A car seat bracket structure based on TRB technology

Abstract

This utility model relates to the field of automotive seat technology, specifically disclosing an automotive seat bracket structure based on TRB technology, including a slide rail and a bracket. The bracket includes an inner bracket (1), an outer front bracket (2), and an outer rear bracket (3). The inner bracket (1) is provided with a front area (D), a rear area (H), a thinning area (L), and an unequal thickness transition area (T). This utility model is scientifically designed and uses differential thickness plate technology to reasonably reduce the thickness of the thinning area of ​​the inner bracket. The structure is reasonable, and the function is safe and reliable. While achieving lightweighting, it ensures the installation strength and collision safety of the inner bracket, making it durable and achieving ideal weight reduction.

Description

Technical Field

[0001] This utility model relates to the field of automotive seat technology, and in particular to an automotive seat bracket structure based on TRB technology. Background Technology

[0002] Seats are an essential component of automobiles. Current automotive seat brackets, mounted on rails, are mostly made of uniformly thick steel plates or welded from multiple sections of sheet metal, which has the following drawbacks:

[0003] 1. Weight redundancy: To meet the local strength requirements of the side panel of the car seat cushion, the overall thickness and weight have increased.

[0004] 2. Stress concentration: Stress concentration is likely to occur around the mounting holes on the side panel of the seat cushion, which can easily lead to breakage after long-term use or impact.

[0005] 3. Insufficient testing performance: In static strength tests (such as ECE R17 standard) and dynamic impact tests of seat back panels, traditional structures have low energy absorption efficiency, which can easily lead to excessive displacement of the seat cushion.

[0006] 4. Complex process: Multi-segment welding process increases manufacturing costs, and the weld area is prone to fatigue weak points. Summary of the Invention

[0007] The purpose of this utility model is to address the shortcomings of the existing technology by providing a car seat bracket structure based on TRB technology.

[0008] The technical solution adopted in this utility model is as follows:

[0009] A car seat bracket structure based on TRB technology includes a slide rail and a bracket. The bracket comprises an inner bracket, an outer front bracket, and an outer rear bracket. The slide rail includes an inner slide rail, an outer slide rail, and a connecting bridge that are mounted together. The inner bracket has connecting holes and is mounted on the inner slide rail. The outer front bracket and outer rear bracket are mounted on the outer slide rail. The inner bracket has a front area, a rear area, a thinning area, and an unequal thickness transition area. The thickness of the thinning area is less than the thickness of the front area and the rear area. The thinning area and the front area are smoothly connected via the unequal thickness transition area, and the thinning area and the rear area are also smoothly connected via the unequal thickness transition area.

[0010] The thickness of the rear region is 2.0mm-2.5mm, the thickness of the front region is 2.0mm-2.5mm, and the thickness of the thinned region is 1.0mm-1.2mm.

[0011] The thinning zone and the front zone are smoothly transitioned by a double curvature gradient design through an unequal thickness transition zone. The thinning zone and the rear zone are also smoothly transitioned by a double curvature gradient design through an unequal thickness transition zone.

[0012] This utility model relates to an automotive seat bracket structure based on TRB technology. It is scientifically designed and uses differential thickness plate technology to reasonably reduce the thickness of the thinning area of ​​the inner bracket. The structure is reasonable, safe and reliable, and while achieving lightweighting, it ensures the installation strength and collision safety of the inner bracket. It is durable and has an ideal weight reduction effect. Attached Figure Description

[0013] The accompanying drawings, which are provided to further illustrate this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application.

[0014] Figure 1 This is a three-dimensional structural diagram of the seat's internal support structure;

[0015] Figure 2 for Figure 1 A schematic diagram of the M-shaped inward support component;

[0016] Figure 3 for Figure 2 Enlarged sectional view along the AA direction;

[0017] In the diagram: 1-Inner support; 11-Connecting hole; 2-Outer front support; 3-Outer rear support; G1-Inner slide rail; G2-Outer slide rail; G3-Connecting cable tray; L-Thinning zone; H-Rear zone; D-Front zone; HD-Rear zone thickness; LD-Thinning zone thickness; DD-Front zone thickness; T-Unequal thickness transition zone; T1-Length of the transition zone between the front zone and the thinning zone; T2-Length of the transition zone between the rear zone and the thinning zone. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this utility model clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described below are merely illustrative of this utility model. Key terms that need attention in these descriptions, including "TRB technology," "unequal thickness transition zone," and "hypercurvature gradient design," are only for the purpose of facilitating and simplifying the description of this utility model, and therefore should not be construed as limiting this utility model.

[0019] This utility model relates to an automotive seat bracket structure based on TRB technology. Its inner bracket features a thinning design in the thinning zone L and a gradient energy absorption scheme in the unequal thickness transition zone T. This structure achieves lightweighting while ensuring the installation strength and collision safety of the inner bracket. The continuous variable cross-section thin plate obtained through a new rolling process of TRB technology—flexible rolling technology—and the use of differential thickness plate technology to reasonably reduce the thickness achieve integrated molding, avoiding welding defects. It is suitable for passenger car and commercial vehicle seat systems with high safety requirements.

[0020] This utility model relates to an automotive seat bracket structure based on TRB technology, such as... Figure 1-2 As shown, it includes a slide rail and a bracket. The slide rail includes an inner slide rail G1, an outer slide rail G2, and a connecting bridge G3 that are installed and connected together. The bracket includes an inner bracket 1, an outer front bracket 2, and an outer rear bracket 3. The inner bracket 1 is installed and connected to the inner slide rail G1, and the outer front bracket 2 and outer rear bracket 3 are installed and connected to the outer slide rail G2 on the side of the door. Generally, the front seats in a car's driver's cab are equipped with seat belts, such as the driver's seat or the front passenger seat. In actual use, the inner bracket 1 of the seat with the seat belt has a connecting hole 11 for connecting the seat belt device. Typically, the inner bracket 1 will bear a significant load.

[0021] See Figure 3 As shown, in this embodiment, the integrated inner support 1 includes a front region D, a rear region H, a thinning region L, and an unequal thickness transition region T. Based on the actual stress analysis, the front region D and the rear region H of the inner support 1 are subjected to greater stress, while the middle thinning region L is subjected to relatively less stress. The thickness LD of the thinning zone L is less than the thickness DD of the front zone D and the thickness HD of the rear zone H. The length of the inner support 1 of this utility model is generally 300-400mm. In this embodiment, the inner support 1 is 350mm long. As a preferred option, the thickness LD of the thinning zone L of the inner support 1 is 1.0mm, the thickness LD of the rear zone H is 2.5mm, and the thickness DD of the front zone D is 2.5mm. The thinning zone L and the front zone D are smoothly connected by an unequal thickness transition zone T. The length of their transition zone T (the transition zone length T1 between the thinning zone L and the front zone D) is 50mm. The thinning zone L and the rear zone H are also smoothly connected by an unequal thickness transition zone T. The length of their transition zone T (the transition zone length T2 between the thinning zone L and the rear zone H) is 50mm, thus forming an integral inner support 1. The inner support 1 is made of high-quality, high-strength hot-rolled pickled steel plate (QSte420TM). The specific design of this embodiment is as follows:

[0022] I. Zoning

[0023] 1. Rear area H:

[0024] The inner support 1 has some safety belt accessories assembled and connected in its rear area H. The edge of its connecting hole 11 adopts a progressive chamfer (R angle 3-5mm) to reduce stress concentration. The rear area thickness HD of the rear area H is 2.0-2.5mm.

[0025] 2. Unequal thickness transition zone T:

[0026] The unequal thickness transition zone T is located on both sides of the headrest guide assembly area H, and its length is 30-50 times the thickness difference (for example, when the thickness difference is 1.5mm, the transition zone is 45-75mm long, and the thickness gradually changes from 1.0mm to 2.5mm). The unequal thickness transition zone T adopts a double curvature gradient design to ensure a smooth transition and avoid sudden changes in stiffness.

[0027] 3. Thinning zone L:

[0028] The thinning zone L is a region with relatively low stress, and its thickness LL is 1.0-1.2mm. Thinning through the thinning zone L is beneficial for achieving lightweighting.

[0029] 4. Anterior region D:

[0030] The front area thickness DD of the front area D is 2.0-2.5mm.

[0031] II. Application of TRB Technology

[0032] 1. If two sets of inner supports are symmetrically arranged along the length of the sheet material during cutting, the material utilization rate is ≥70%;

[0033] 2. Rolling tolerance is controlled within ±0.05mm;

[0034] 3. After hot stamping, the yield strength of the sheet metal is ≥1200MPa and the tensile strength is ≥1600MPa.

[0035] III. Testing Performance Advantages

[0036] 1. Static strength test: The radial reinforcing rib design of the inner bracket 1 increases the tensile strength of the installation point by 30% and reduces the displacement by 40%;

[0037] 2. Dynamic impact test: The energy absorption ratio of the uneven thickness transition zone T reaches 60%, and the peak impact force is reduced by 15% (meeting the C-NCAP 5-star requirements).

[0038] 3. Fatigue test: The radial reinforcing rib design in relevant parts increases the cycle life by 50% and prevents the propagation of peripore cracks.

[0039] The automotive seat bracket structure based on TRB technology of this utility model can be seen from the weight reduction test of the inner bracket 1. Its thickness was originally 0.675kg when measured by CATIA software. After reducing the thickness using the differential thickness plate technology of this utility model, the measured weight is 0.594kg, which is a weight reduction of about 12%.

[0040] The above description is only a general embodiment of this utility model. For those skilled in the art, there are various other embodiments with modifications and variations, which will not be elaborated here. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this utility model are included within the protection scope claimed by this utility model.

Claims

1. A car seat bracket structure based on TRB technology, comprising a slide rail and a bracket, characterized in that, The bracket includes an inner bracket (1), an outer front bracket (2), and an outer rear bracket (3). The slide rail includes an inner slide rail (G1), an outer slide rail (G2), and a connecting bridge (G3) that are installed together. The inner bracket (1) is provided with a connecting hole (11) and is installed on the inner slide rail (G1). The outer front bracket (2) and the outer rear bracket (3) are installed on the outer slide rail (G2). The inner bracket (1) is provided with a front area (D), a rear area (H), a thinning area (L), and an unequal thickness transition area (T). The thinning area thickness (LD) of the thinning area (L) is less than the front area thickness (DD) of the front area (D) and the rear area thickness (HD) of the rear area (H). The thinning area (L) and the front area (D) are smoothly connected through the unequal thickness transition area (T). The thinning area (L) and the rear area (H) are also smoothly connected through the unequal thickness transition area (T).

2. The automotive seat bracket structure based on TRB technology according to claim 1, characterized in that, The thickness of the rear region (HD) is 2.0mm-2.5mm, the thickness of the front region (DD) is 2.0mm-2.5mm, and the thickness of the thinned region (LD) is 1.0mm-1.2mm.

3. The automotive seat bracket structure based on TRB technology according to claim 1, characterized in that, The thinning zone (L) and the front zone (D) are smoothly transitioned by a double curvature gradient design through the unequal thickness transition zone (T). The thinning zone (L) and the rear zone (H) are also smoothly transitioned by a double curvature gradient design through the unequal thickness transition zone (T).

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