioning.

[0044] The left front seat right rear mounting bracket 4 and the right front seat left rear mounting bracket 9 are L-shaped supports, formed by bending high-strength steel plates. The crossbeam body is secured to the inner door sill plate 1 using M10 bolts. The mounting hole tolerance is controlled within ±0.2mm, supporting automated tightening equipment. The mounting brackets are bolted to the vehicle body with a torque set at 45 N·m and equipped with anti-loosening washers. In practical applications, the mounting brackets can integrate guide pins for quick installation. This connection method ensures the crossbeam installation accuracy and long-term operational stability, preventing structural misalignment due to loosening and improving the overall vehicle assembly consistency.

[0045] By adjusting the Y-axis length of the left and right crossbeams, the system can adapt to vehicle platforms with different body widths. For compact sedans with a wheelbase of 1500mm, the Y-axis length of the crossbeam assembly is 1500mm; for SUV platforms with a wheelbase of 1750mm, it is extended to 1750mm; and for MPVs with a wheelbase of 1800mm or more, it can be extended to 1800mm.

[0046] Preferably, the connecting plate 7 features a standardized design, allowing platform switching to be completed simply by replacing the crossbeam body. All interfaces maintain uniform threaded hole positions and guide groove 13 dimensions, supporting modular production. In practical applications, the crossbeam body length can be prefabricated in various specifications for inventory and selected according to orders. This design achieves "one mold for multiple uses," significantly reducing mold investment and development costs. It supports enterprises' platform-based development strategies and shortens the R&D cycle.

[0047] Furthermore, the connection between the connecting plate 7 and the crossbeam body is modular, supporting rapid replacement and maintenance. The connecting plate 7 and the crossbeam body are detachable, facilitating repair and recycling. If slight deformation of the connecting plate 7 is found during after-sales inspection, it can be replaced individually without the need for complete scrapping. Modules are quickly assembled and adjusted using positioning holes and clamps, with an average replacement time of no more than 2 hours. In practical applications, an automatic locking structure can be designed for locking in non-collision conditions and unlocking after a collision. The modular design enhances production line flexibility and after-sales service efficiency.

[0048] More specifically, the connecting plate 7 is positioned between the right rear mounting seat 4 of the left front seat and the left rear mounting seat 9 of the right front seat. The right rear mounting seat 4 of the left front seat and the left rear mounting seat 9 of the right front seat can further limit the position of the connecting plate 7.

[0049] like Figure 2 and Figure 3As shown, the first guide pin 11 and the second guide pin 12 are embedded in the guide groove 13, restricting X / Z direction offset during collapse and allowing only Y-direction sliding. The first guide pin 11 and the second guide pin 12 form a sliding pair with the guide groove 13. When the pins slide within the groove, the lateral clearance is controlled within 0.3mm, and the vertical floating clearance is 0.5mm, ensuring free sliding only along the Y direction. LS-DYNA simulations show that the X-direction offset is less than 2mm and the Z-direction lift is <1.5mm, meeting the motion stability requirements. In practical applications, ball bearings or magnetic levitation guide units can be added. This guide mechanism effectively constrains the motion trajectory, preventing structural overturning or jamming, and improving the predictability and safety of the collapse action.

[0050] As a specific example, such as Figure 2 and Figure 3 As shown, in a car seat crossbeam assembly with a collapsible structure according to the present invention, the connecting plate 7 and the left front seat rear crossbeam body 5 and the right front seat rear crossbeam body 8 adopt a failure-prone connection structure that can break or separate under a set load. During a side collision, when the force exceeds a preset threshold, the connection point breaks to release the collapsible degree of freedom. A guide groove 13 extending in the Y direction is provided on the upper surface of the connecting plate 7, and a first guide pin 11 and a second guide pin 12 are provided on the left front seat rear crossbeam body 5 and the right front seat rear crossbeam body 8 to cooperate with it, forming a sliding guide mechanism. A Y-direction collapsible distance is reserved between the left and right crossbeam bodies and the connecting plate 7. Maintaining structural integrity under normal driving conditions, the crossbeam on the collision side allows the seat 2 to move towards the non-collision side during a side pillar impact, thereby increasing the occupant survival space and reducing the pressure of the B-pillar intrusion on the human body; the opposite ends of the crossbeam body are processed into a quarter-circle arc structure 14, with the upper end remaining flat and the lower end being a continuous curvature transition area. The connecting plate 7 is fitted onto the outer side of the end of the crossbeam as a sliding structure and is connected by welding or bolts to achieve a fail-safe connection; when the connection structure fails, the left front seat rear crossbeam body 5 and the right front seat rear crossbeam body 8 move relative to each other under the guidance of the sliding structure and sliding guide mechanism to complete the controllable collapse action.

[0051] In existing technologies, traditional gasoline-powered vehicles mostly adopt a split-type seat with two crossbeams, rigidly connected by a central channel. However, under side-pole impact conditions, this connection area is prone to local buckling instability due to stress concentration, leading to interruption of the force transmission path. Although electric vehicles use a through-type integrated crossbeam to improve overall rigidity, they lack an active energy absorption mechanism. Under strong impacts, energy is directly transferred to the passenger compartment, which actually exacerbates the risk of injury. In addition, existing structures generally lack motion guidance devices, resulting in disordered deformation processes and problems such as jamming and deflection. Therefore, there is an urgent need for a new type of seat with two crossbeams that combines initial rigidity and controllable crumple capability, which can ensure stability during daily operation and actively avoid collisions, thereby improving passive safety performance.

[0052] The specific implementation is as follows: The left front seat rear crossbeam body 5 and the right front seat rear crossbeam body 8 are made of 2000MPa grade hot-formed steel with a U-shaped closed structure, 1.6mm thick, 60mm wide, and 70mm high, possessing high bending strength and good energy absorption characteristics. The connecting plate 7 is stamped from Q345B steel plate, with a thickness of 2.0mm and a length of 1500–1800mm according to the platform setting. Its inner cavity is designed as a sliding sleeve structure, with the inner contour matching the outer diameter of the crossbeam body, and the gap controlled within 0.2mm to ensure assembly accuracy and smooth sliding. For ease of installation, the lower part of the sliding sleeve structure can be an open structure, ensuring that the clips are placed on the outside of the left front seat rear crossbeam body 5 and the right front seat rear crossbeam body 8.

[0053] The end of the crossbeam body near the connecting plate 7 is designed with a gradient structure: the lower end is machined into a quarter-circle transition section with a radius of curvature R=25mm, which is determined through finite element simulation optimization. This can effectively disperse stress and reduce the peak stress in the weld area by more than 30%; the upper end maintains a planar structure, which facilitates close fitting and installation with the internal fixing seat of the connecting plate 7 and ensures consistent contact area; this gradient structure is manufactured in an integrated manner through cold stamping and hot forming processes to avoid introducing weak links through splicing.

[0054] High-strength bolts (M10×1.5, 8.8 grade carbon steel) are used to connect the crossbeam body and the connecting plate 7. The load-bearing capacity of a single-sided connection is 12kN. The connection pair is equipped with anti-loosening washers and torque sensors to ensure assembly consistency. Laser welding can also be used, with a weld length of 80mm and a penetration depth of 1.8mm. The connection strength is calibrated to 12kN by CAE analysis, and it can stably trigger fracture under typical 64km / h side-column impact conditions. In practical applications, the connection method can be replaced by SPR self-piercing riveting or adhesive welding composite connection. This application embodiment does not limit this.

[0055] In terms of working principle, when the vehicle is driving normally, the left and right crossbeams form a complete support structure through the connecting plate 7, maintaining the lateral stiffness of the passenger compartment. When a side pole collision occurs, the inner sill plate 11 first compresses the collision-side crossbeam (such as the left side), causing the force in the connection area to rise rapidly. When the lateral pressure exceeds 12kN, the bolts shear and break or the welds tear, releasing the rigid constraint. At this time, the non-collision-side crossbeam remains connected, serving as a fulcrum. The collision-side crossbeam slides along the Y direction under the guidance of the first guide pin 11, the second guide pin 12, and the guide groove 13, with a maximum displacement of up to 50mm. The sliding connecting plate 7 provides continuous guiding support to prevent detachment or jamming. The seat assembly 2 moves synchronously with the crossbeam, moving the occupant away from the B-pillar intrusion path and significantly reducing the risk of injury.

[0056] This crumple structure represents a technological leap from "passive impact resistance" to "active yielding," balancing structural strength with collision response flexibility. The quarter-circle end effectively alleviates stress concentration and extends the fatigue life of the structure. The sliding sleeve structure retains its guiding function even after failure, improving motion reliability. The modular design supports rapid model changeover and is compatible with various vehicle platforms such as sedans, SUVs, and MPVs.

[0057] In practical engineering applications, platform reuse can be achieved by adjusting the Y-axis length of the crossbeam body. For example, 1500mm is used for compact cars, 1750mm for SUV platforms, and 1800mm for MPV platforms. The standardized design of the connecting plate 7 allows for modification by simply replacing the crossbeam body. In the design of the guide groove 13, the straight shape is suitable for standard wheelbase vehicles, while the curved guide groove 13 has a radius of curvature of not less than 50mm to avoid obstacles such as the center console or battery pack, achieving the optimal avoidance trajectory. In practical applications, the guide pin material can be stainless steel or chrome-plated alloy steel.

[0058] By employing this gradient structure and sliding sleeve connection method, the technical effects of controllable connection strength, uniform stress distribution, and stable motion path are achieved. Without increasing the system's mass, it achieves B-pillar intrusion buffering, improving the overall vehicle's side-impact safety level. Compared to traditional rigid connection beams, this solution reduces the occupant head and torso combined injury index (CPS) by more than 30% in CNCAP testing, demonstrating significant safety gains.

[0059] The present invention also provides a side impact safety system for automobiles, including a B-pillar reinforcement structure, a door sill inner panel 1, a seat assembly 2, and the collapsible seat beam assembly described in the present invention.

[0060] This system constructs a complete lateral protection chain: the B-pillar adopts a three-layer high-strength steel laminated structure (outer panel 1500MPa, middle panel 1200MPa, inner panel 980MPa) to improve intrusion resistance; the sill inner panel 1 is a closed cavity structure that works in conjunction with the crossbeam to transmit force; the seat 2 assembly is connected by a collapsible crossbeam, achieving overall translation during a collision; combined with side curtain airbags and pre-tensioned seat belts, it achieves multi-layered protection. In practical applications, collision prediction algorithms can be integrated to provide early warnings. This system achieves a leap from "local reinforcement" to "global avoidance," forming a comprehensive safety solution integrating structure, materials, and control.

[0061] This invention also provides an automobile, including the aforementioned automobile seat crossbeam assembly with a collapsible structure. The seat crossbeam with a collapsible structure provided by this invention is applicable to new energy vehicles, intelligent connected vehicles, or unmanned vehicles. In pure electric platforms, due to the absence of a driveshaft structure, the central tunnel space is larger, which is more conducive to the layout of the collapsible mechanism; in intelligent connected vehicles, the crossbeam constraint can be unlocked in advance in conjunction with a collision prediction system to achieve predictive safety response; in unmanned vehicles, the presence of the driver does not need to be considered, and the collapse path can be optimized to maximize the integrity of the passenger compartment. In practical applications, it can also be extended to special protective vehicles.

[0062] Based on the mechanical structure analysis of the aforementioned car seat crossbeam assembly with a collapsible structure, this application also provides a pre-collapse triggering mechanism based on collision prediction. Specifically, based on the collapsible seat 2 crossbeam assembly of this invention, a collision prediction module is introduced to achieve early identification of side collision risks. When the vehicle determines that there is a high-confidence risk of side pole collision, an electronically controlled unlocking device is installed in the failable connection structure. In addition, an electromagnetic release module or shape memory alloy driver is added to the original connection point to form an intelligent switching logic of "locking under normal working conditions - unlocking under critical conditions" in conjunction with the electronically controlled unlocking device. The electronically controlled unlocking device actively releases the locking mechanism at the connection plate 7 and enters the pre-collapse state in advance, thereby reducing the initial response delay and improving avoidance efficiency.

[0063] The specific solution of this application embodiment is as follows: millimeter-wave radar is arranged on the front and rear sides of the vehicle, and combined with the AEB system to monitor lateral moving objects in real time; when a moving obstacle is detected and the collision time TTC is <0.8 seconds and the confidence level is >90%, it is determined that a side pole collision is about to occur; a pre-unlocking command is sent to the crossbeam connection point of seat 2 to drive the electromagnetic bolt to disconnect or the hydraulic locking device to release, so that the connection structure is weakened in advance; entering the sliding stage, the guide mechanism guides the seat 2 to move as a whole; partial displacement has been achieved before the impact, further expanding the survival space.

[0064] Compared to the aforementioned mechanisms that only initiate crumple action after a collision, the pre-crunch triggering mechanism based on collision prediction intervenes in advance through external sensing, completing a pre-response within milliseconds and shortening the system's action lag time. By integrating radar data, onboard cameras, electronic rearview mirrors, and V2X vehicle-to-infrastructure (V2X) information, a multi-dimensional collision risk assessment model is constructed to avoid false triggering and ensure the reliability of safety strategies.

[0065] Therefore, this application can provide a pre-crushing control method for the seat 2 crossbeam based on collision prediction, on the basis of the intelligent control system of electric vehicles. This method includes a collision prediction module for outputting a pre-unlocking signal 0.5 to 1 second before a collision. The method involves: real-time acquisition of lateral environmental information via onboard radar or a V2X system to calculate the time to collision (TTC); generating a pre-unlocking command when the TTC is less than 0.8 seconds and the collision confidence is greater than 90%; the pre-unlocking command acts on the electronically controlled connection structure between the left / right front seat rear crossbeam body 8 and the connecting plate 7, causing it to release its rigid constraint in advance; subsequently, under actual impact, the collision-side crossbeam drives the seat 2 assembly to slide along the guide groove 13 towards the non-collision side in the Y direction, completing the reconstruction of the occupant compartment survival space.

[0066] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in this application, based on the technical solution and inventive concept of this application, should be included within the scope of protection of this application.

[0067] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

Claims

1. A car seat crossbeam assembly with a collapsible structure, characterized in that, include: The left and right front seat rear crossbeams are connected by a connecting plate to form an integral structure. The connecting plate and the left and right front seat rear crossbeams are designed to break or separate under a set load. During a side collision, when the force exceeds a preset threshold, the connection point breaks to release the crumple zone. The connecting plate has a guide groove extending in the Y direction, and the left and right front seat rear crossbeams are equipped with guide pins that cooperate with it, forming a sliding guide mechanism that allows the crossbeams to move relative to each other along the guide groove after the connection fails. A crumple zone is reserved in the Y direction between the left and right crossbeams and the connecting plate to maintain structural integrity under normal working conditions and to allow the crossbeams on the collision side to move the seat to the non-collision side when a side pole collision occurs.

2. The automotive seat beam assembly with crush structure of claim 1, wherein: The failure-prone connection structure is a spot weld, continuous weld, or bolt connection, with a connection strength of 10kN to 15kN.

3. The automotive seat beam assembly with crush structure of claim 1, wherein: There are two guide pins, which are respectively located on the left front seat rear crossbeam body and the right front seat rear crossbeam body.

4. The automotive seat beam assembly with crush structure of claim 1, wherein: The guide groove is located on the upper surface of the connecting plate, extends along the Y direction, and has a U-shaped or T-shaped cross section for sliding engagement with the guide pin.

5. The automotive seat crossbeam assembly with a collapsible structure according to claim 1, characterized in that: The guide groove is either straight or curved, and the radius of curvature of the curved segment is not less than 50mm.

6. The automotive seat crossbeam assembly with a collapsible structure according to claim 1, characterized in that: The Y-direction pre-reserved crumple distance between the front seat rear crossbeam body and the right front seat rear crossbeam body and the connecting plate is 30–60 mm, serving as a crumple buffer space.

7. The automotive seat crossbeam assembly with a collapsible structure according to claim 1, characterized in that: The left front seat rear crossbeam body and the right front seat rear crossbeam body are connected by a connecting plate and a sliding guide mechanism to form a modular unit.

8. The automotive seat crossbeam assembly with a collapsible structure according to claim 1, characterized in that: The opposite ends of the left front seat rear crossbeam and the right front seat rear crossbeam are both machined into a gradually changing arc structure, with the upper end remaining flat and the lower end being an arc transition zone with a curvature radius R = 15–30 mm.

9. The automotive seat crossbeam assembly with a collapsible structure according to claim 1, characterized in that: The connecting plate is a sliding sleeve structure, the inner cavity size of which matches the outer contour of the crossbeam body, and is sleeved on the ends of the left front seat rear crossbeam body and the right front seat rear crossbeam body.

10. The automotive seat crossbeam assembly with a collapsible structure according to claim 1, characterized in that: Also includes: A locking mechanism is provided at the connection point, wherein the locking mechanism is an electromagnetic release module or a shape memory alloy actuator; An electrically controlled unlocking device is installed in a potentially failable connection structure; The electronically controlled unlocking device drives the locking mechanism to actively release the rigid constraint at the connecting plate. The collision prediction module is used to output a pre-unlock signal to the electronically controlled unlocking device before a collision.

11. A vehicle side-impact safety system, characterized in that: Includes a B-pillar reinforcement structure, a door sill inner panel, a seat assembly, and a car seat crossbeam assembly with a collapsible structure as described in any one of claims 1 to 10.

12. A car, characterized in that: Including the car seat crossbeam assembly with a collapsible structure as described in any one of claims 1 to 10.

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