Adjusting mechanism for automobile seat framework

Abstract

The utility model provides an automobile seat framework adjusting mechanism, and belongs to the technical field of automobile seats. The problem that in the prior art, a seat backrest cannot be completely laid flat after being folded is solved. The adjusting mechanism comprises two concentric angle adjusters arranged at the rear ends of the two seat basin supports respectively, the seat basin supports are provided with driving assemblies capable of driving the two concentric angle adjusters to rotate synchronously, each concentric angle adjuster is provided with a rear connecting rod capable of rotating synchronously along with the corresponding concentric angle adjuster, a rear transverse pipe is arranged between the two rear connecting rods, and the rear transverse pipe is connected with the two concentric angle adjusters. The two ends of the rear transverse pipe are fixedly connected with the upper ends of the two rear connecting rods respectively, the lower end of each rear connecting rod is hinged to the sliding rail assembly, and the rotating axis of the concentric angle adjuster and the rotating axis of the rear transverse pipe are coaxially arranged. The folding mechanism has the advantage that the seat backrest can be completely overturned and laid flat when being folded.

Description

Technical Field

[0001] This utility model belongs to the field of automotive seat technology and relates to an automotive seat frame adjustment mechanism. Background Technology

[0002] A car typically has a driver's seat, a front passenger seat, and rear seats. Both the driver's and front passenger seats can move forward and backward relative to the car floor, and their backrests can rotate forward and backward relative to their seat cushions. The driver's seat cushion can also rotate up and down relative to the car floor, but this is limited by the height adjustment mechanism welded to the curved side panel of the seat. The front passenger seat cushion is usually fixed in position, as are the rear seats. A small number of rear seats have backrests that can rotate forward relative to their seat cushions.

[0003] For example, Chinese patent literature discloses a lightweight car seat frame (application number: 201820219517.3), which includes a backrest, a seat basin, and a slide rail; the seat basin is connected to the movable track of the slide rail, the backrest includes a connecting pipe (bent pipe), and a left backrest side plate and a right backrest side plate for supporting foam material are welded on the bent pipe; the backrest and the seat basin are connected by two angle adjusters; the seat basin includes an arc-shaped side plate, a support member, and a baffle for preventing the passenger from sliding forward, the support member is connected to the arc-shaped side plate to form a seat basin frame, and the baffle is set at the front end of the seat basin frame.

[0004] This lightweight car seat frame is designed for the driver's seat. When the seat reaches its lowest designed position, the front connector is restricted by the seat tube support, and the rear connector is restricted by the height adjustment mechanism welded to the curved side plate of the seat, so that the seat cushion can only rotate slightly up and down relative to the car floor. Furthermore, to make seats more ergonomic, the front of the seat cushion and backrest are now uneven, conforming more closely to the curves of the human body and increasing comfort. However, this means that when the seat back is folded forward, the front end of the backrest always sticks up, meaning the seat back cannot be fully flat after folding. In addition, since the seat cushions of the front passenger seat and rear seats are usually fixed in position, their backrests also cannot be fully flat after folding. This means that when the seats are in the back of the car, the inability to fully flatten the backrest causes luggage or items to tend to slide backward, thus failing to effectively expand the trunk's storage space. When the seats are in the front of the car, the inability to fully flatten the backrest makes it very uncomfortable for rear passengers to rest their feet while sitting or lying down. Summary of the Invention

[0005] The purpose of this invention is to address the aforementioned problems in existing technologies by proposing an adjustable car seat frame mechanism. The technical problem this invention aims to solve is how to achieve a completely flat, folded-down seat back.

[0006] The objective of this utility model can be achieved through the following technical solutions:

[0007] An adjustment mechanism for an automobile seat frame is disclosed. The seat frame includes a slide rail assembly and a seat cushion frame. The seat cushion frame includes two seat basin supports and a front cross tube connecting the two seat basin supports. The mechanism is characterized in that the front ends of both seat basin supports are hinged to front connecting rods, and the lower ends of the two front connecting rods are respectively hinged to the slide rail assembly. The adjustment mechanism includes two concentric angle adjusters respectively disposed at the rear ends of the two seat basin supports. Each seat basin support is provided with a drive assembly capable of driving the two concentric angle adjusters to rotate synchronously. Each concentric angle adjuster is provided with a rear connecting rod capable of rotating synchronously with it. A rear cross tube is disposed between the two rear connecting rods. The two ends of the rear cross tube are respectively fixedly connected to the upper ends of the two rear connecting rods. The lower end of each rear connecting rod is hinged to the slide rail assembly. The rotation axis of the concentric angle adjuster and the rotation axis of the rear cross tube are coaxial.

[0008] This automotive seat frame adjustment mechanism uses a drive assembly to synchronously rotate a concentric angle adjuster, rear linkage, and rear cross tube, all coaxially mounted on the rotation axis. Simultaneously, the rear cross tube and rear linkage rotate forward, causing the two seat cushion supports to move forward relative to the slide rail assembly. This results in a vertical misalignment between the seat back frame and the seat cushion frame when folded, allowing the seat back frame to fold forward at a large angle and ultimately, the seat back to lie completely flat. Furthermore, the adjustment mechanism is located at the rear of the seat cushion frame, preventing overcrowding at the front and a front-heavy design, thus optimizing the layout of the various mechanisms within the seat cushion frame and making better use of space. In addition, by directly hinged the upper ends of the two front links to the corresponding seat frame, compared to the traditional structure that connects the two front links to the two ends of the front cross tube, the height of the front cross tube can be lower than the height of the upper end of the front link when the seat back is folded. This allows the front end of the seat frame to be lower, which is more conducive to the seat back being able to be completely folded flat when folded.

[0009] Specifically, the two seat basin supports, the front cross tube connecting the two seat basin supports, and the rear cross tube together form the seat cushion frame. Both ends of the rear cross tube are indirectly connected to the corresponding seat basin supports via concentric angle adjusters and a rear connecting rod. When the seat back needs to be folded, the drive assembly first drives the concentric angle adjuster to rotate forward. Because the rotation axis of the concentric angle adjuster and the rotation axis of the rear cross tube are coaxial, the forward rotation of the concentric angle adjuster also drives the rear connecting rod, which is engaged with it, and the rear cross tube, which is fixed to the rear connecting rod, to move forward synchronously. As the tube and rear linkage rotate forward, they also drive the two seat basin supports to move forward synchronously relative to the slide rail assembly. As the two seat basin supports move forward, they also drive the two front linkages to rotate forward synchronously, thus causing the seat cushion frame to move forward as a whole relative to the slide rail assembly. After the seat cushion frame moves forward as a whole, the positions of the seat back frame and the seat cushion frame are misaligned after folding, allowing the seat back frame to fold forward at a large angle, and thus allowing the seat back to be completely folded flat.

[0010] In the aforementioned automotive seat frame adjustment mechanism, the drive assembly includes a synchronizing rod that passes through two concentric adjusters and drives them to rotate synchronously, and an adjusting motor mounted on one of the seat supports. The output end of the adjusting motor passes through the synchronizing rod and is fixedly connected, snapped, or engaged with it to drive the synchronizing rod to rotate. This drive assembly has a simple structure, the adjusting motor can drive the synchronizing rod to rotate 360°, it has a wide range of applications, and good structural stability. The fixed connection, snapping, or engagement between the concentric adjusters and the synchronizing rod allows for better synchronous rotation.

[0011] In the aforementioned automotive seat frame adjustment mechanism, the synchronizing rod is disposed inside the rear cross tube, with both ends of the synchronizing rod extending out from both ends of the rear cross tube, and the rotation axis of the synchronizing rod and the rotation axis of the rear cross tube being coaxial. Disposing of the synchronizing rod inside the rear cross tube saves installation space, and the coaxial arrangement of their rotation axes ensures synchronized rotation of the synchronizing rod, the concentric adjuster, and the rear cross tube.

[0012] In the aforementioned automotive seat frame adjustment mechanism, both ends of the concentric adjuster have protruding locking portions. The upper end of the rear connecting rod and the rear end of the seat support are respectively provided with a first locking hole and a second locking hole. The two locking portions of the concentric adjuster are respectively locked into the first and second locking holes, and are welded to the edges of the first and second locking holes respectively. By providing locking portions on both ends of the concentric adjuster and providing first and second locking holes that mate with the locking portions on the upper end of the rear connecting rod and the rear end of the seat support, the assembly of the concentric adjuster with the rear connecting rod and the seat support is more convenient. Furthermore, the concentric adjuster is first locked and then welded to the rear connecting rod and the seat support, thereby increasing the stability of the connection, resulting in high structural strength and reduced structural weight. The two snap-fit ​​parts are located on the two toothed plates of the concentric angle adjuster, respectively. The specific structure of the concentric angle adjuster is prior art and will not be described in detail here. For example, the structure of a concentric angle adjuster device disclosed in Chinese patent document CN 215042269U is described.

[0013] In the aforementioned automotive seat frame adjustment mechanism, both ends of the rear cross tube have cylindrical connecting portions. The ends of the connecting portions facing the rear connecting rod are open. Both sides of the rear connecting rod have first flanges facing the connecting portions, and the two first flanges are welded and fixed to the connecting portions respectively. After the rear connecting rod is engaged with the concentric adjuster, the open-ended cylindrical connecting portion can simultaneously cover the engaging portion of the concentric adjuster and the first engaging hole, pressing the rear connecting rod against the concentric adjuster. Furthermore, the diameter of the cylindrical connecting portion is larger than the diameter of the rear cross tube, facilitating direct welding between the connecting portion and the first flanges on the rear connecting rod. This makes the connection more stable and more conducive to the concentric adjuster driving the rear cross tube to rotate synchronously, allowing the rear cross tube to better drive the two seat support brackets to move forward synchronously relative to the slide rail assembly.

[0014] In the aforementioned automotive seat frame adjustment mechanism, the seat support includes a side plate and a reinforcing square tube fixed to the front end of the side plate. A hinge bracket is fixed to the inner wall of the reinforcing square tube, and the upper end of the front link is hinged to the hinge bracket. By fixing the hinge bracket to the inner wall of the reinforcing square tube, the hinge position of the front link is moved inward, thereby aligning the hinge positions of the front and rear links on the same side. This allows the seat frame to move forward more effectively, facilitating a complete folding and flattening of the seat back when folded.

[0015] In the aforementioned car seat frame adjustment mechanism, the front end of the reinforcing square tube has an installation notch at its bottom, and both ends of the front cross tube are respectively positioned within two installation notches and welded to the walls of the corresponding installation notches. By creating installation notches at the bottom of the reinforcing square tube, both ends of the front cross tube are embedded in the bottom of the reinforcing square tube, forming a cross structure between each reinforcing square tube and the front cross tube, thereby enhancing the structural strength of the seat frame and improving the safety of seat seating.

[0016] In the aforementioned automobile seat frame adjustment mechanism, both sides of the front link have a second flange portion facing away from the hinge bracket, and the front cross tube is located above and in front of the two front links. On the one hand, the second flange can increase the structural strength of the front link without changing its size, thus improving its resistance to deformation. On the other hand, when the seat is in normal use, the second flanges of the two front links are located directly below the two ends of the front cross tube. In addition, the front link itself is curved, so when the car seat is subjected to downward impact (such as in a car collision), the two front links can provide better support for the front cross tube, thereby playing a certain role in preventing the seat from sinking and making the seat safer. Furthermore, by placing the front cross tube in front of the two front links, compared to the traditional structure where the two front links are connected to the two ends of the front cross tube respectively, when the seat back is folded, the height of the front cross tube is lower than the height of the upper end of the front link, which allows the front end of the seat cushion frame to be lower. Also, since the two front links are located behind the front cross tube, the two seat support brackets can move forward further, which is more conducive to the seat back being completely folded flat when folded.

[0017] In the above-mentioned car seat frame adjustment mechanism, the side plates have third flanges facing away from the concentric angle adjuster on both sides and the rear edge. The inner side of the third flange forms a placement groove. The rear end of the reinforcing square tube extends into the placement groove and is welded to the third flange located on the upper and lower sides of the side plate. The angle adjustment motor is located in the placement groove. The angle adjustment motor is placed in the placement slot, allowing the third flange to protect it. Simultaneously, the third flange ensures dimensional stability of the pot seat support while improving its strength and stability, reducing deformation during use, saving raw materials, and increasing manufacturing efficiency. Furthermore, the pot seat support utilizes a structure connecting side plates and reinforcing square tubes. These reinforcing square tubes have high strength and rigidity, capable of withstanding significant pressure and tension, further enhancing the strength and stability of the pot seat support. The reinforcing square tubes also provide a relatively flat overlapping surface, facilitating welding between them and the side plates without requiring additional sheet metal parts. The welded connection is also stronger, and the lightweight nature of the reinforcing square tubes contributes to the weight reduction of the seat.

[0018] In the aforementioned car seat frame adjustment mechanism, the slide rail assembly is equipped with two backrest connecting brackets for connecting the backrest frame. One of the backrest connecting brackets is located on the outer side of the side plate and is positioned opposite to the angle adjustment motor. The backrest connecting bracket itself has a certain height, which increases the distance between the backrest frame and the slide rail assembly after the backrest frame is connected to the upper end of the backrest connecting bracket. The seat cushion frame is located between the backrest frame and the slide rail assembly, which makes it easier for the seat back to fold completely flat when folded. In addition, when the car seat is in normal use, the positioning of one of the backrest connecting brackets opposite to the angle adjustment motor provides better protection for the angle adjustment motor.

[0019] Compared with existing technologies, the advantages of this car seat frame adjustment mechanism are as follows: 1. This car seat frame adjustment mechanism drives the concentric angle adjuster, rear linkage and rear cross tube to rotate forward synchronously through the drive component. While the rear cross tube and rear linkage rotate forward, they can also drive the two seat basin brackets to move forward synchronously relative to the slide rail assembly. This causes the position of the seat back frame and the seat cushion frame to be misaligned after folding, so that the seat back frame can be folded forward at a large angle when folding, and the seat back can be completely folded flat when folding.

[0020] 2. The front end of the seat cushion frame is generally equipped with a leg support mechanism and other mechanisms. The adjustment mechanism of this car seat frame is located at the rear end of the seat cushion frame, which can avoid the problem of the front end of the seat cushion frame being too crowded and the front being heavy and the back being light. This can optimize the layout of the various mechanisms on the seat cushion frame and make reasonable use of space. Attached Figure Description

[0021] Figure 1 This is a three-dimensional structural diagram of a car seat frame equipped with this adjustment mechanism.

[0022] Figure 2 This is a side view of the car seat frame with this adjustment structure.

[0023] Figure 3 This is a schematic diagram of the three-dimensional structure of the car seat frame after removing the backrest frame, backrest connecting bracket and seat basin.

[0024] Figure 4 This is a sectional view of the car seat frame after removing the backrest frame, backrest connecting bracket, and seat basin.

[0025] Figure 5 This is an exploded view of the car seat frame after removing the backrest frame, backrest connecting bracket, and seat basin.

[0026] Figure 6 This is a top-down structural diagram of the car seat frame after removing the backrest frame, backrest connecting bracket, and seat basin.

[0027] Figure 7 This is a side view of the backrest frame of the car seat when it is in a folded-down position.

[0028] In the diagram, 1. Slide rail assembly; 2. Seat cushion frame; 3. Seat basin support; 3a. Side plate; 3a1. Second snap-fit ​​hole; 3a2. Third flange; 3b. Reinforced square tube; 3b1. Mounting notch; 3c. Hinge bracket; 4. Front cross tube; 5. Front connecting rod; 5a. Second flange; 6. Concentric angle adjuster; 6a. Snap-fit ​​part; 7. Drive assembly; 7a. Synchronizing rod; 7b. Angle adjustment motor; 8. Rear connecting rod; 8a. First snap-fit ​​hole; 8b. First flange; 9. Rear cross tube; 9a. Connecting part; 10. Placement slot; 11. Backrest frame; 12. Backrest connecting bracket. Detailed Implementation

[0029] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0030] A car seat frame adjustment mechanism, as shown in the reference Figure 1-7 The seat frame includes a slide rail assembly 1 and a seat cushion frame 2. The seat cushion frame 2 includes two seat basin supports 3 and a front cross tube 4 connecting the two seat basin supports 3. The front ends of the two seat basin supports 3 are each hinged to a front connecting rod 5. The lower ends of the two front connecting rods 5 are respectively hinged to the slide rail assembly 1. The adjustment mechanism includes two concentric angle adjusters 6 respectively set at the rear ends of the two seat basin supports 3. The seat basin supports 3 are provided with a drive assembly 7 that can drive the two concentric angle adjusters 6 to rotate synchronously. Each concentric angle adjuster 6 is provided with a rear connecting rod 8 that can rotate synchronously with it. A rear cross tube 9 is provided between the two rear connecting rods 8. The two ends of the rear cross tube 9 are respectively fixed to the upper ends of the two rear connecting rods 8. The lower end of each rear connecting rod 8 is hinged to the slide rail assembly 1. The rotation axis of the concentric angle adjuster 6 and the rotation axis of the rear cross tube 9 are coaxial.

[0031] Reference Figure 1 , Figure 3 , Figure 4 , Figure 5 and Figure 6 Specifically, the drive assembly 7 includes a synchronizing rod 7a that passes through two concentric angle adjusters 6 and can drive the two concentric angle adjusters 6 to rotate synchronously, and an angle adjusting motor 7b that is installed on one of the seat brackets 3. The output end of the angle adjusting motor 7b passes through the synchronizing rod 7a and is fixedly connected, snapped, or engaged with the synchronizing rod 7a to drive the synchronizing rod 7a to rotate. The synchronizing rod 7a is installed inside the rear horizontal tube 9, and the two ends of the synchronizing rod 7a extend out of the two ends of the rear horizontal tube 9, and the rotation axis of the synchronizing rod 7a and the rotation axis of the rear horizontal tube 9 are coaxial.

[0032] Reference Figure 1 , Figure 3 , Figure 4 , Figure 5 and Figure 6 Specifically, the concentric angle adjuster 6 has protruding snap-fit ​​parts 6a on both ends of its end face. The upper end of the rear connecting rod 8 and the rear end of the seat bracket 3 are respectively provided with a first snap-fit ​​hole 8a and a second snap-fit ​​hole 3a1. The two snap-fit ​​parts 6a of the concentric angle adjuster 6 are respectively snapped into the first snap-fit ​​hole 8a and the second snap-fit ​​hole 3a1, and the two snap-fit ​​parts 6a are respectively welded to the edges of the first snap-fit ​​hole 8a and the second snap-fit ​​hole 3a1.

[0033] Reference Figure 1 , Figure 3 , Figure 4 , Figure 5 and Figure 6 Specifically, both ends of the rear horizontal tube 9 have cylindrical connecting portions 9a, the ends of the connecting portions 9a facing the rear connecting rod 8 are open, and both sides of the rear connecting rod 8 have first flange portions 8b facing the connecting portions 9a, and the two first flange portions 8b are welded and fixed to the connecting portions 9a respectively.

[0034] Reference Figure 1 , Figure 3 , Figure 4 , Figure 5 and Figure 6 Furthermore, the basin support 3 includes a side plate 3a and a reinforcing square tube 3b fixed to the front end of the side plate 3a. A hinged bracket 3c is fixed to the inner wall of the reinforcing square tube 3b. The upper end of the front connecting rod 5 is hinged to the hinged bracket 3c. An installation notch 3b1 is provided at the bottom of the front end of the reinforcing square tube 3b. The two ends of the front horizontal tube 4 are respectively set in the two installation notches 3b1 and welded to the wall of the corresponding installation notch 3b1. Both sides of the front connecting rod 5 have a second flange 5a facing away from the hinged bracket 3c. The front horizontal tube 4 is located in front of and above the two front connecting rods 5.

[0035] Reference Figure 1 , Figure 3 , Figure 4 , Figure 5 and Figure 6Furthermore, the side plate 3a has a third flange 3a2 facing away from the concentric angle adjuster 6 on both sides and the rear edge. The inner side of the third flange 3a2 forms a placement groove 10. The rear end of the reinforcing square tube 3b extends into the placement groove 10 and is welded to the third flange 3a2 located on the upper and lower sides of the side plate 3a. The angle adjustment motor 7b is located in the placement groove 10. The slide rail assembly 1 is provided with two backrest connecting brackets 12 for connecting the backrest frame 11. One of the backrest connecting brackets 12 is located on the outer side of the side plate 3a and is arranged opposite to the angle adjustment motor 7b.

[0036] Specifically, the two seat basin supports 3 and the front horizontal tube 4 and rear horizontal tube 9 connecting the two seat basin supports 3 together form the seat cushion frame 2. Both ends of the rear horizontal tube 9 are indirectly connected to the corresponding seat basin supports 3 through concentric angle adjusters 6 and rear connecting rods 8. When the seat back (backrest frame 11) needs to be folded, the concentric angle adjuster 6 is first driven to rotate forward by the drive assembly 7. Because the rotation axis of the concentric angle adjuster 6 and the rotation axis of the rear horizontal tube 9 are coaxial, when the concentric angle adjuster 6 rotates forward, it can drive the rear connecting rod 8 that is engaged with it and the rear horizontal tube 9 that is fixed to the rear connecting rod 8 to move forward synchronously. The specific structure of the concentric angle adjuster 6 is prior art and will not be described in detail here. For example, the structure of a concentric angle adjuster device disclosed in Chinese patent document CN 215042269 U is described. When in use, the toothed plate at the end where the concentric angle adjuster 6 is connected to the seat bracket 3 is fixed, while the toothed plate at the end where the concentric angle adjuster 6 is connected to the rear connecting rod 8 can rotate concentrically under the drive of the central toothed ring, so that the concentric angle adjuster 6 can drive the rear connecting rod 8 and the rear horizontal tube 9 fixed to the rear connecting rod 8 to rotate forward synchronously.

[0037] Then, as the horizontal tube 9 and the rear connecting rod 8 rotate forward, they simultaneously drive the two seat basin supports 3 to move forward synchronously relative to the slide rail assembly 1. The forward movement of the two seat basin supports 3 also drives the two front connecting rods 5 to rotate forward synchronously, causing the seat cushion frame 2 to move forward as a whole relative to the slide rail assembly 1. After the seat cushion frame 2 moves forward as a whole, the positions of the seat back frame 11 and the seat cushion frame 2 are misaligned after folding, allowing the seat back frame 11 to fold forward at a large angle and completely flatten when folded. Simultaneously, the adjustment mechanism of this car seat frame is located at the rear end of the seat cushion frame 2, avoiding the problem of excessive crowding at the front and a front-heavy to rear imbalance, thus optimizing the layout of the various mechanisms on the seat cushion frame 2 and making reasonable use of space.

[0038] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.

Claims

1. A car seat frame adjustment mechanism, the seat frame comprising a slide rail assembly (1) and a seat cushion frame (2), the seat cushion frame (2) comprising two seat basin supports (3) and a front cross tube (4) connecting the two seat basin supports (3), characterized in that, The front ends of the two seat supports (3) are hinged with front connecting rods (5), and the lower ends of the two front connecting rods (5) are respectively hinged to the slide rail assembly (1). The adjustment mechanism includes two concentric angle adjusters (6) respectively set at the rear ends of the two seat supports (3). The seat supports (3) are provided with a drive assembly (7) that can drive the two concentric angle adjusters (6) to rotate synchronously. Each concentric angle adjuster (6) is provided with a rear connecting rod (8) that can rotate synchronously with it. A rear horizontal tube (9) is provided between the two rear connecting rods (8). The two ends of the rear horizontal tube (9) are respectively fixed to the upper ends of the two rear connecting rods (8). The lower end of each rear connecting rod (8) is hinged to the slide rail assembly (1). The rotation axis of the concentric angle adjuster (6) and the rotation axis of the rear horizontal tube (9) are coaxial.

2. The automobile seat frame adjustment mechanism according to claim 1, characterized in that, The drive assembly (7) includes a synchronizing rod (7a) that is simultaneously mounted on two concentric angle adjusters (6) and can drive the two concentric angle adjusters (6) to rotate synchronously, and an angle adjusting motor (7b) mounted on one of the seat brackets (3). The output end of the angle adjusting motor (7b) is mounted on the synchronizing rod (7a) and is fixedly connected, snapped or engaged with the synchronizing rod (7a) to drive the synchronizing rod (7a) to rotate.

3. The automobile seat frame adjustment mechanism according to claim 2, characterized in that, The synchronizing rod (7a) is located inside the rear horizontal tube (9). The two ends of the synchronizing rod (7a) extend out of the two ends of the rear horizontal tube (9), and the rotation axis of the synchronizing rod (7a) and the rotation axis of the rear horizontal tube (9) are coaxial.

4. A car seat frame adjustment mechanism according to claim 1, 2, or 3, characterized in that, The concentric angle adjuster (6) has protruding snap-fit ​​parts (6a) on both ends of its end face. The upper end of the rear connecting rod (8) and the rear end of the seat bracket (3) are respectively provided with a first snap-fit ​​hole (8a) and a second snap-fit ​​hole (3a1). The two snap-fit ​​parts (6a) of the concentric angle adjuster (6) are respectively snapped into the first snap-fit ​​hole (8a) and the second snap-fit ​​hole (3a1), and the two snap-fit ​​parts (6a) are respectively welded to the edges of the first snap-fit ​​hole (8a) and the second snap-fit ​​hole (3a1).

5. The automobile seat frame adjustment mechanism according to claim 4, characterized in that, Both ends of the rear horizontal tube (9) have cylindrical connecting parts (9a). The end of the connecting part (9a) facing the rear connecting rod (8) is open. Both sides of the rear connecting rod (8) have first flanges (8b) facing the connecting parts (9a), and the two first flanges (8b) are welded and fixed to the connecting parts (9a) respectively.

6. A car seat frame adjustment mechanism according to claim 2 or 3, characterized in that, The basin support (3) includes a side plate (3a) and a reinforcing square tube (3b) fixed to the front end of the side plate (3a). A hinged bracket (3c) is fixed to the inner wall of the reinforcing square tube (3b), and the upper end of the front connecting rod (5) is hinged to the hinged bracket (3c).

7. The automobile seat frame adjustment mechanism according to claim 6, characterized in that, The front end of the reinforced square tube (3b) is provided with an installation notch (3b1), and the two ends of the front horizontal tube (4) are respectively set in the two installation notches (3b1) and welded to the wall of the corresponding installation notch (3b1).

8. The automobile seat frame adjustment mechanism according to claim 7, characterized in that, Both sides of the front link (5) have a second flange (5a) facing away from the hinge bracket (3c), and the front cross tube (4) is located in front of and above the two front links (5).

9. The automobile seat frame adjustment mechanism according to claim 7, characterized in that, The upper and lower sides and the rear edge of the side plate (3a) have a third flange (3a2) facing away from the concentric angle adjuster (6). The inner side of the third flange (3a2) forms a placement groove (10). The rear end of the reinforcing square tube (3b) extends into the placement groove (10) and is welded to the third flange (3a2) located on the upper and lower sides of the side plate (3a). The angle adjusting motor (7b) is located in the placement groove (10).

10. The automobile seat frame adjustment mechanism according to claim 9, characterized in that, The slide rail assembly (1) is provided with two backrest connecting brackets (12) for connecting the backrest frame (11), one of which is located on the outside of the side plate (3a) and is arranged opposite to the angle adjustment motor (7b).

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