Vehicle seat and vehicle

Abstract

The utility model discloses a vehicle seat and a vehicle, and belongs to the technical field of vehicle parts. The vehicle seat comprises a seat body and a plurality of supporting pads, the seat body at least comprises a headrest part, a backrest part and a cushion part, and the headrest part and the cushion part are connected through the backrest part; the headrest part, the backrest part and the cushion part are respectively connected with a supporting pad; wherein each supporting pad is of a three-dimensional grid structure which can generate elastic deformation when being pressed, and a deformation gap is defined between every two adjacent supporting pads. According to the vehicle seat, the weight of the seat can be better reduced while good elastic performance and air permeability are provided.

Description

Technical Field

[0001] This utility model relates to the field of vehicle component technology, and in particular to a vehicle seat and a vehicle. Background Technology

[0002] Nowadays, cars have become an indispensable means of transportation for people's daily travel. Studies have shown that the overall weight of a car is negatively correlated with fuel efficiency. Therefore, lightweighting has become a major trend in automotive development. Seats are an important component of a car, and their weight has a significant impact on the overall vehicle weight. Therefore, lightweight design of car seats is necessary.

[0003] In existing technologies, weight is often reduced by decreasing the amount of foam in the seats. However, since traditional car seats rely on foam to provide comfortable support for passengers, without foam, the remaining leather layer on the seat surface cannot provide cushioning and soft support, which will greatly affect the passenger's riding comfort. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a vehicle seat that, while providing good elasticity and breathability, can better reduce the weight of the seat.

[0005] This utility model also proposes a vehicle having the aforementioned vehicle seat.

[0006] According to a first aspect of the present invention, a vehicle seat includes a seat body and a plurality of support cushions:

[0007] The seat body includes at least a headrest, a backrest, and a seat cushion, with the headrest and the seat cushion connected by the backrest; the headrest, the backrest, and the seat cushion are each connected to a support pad.

[0008] Each of the support pads is a three-dimensional mesh structure that can undergo elastic deformation under pressure, and a deformation gap is defined between adjacent support pads.

[0009] The vehicle seat according to the embodiments of the present utility model has at least the following beneficial effects:

[0010] This application uses a support pad with a three-dimensional porous structure to replace the foam sponge in the prior art. The three-dimensional porous structure provides good elasticity and breathability while reducing the weight of the seat, thereby achieving the purpose of lightweighting.

[0011] According to some embodiments of the present invention, the seat cushion is provided with a weight-reducing groove, which extends rearward from the front edge of the seat cushion and is located in the middle of the front side of the seat cushion.

[0012] Wherein, the weight-reducing groove is a recess, which is formed on the upper surface of the seat cushion; or, the weight-reducing groove is a through groove, which is provided through the seat cushion; or, the weight-reducing groove includes a recess and a through portion, which is provided through the seat cushion and communicates with the recess.

[0013] According to some embodiments of the present invention, the support pad connected to the seat cushion portion is defined as a first support pad, and the first support pad includes a plurality of first support units, which constitute the three-dimensional grid structure.

[0014] The first support pad includes a bearing area for contact with the human body and a connecting area surrounding the bearing area, wherein the density of the first support unit in the bearing area is greater than the density of the first support unit in the connecting area.

[0015] According to some embodiments of the present invention, each first support unit includes M×N rods, and every N rods form a conical structure. One end of the N rods in each conical structure is connected to form a first connecting end. The first connecting end is connected to the adjacent first support unit, and the other end forms a second connecting end. The second connecting end of each conical structure is connected to the second connecting end of other conical structures in the same first support unit to form a first support unit with an elastic cavity. M is a positive integer greater than or equal to 4, and N is a positive integer greater than or equal to 3.

[0016] According to some embodiments of the present invention, a support rod is further provided in the elastic cavity, and the second connecting ends of multiple conical structures are connected to form a node, with the two ends of the support rod respectively connected to different nodes.

[0017] According to some embodiments of the present invention, the vehicle seat further includes an elastic surface layer, which covers at least one side of each of the support pads away from the seat body, and the elastic surface layer and the support pads are integrally formed.

[0018] According to some embodiments of the present invention, the seat body further includes two lumbar support parts, which are respectively connected to both sides of the backrest and extend forward. Along the direction towards the front and away from the backrest, the distance between the lumbar support parts on both sides gradually increases.

[0019] The lumbar support is connected to the support pad, and there is a deformation gap between the lumbar support and the support pad on the backrest.

[0020] According to some embodiments of the present utility model, the support pad connected to the seat cushion portion is defined as the first support pad. The first support pad includes a first support unit, and the length, width and height of the first support unit range from 15mm×15mm×15mm to 20mm×20mm×20mm.

[0021] And / or, the support pad connected to the headrest portion is designated as a second support pad, the second support pad includes a second support unit, the length, width and height of the second support unit being in the range of 10mm×10mm×10mm to 12mm×12mm×12mm;

[0022] And / or, the support pad connected to the backrest is designated as a third support pad, the third support pad including a third support unit, the length, width and height of the third support unit being in the range of 15mm×15mm×15mm to 20mm×20mm×20mm;

[0023] And / or, the support pad connected to the waist support portion is designated as the fourth support pad, the fourth support pad including a fourth support unit, the length, width and height of the fourth support unit being in the range of 12mm×12mm×12mm to 15mm×15mm×15mm.

[0024] According to some embodiments of the present invention, the seat body further includes two leg support portions, which are respectively connected to both sides of the seat cushion portion and extend upward. Along the direction towards the upper side and away from the seat cushion portion, the distance between the two leg support portions gradually increases.

[0025] The vehicle according to a second aspect of the present invention includes the vehicle seat mentioned in the above embodiments.

[0026] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0027] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0028] Figure 1 This is a structural schematic diagram of a vehicle seat according to an embodiment of the present utility model;

[0029] Figure 2 This is a schematic diagram of the structure of the seat body according to an embodiment of the present utility model;

[0030] Figure 3 This is a schematic diagram of the support pad structure according to an embodiment of the present utility model;

[0031] Figure 4 This is a schematic diagram of the structure of the first support unit according to an embodiment of the present utility model;

[0032] Figure 5 This is a schematic diagram of the structure of the second support unit in an embodiment of the present utility model;

[0033] Figure 6 This is a schematic diagram of the structure of the elastic unit in an embodiment of the present invention.

[0034] Figure label:

[0035] Seat body 100; headrest 110; backrest 120; seat cushion 130; weight reduction groove 131; recessed part 1311; through part 1312; weight reduction hole 132; lumbar support part 140; leg support part 150;

[0036] Support pad 200; first support pad 210; first support unit 211; rod 2111; first connecting end 2112; second connecting end 2113; support rod 2114; node 2115; ventilation slot 212; second support pad 220; second support unit 221; third support pad 230; fourth support pad 240; deformation gap 250;

[0037] Elastic unit 310; Detailed Implementation

[0038] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0039] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model 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. Therefore, they should not be construed as limitations on this utility model.

[0040] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0041] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0042] In the description of this utility model, the terms "one embodiment," "some embodiments," "illustrative embodiment," "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 utility model. 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.

[0043] Nowadays, cars have become an indispensable means of transportation for people's daily travel. Studies have shown that the overall weight of a car is negatively correlated with fuel efficiency. Therefore, lightweighting has become a major trend in automotive development. Seats are an important component of a car, and their weight has a significant impact on the overall vehicle weight. Therefore, lightweight design of car seats is necessary.

[0044] In existing technologies, weight is often reduced by decreasing the amount of foam in the seats. However, since traditional car seats rely on foam to provide comfortable support for passengers, without foam, the remaining leather layer on the seat surface cannot provide cushioning and soft support, which will greatly affect the passenger's riding comfort.

[0045] To address the aforementioned problems, this application proposes a vehicle seat, such as... Figure 1 As shown, the vehicle seat includes a seat body 100 and multiple support cushions 200. The seat body 100 includes at least a headrest 110, a backrest 120, and a seat cushion 130. The headrest 110 and the seat cushion 130 are connected via the backrest 120. Figure 1 and Figure 2 As shown, the headrest 110 is located at the upper end of the backrest 120, and the seat cushion 130 is located at the lower end of the backrest 120, intersecting with it. The specific angle of intersection can be designed from an ergonomic perspective to provide passengers with a better riding experience. It can be understood that when a passenger sits on the seat, the headrest 110, backrest 120, and seat cushion 130 correspond to the passenger's head, back, and buttocks areas, respectively. The main body 100 of the seat can be manufactured in parts and then formed into a single structure through welding, bonding, or other connection processes, or it can be integrally molded using injection molding, compression molding, or other methods. Support cushions 200 are connected to the headrest 110, backrest 120, and seat cushion 130 respectively.

[0046] It should be noted that, in cases such as Figure 1 and Figure 2 In the illustrated embodiment, lumbar support portions 140 are also provided on both sides of the backrest 120. The distance between the lumbar support portions 140 gradually increases along the direction towards the front of the seat and away from the backrest 120. The lumbar support portions 140 are provided corresponding to the side of the passenger's waist to provide sufficient support for the passenger when cornering. Support pads 200 are also provided on the lumbar support portions 140.

[0047] In this embodiment, the seat body 100 is integrally molded from carbon fiber material, thus the headrest 110, backrest 120, seat cushion 130, and lumbar support 140 are a single structure. Carbon fiber material can greatly reduce the weight of the seat body 100 while providing sufficient structural strength.

[0048] For ease of subsequent description, the support pad 200 connected to the seat cushion 130 is named the first support pad 210, the support pad 200 connected to the headrest 110 is named the second support pad 220, the support pad 200 connected to the backrest 120 is named the third support pad 230, and the support pad 200 connected to the lumbar support 140 is named the fourth support pad 240. Each support pad 200 is formed by 3D printing using a flexible material and has a porous three-dimensional mesh structure. This three-dimensional mesh structure can elastically deform under pressure to provide passengers with relatively soft support and cushioning. Preferably, the flexible material can be TPU (thermoplastic polyurethane). After each support pad 200 is 3D printed, it can be fixed to the seat body 100 using adhesive.

[0049] It should be noted that each support pad 200 has a certain elastic deformation capacity, so its size along the thickness direction will decrease when it is compressed and it will extend to the periphery of the pad. Therefore, in this application, each support pad 200 is spaced apart so that a deformation gap 250 is defined between adjacent support pads 200. The deformation gap 250 can accommodate the extended deformation portion of each support pad 200 when it is compressed, thereby avoiding the adjacent support pads 200 from squeezing each other when they are compressed at the same time, which would cause deformation and affect the passenger's riding experience.

[0050] Based on the above, it can be seen that this application uses a support pad 200 with a three-dimensional porous structure to replace the foam sponge in the prior art. This three-dimensional porous structure provides good elasticity and breathability while better reducing the weight of the seat, thereby achieving the purpose of lightweighting.

[0051] In some embodiments, at least the seat cushion portion 130 is provided with a weight-reducing groove 131, such as... Figure 2In the illustrated embodiment, a weight-reducing groove 131 is provided on the seat cushion 130, and a weight-reducing hole 132 is provided on the backrest 120. Both of these features contribute to reducing the weight of the seat body, further achieving a lightweight design. It should be noted that the weight-reducing groove 131 on the seat cushion 130 is located at the front edge of the seat cushion 130 and extends rearward. Furthermore, the weight-reducing groove 131 is positioned in the middle of the front side of the seat cushion 130, thus corresponding to the passenger's crotch area. Correspondingly, as... Figure 3 As shown, a ventilation groove 212 is provided on the first support pad 210 corresponding to the position of the weight reduction groove 131. It can be understood that when a passenger sits on the seat, their buttocks are in the middle or slightly behind the middle of the seat cushion 130. The front part of the seat cushion 130 is used to support the upper thighs, and the passenger's groin does not need to be supported. The weight reduction groove 131 and the ventilation groove 212 are respectively provided on the seat cushion 130 and the first support pad 210. On the one hand, this can improve the weight reduction of the seat, and on the other hand, it is conducive to the ventilation and heat dissipation of the seat cushion 130.

[0052] In some embodiments (not shown in the figures), the weight-reducing groove 131 is a recess, formed on the upper surface of the seat cushion portion 130, which reduces the weight of the seat body 100 while ensuring the structural strength of the front end of the seat cushion portion 130. It is understood that in other embodiments (not shown in the figures), the weight-reducing groove 131 is a through groove, extending through the seat cushion portion 130, thereby forming a U-shaped structure at the front end of the seat cushion portion 130. This is suitable for situations where the material strength of the seat body 100 is high or the strength design has redundancy, achieving further weight reduction while ensuring structural strength. Figure 2 In the embodiment shown, the weight-reducing groove 131 includes a recessed portion 1311 and a through portion 1312. The recessed portion 1311 is recessed relative to the surface of the seat cushion portion 130, thereby reducing the amount of material used in the seat body 100. The through portion 1312 is disposed through the seat cushion portion 130 and communicates with the recessed portion 1311. That is, the through portion 1312 is disposed on the concave surface of the recessed portion 1311, thereby achieving a certain degree of weight reduction while ensuring the structural strength of the seat cushion portion 130.

[0053] In some embodiments, the first support pad 210 includes a plurality of first support units 211, each first support unit constituting a three-dimensional mesh structure of the first support pad 210. It is understood that the first support pad 210 is formed by 3D printing. In the mesh division of the 3D printing, the first support unit 211 is the smallest structural unit, and each first support unit 211 is composed of a plurality of rods 2111. Therefore, during the manufacturing process of the first support pad 210, the force exerted on the seat when a person sits on it can be analyzed first. Then, the density of the first support units 211 is adaptively set according to the contact position when a person sits on it. A higher density is set in the areas with greater pressure to provide sufficient support for the passenger, while a slightly lower density is set in the areas with less pressure to achieve better comfort.

[0054] Therefore, the first support pad 210 includes a bearing area for contact with the human body and a connecting area surrounding the bearing area. It should be understood that the area of ​​contact between the human body and the first support pad 210 varies depending on the sitting posture, thus the range and number of bearing areas will also differ. For example, for some passengers, their buttocks contact the first support pad 210 when seated; correspondingly, the first support pad 210 has two spaced-apart bearing areas, corresponding to the left and right buttocks respectively, with the connecting area surrounding the bearing areas and acting as a connector between the two bearing areas. For other passengers, their buttocks and upper thighs also contact the first support pad 210; therefore, the front of the bearing area extends to the edge of the first support pad 210, and the connecting area semi-encloses the bearing area. It can be understood that the density of the first support units 211 within the bearing area is greater than the density of the first support units 211 in the connecting area.

[0055] Furthermore, in the load-bearing area that directly contacts the buttocks, a first support unit 211 with higher density, smaller size, and thicker rods 2111 is used. The connecting area, which receives the tensile force transmitted from the load-bearing area, does not directly contact the buttocks; therefore, a first support unit 211 with lower density, larger size, and thinner rods 2111 is used. It is understandable that the specific dimensions of the first support unit 211 and the thickness of its rods 2111 can be rationally designed based on mechanical analysis.

[0056] Furthermore, such as Figure 4As shown, each first support unit 211 includes M×N rods 2111, where M is a positive integer greater than or equal to 4 and N is a positive integer greater than or equal to 3. Every N rods 2111 form a conical structure, thus the first support unit 211 includes M conical structures. One end of the N rods 2111 in each conical structure is connected together to form a first connecting end 2112. Along the direction away from the first connecting end 2112, the distance between the rods 2111 gradually increases, causing the other end of each rod 2111 to expand and form a second connecting end 2113. The second connecting end 2113 of each conical structure is used to connect with the second connecting ends 2113 of other conical structures, thereby forming a three-dimensional spatial structure of the first support unit 211. This three-dimensional spatial structure is composed of the rods 2111 and has an elastic cavity inside. When the first support unit 211 is subjected to force and deformation, the rods 2111 bend, and the elastic cavity is compressed. It is understood that the first connecting end 2112 of each first support unit 211 can be connected to the adjacent first support unit 211 and stacked along the thickness direction of the cushion portion 130 or along the planar direction of the cushion portion 130 to form the entire first support pad 210.

[0057] It is understandable that the second support pad 220 and the third support pad 230 are also composed of support units. For ease of distinction, the support unit of the second support pad 220 is named the second support unit 221, the support unit of the third support pad 230 is named the third support unit, and the support unit of the fourth support pad 240 is named the fourth support unit. Figure 5 As shown, the second support unit 221, the third support unit, and the fourth support unit have similar structures, but differ in size, density, and the thickness of the rods. However, since the first support pad 210 experiences the greatest downward pressure, a structural reinforcement design is also provided for the first support unit 211 to ensure that the first support pad 210 can provide sufficient support for the passenger.

[0058] Specifically, such as Figure 4 As shown, a support rod 2114 is also provided in the elastic cavity of the first support unit 211. Multiple conical second connecting ends 2113 are connected to form nodes 2115. The two ends of the support rod 2114 are connected to different nodes 2115, thereby reinforcing the first support unit 211. The first support unit 211 has a larger elastic coefficient than other support units, thus providing sufficient support when the passenger sits on the seat and preventing the passenger's buttocks from directly contacting the seat cushion 130 due to excessive softness.

[0059] Specifically, the length, width and height of the first support unit 211 range from 15mm×15mm×15mm to 20mm×20mm×20mm, the point density of the first support unit 211 is in the range of 5000 to 7000, and the diameter of the rod 2111 is in the range of 2mm to 6mm.

[0060] The length, width and height of the second support unit 221 range from 10mm×10mm×10mm to 12mm×12mm×12mm, the point density of the second support unit 221 is in the range of 500 to 1500, and the diameter of the rod is in the range of 2mm to 3mm.

[0061] The dimensions of the third support unit range from 15mm×15mm×15mm to 20mm×20mm×20mm, the point density of the third support unit is between 3000 and 5000, and the diameter of the rod is between 2mm and 6mm.

[0062] The dimensions of the fourth support unit range from 12mm×12mm×12mm to 15mm×15mm×15mm, the point density of the fourth support unit ranges from 1500 to 3500, and the diameter of the rod ranges from 2mm to 4mm.

[0063] It should be noted that in the manufacturing process of other support pads 200, a porous lattice structure with unequal linear density can be used to replace the foam sponge of traditional vehicle seats, so as to achieve the goal of seat lightweighting to the extreme while providing high-strength support.

[0064] In some embodiments, the vehicle seat also includes an elastic surface layer. It is understood that, compared to the support pad 200 formed directly by stacking support units, the elastic surface layer has better flexibility and smoothness. The elastic surface layer covers at least the surface of the support pad 200 away from the seat body 100, allowing direct contact with the passenger and providing a better tactile feel. The elastic surface layer can also be formed by 3D printing, which can directly create an integral structure of the elastic surface layer and the support pad 200.

[0065] The elastic surface layer includes at least one layer of elastic units 310, and the elastic units 310 can be as follows: Figure 6The structure shown connects the pores formed by the rods to the pores of the support unit, ensuring both flexibility and good air permeability. The elastic unit 310 has a smaller size and thinner rods compared to the support unit, and it can be connected to the support unit. The dimensions of the elastic unit 310 range from 3mm×3mm×3mm to 8mm×8mm×8mm, with a dot density of approximately 500 to 1000 dots, and the diameter of the rods is approximately 2mm to 5mm. It is understandable that the density of different areas of the elastic surface layer can vary depending on the stress conditions.

[0066] In addition, in such Figure 2 and Figure 3 In the embodiment shown, the seat body 100 also includes two leg support portions 150, which are respectively connected to both sides of the seat cushion portion 130 and extend upward. Along the direction towards the upper side and away from the seat cushion portion 130, the distance between the two leg support portions 150 gradually increases so that the passenger's legs can be better supported in curved road conditions. Furthermore, the leg support portions 150 and the seat cushion portion 130 share the first support pad 210.

[0067] Specifically, the following process steps can be used to obtain the vehicle seat mentioned in the above embodiments:

[0068] Step 1: Information Collection. Collect data such as the human body's riding curve and the distribution of applied force loads;

[0069] The second step is to create a 3D model. Based on the occupant's body shape, posture, and seating position, a 3D model of the seat body (100), support cushion (200), etc., is created.

[0070] The third step is mechanical analysis. Based on the force load distribution applied by the occupant, data such as the direction and magnitude of the force are extracted. A simulation is created and the initial material distribution and boundary conditions are set. Mechanical simulation analysis is performed on the 3D model of the support pad 200, and stress simulation cloud maps of each support area are output.

[0071] Step 4: Internal Lattice Design. The linear design of a porous, non-uniform density lattice within the seat support area is driven by stress simulation cloud maps. The lattice structure includes quadrilateral honeycomb, body-centered cubic, face-centered cubic, and hexagonal honeycomb shapes, with unit cell sizes ranging from 15mm to 20mm, a density of 2000 to 6000 units, and rod diameters ranging from 1mm to 4mm, with a deviation set to 0.01.

[0072] Step 5: External Lattice Design. Stress simulation cloud maps are used to drive the non-uniform density linear design of the external structure of the seat support area;

[0073] Step 6: 3D Printing Solid Forming. Using 3D printing technology, TPU elastic material is selected to form the solid form of the seat support structure. The technical parameters for 3D printing TPU material, taking FDM (Fused Deposition Modeling) as an example, are as follows: extrusion diameter: 0.25mm, 0.4mm, 0.6mm, 0.8mm, etc.; layer resolution: 0.05mm to 0.4mm; printing speed: 30mm / s to 200mm / s; heating plate temperature and extrusion temperature: 160℃ and 450℃, respectively.

[0074] Step 7: Forming Effect Evaluation. Evaluate the forming effect. If corresponding design optimization is required, repeat Step 6.

[0075] Based on the above-mentioned process steps, personalized customization of "a thousand chairs for a thousand people" can be achieved. Through computer-aided design and simulation technology, an innovative lightweight porous structure with unequal density gradients in various support areas of the seat is proposed, driven by cloud maps of the seat stress field analysis results. This makes the seat structure design more ergonomic, and 3D printing technology is used to solidify complex structures. Furthermore, by adopting a lightweight porous structure design combined with 3D printing technology, lightweight TPU material replaces traditional automotive seat support materials such as foam sponge and upholstery. Simultaneously, the lightweight porous structure replaces the original iso-density solid structure, reducing seat weight, lessening vehicle load, and improving fuel economy. At the same time, TPU material is recyclable and has good environmental performance.

[0076] A second aspect of this application also proposes a vehicle including the aforementioned vehicle seats. It is understood that the vehicle can be a purely electric vehicle equipped with at least one drive motor for driving the vehicle, or it can be a hybrid vehicle, a range-extended vehicle, etc. The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer.

[0077] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention. Furthermore, the embodiments of the present invention and the features thereof can be combined with each other unless otherwise specified.

Claims

1. A vehicle seat, characterized in that, Includes the main seat and multiple support pads: The main body of the seat includes at least a headrest, a backrest, and a seat cushion. The headrest and the seat cushion are connected by the backrest, and the headrest, the backrest, and the seat cushion are each connected to a support pad. Each of the support pads is a three-dimensional mesh structure that can undergo elastic deformation under pressure, and a deformation gap is defined between adjacent support pads.

2. The vehicle seat according to claim 1, characterized in that, The seat cushion is provided with a weight-reducing groove, which extends rearward from the front edge of the seat cushion and is located in the middle of the front side of the seat cushion. Wherein, the weight-reducing groove is a recess, which is formed on the upper surface of the seat cushion; or, the weight-reducing groove is a through groove, which is provided through the seat cushion; or, the weight-reducing groove includes a recess and a through portion, which is provided through the seat cushion and communicates with the recess.

3. The vehicle seat according to claim 1, characterized in that, The support pad connected to the seat cushion portion is designated as the first support pad. The first support pad includes a plurality of first support units, and the plurality of first support units constitute a three-dimensional grid structure of the first support pad. The first support pad includes a bearing area for contact with the human body and a connecting area surrounding the bearing area, wherein the density of the first support unit in the bearing area is greater than the density of the first support unit in the connecting area.

4. The vehicle seat according to claim 3, characterized in that, Each of the first support units includes M×N rods, and every N rods form a conical structure. One end of the N rods in each conical structure is connected to form a first connecting end, which is connected to the adjacent first support unit. The other end forms a second connecting end, and the second connecting end of each conical structure is connected to the second connecting end of other conical structures in the same first support unit to form a first support unit with an elastic cavity. M is a positive integer greater than or equal to 4, and N is a positive integer greater than or equal to 3.

5. The vehicle seat according to claim 4, characterized in that, The elastic cavity is also provided with a support rod, and the second connecting ends of the multiple conical structures are connected to form a node, with the two ends of the support rod respectively connected to different nodes.

6. The vehicle seat according to claim 1, characterized in that, The vehicle seat also includes an elastic surface layer, which covers at least one side of each of the support pads away from the seat body, and the elastic surface layer and the support pads are integrally formed.

7. The vehicle seat according to claim 1, characterized in that, The main body of the seat also includes two lumbar support parts, which are respectively connected to the two sides of the backrest and extend forward. Along the direction towards the front and away from the backrest, the distance between the two lumbar support parts gradually increases. The lumbar support is connected to the support pad, and there is a deformation gap between the lumbar support and the support pad on the backrest.

8. The vehicle seat according to claim 7, characterized in that, The support pad connected to the seat cushion is designated as the first support pad. The first support pad includes a first support unit. The length, width and height of the first support unit range from 15mm×15mm×15mm to 20mm×20mm×20mm. And / or, the support pad connected to the headrest portion is designated as a second support pad, the second support pad includes a second support unit, the length, width and height of the second support unit being in the range of 10mm×10mm×10mm to 12mm×12mm×12mm; And / or, the support pad connected to the backrest is designated as a third support pad, the third support pad including a third support unit, the length, width and height of the third support unit being in the range of 15mm×15mm×15mm to 20mm×20mm×20mm; And / or, the support pad connected to the waist support portion is designated as the fourth support pad, the fourth support pad including a fourth support unit, the length, width and height of the fourth support unit being in the range of 12mm×12mm×12mm to 15mm×15mm×15mm.

9. The vehicle seat according to claim 1, characterized in that, The seat body also includes two leg support parts, which are respectively connected to both sides of the seat cushion and extend upward. The distance between the two leg support parts gradually increases along the direction towards the upper side and away from the seat cushion.

10. A vehicle, characterized in that, Includes the vehicle seat as described in any one of claims 1 to 9.

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