Automobile seat framework modal optimization structure

Abstract

The utility model discloses a kind of automobile seat framework modal optimization structures, including right sitting basin side plate and left sitting basin side plate, the right sitting basin side plate and left sitting basin side plate are all equipped with assembly hole, rear cross pipe is provided between the right sitting basin side plate and left sitting basin side plate, and the both ends of rear cross pipe are respectively installed in the assembly hole on the right sitting basin side plate and left sitting basin side plate, first reinforcing steel wire is connected between the left sitting basin side plate and rear cross pipe, second reinforcing steel wire is connected between the right sitting basin side plate and rear cross pipe, the utility model is equipped with first reinforcing steel wire, second reinforcing steel wire, the diameter of first reinforcing steel wire, second reinforcing steel wire is 5.0mm, bending part angle 45°-60°, welding and left sitting basin side plate, right sitting basin side plate and rear cross pipe form asymmetric triangle stable structure, can transfer dispersed horizontal force to promote local and overall bending and torsional stiffness, so that framework first-order horizontal modal frequency is promoted to 32.28Hz to be separated from the common excitation frequency band of 25-35Hz.

Description

Technical Field

[0001] This utility model mainly relates to the field of automotive seat technology, specifically to an automotive seat frame modal optimization structure. Background Technology

[0002] As a core component of the interior system, car seats are key parts that come into direct contact with vehicle occupants. Modal testing, an important means of obtaining the structural characteristics of vibration systems, shows that if the modal frequencies of the seat structure are low, its longitudinal or lateral modes are easily triggered by engine vibration or bumpy road surfaces. This excited vibration is transmitted to the seat back and acts on the human body, ultimately directly affecting the occupant's subjective experience and riding comfort.

[0003] The modal characteristics of a chair are primarily related to its stiffness and overall mass. Current mainstream modal analysis methods typically involve loading a concentrated or uniformly distributed mass onto the chair frame to simulate the actual state of the assembled chair. This means that the modal characteristics of the chair frame have a decisive influence on the overall modal performance of the chair. In conventional design standards, the modal performance of the entire chair can only meet design requirements when the first-order modal frequency of the frame reaches above 30Hz.

[0004] Among them, four-way adjustable seats have a relatively simple functional design and a more streamlined frame structure, which directly results in weaker stiffness. As a result, the lateral modal frequency of this type of seat frame is usually difficult to reach the standard requirement of 30Hz, becoming the main limiting factor for improving its modal performance. Utility Model Content

[0005] This utility model provides a solution that is significantly different from existing technologies, addressing the problem that existing solutions are too simplistic. It mainly provides a modal optimization structure for automotive seat frames, which solves the problem mentioned in the background that existing four-way adjustable seats, due to their simplified functions and frame design, have weak rigidity and their frame's transverse modal frequency often fails to reach 30Hz, thus hindering the improvement of their modal performance.

[0006] The technical solution adopted by this utility model to solve the above-mentioned technical problems is as follows:

[0007] A modal optimization structure for an automotive seat frame includes a right seat pan side plate and a left seat pan side plate. Both the right and left seat pan side plates have mounting holes. A rear cross tube is provided between the right and left seat pan side plates, and both ends of the rear cross tube are respectively installed in the mounting holes on the right and left seat pan side plates. A first reinforcing steel wire connects the left seat pan side plate to the rear cross tube, and a second reinforcing steel wire connects the right seat pan side plate to the rear cross tube.

[0008] More preferably, one end of the first reinforcing steel wire is welded to the outer wall of the left seat side plate, and the other end is welded to the wall of the rear horizontal tube.

[0009] More preferably, one end of the second reinforcing steel wire is welded to the outer wall of the right seat side plate, and the other end is welded to the wall of the rear horizontal tube.

[0010] More preferably, the diameter of the first reinforcing steel wire and the second reinforcing steel wire is 5.0 mm, and each steel wire is provided with two bends, the angle of which is between 45° and 60°.

[0011] More preferably, the bottom of both the right and left seat side panels are connected to support members, and the middle of the two support members are connected by a connecting plate. Both the right and left seat side panels are connected to a support plate.

[0012] More preferably, both the right and left side panels of the potty are equipped with connectors near their ends, and a backrest frame is rotatably connected to the connectors.

[0013] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0014] The present invention will be explained in detail below with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0016] Figure 2 This is a schematic diagram of a partially optimized structure of this utility model.

[0017] Numbering on the map:

[0018] 1. Right seat side panel; 2. Left seat side panel; 3. Support plate; 4. Rear cross tube; 5. Backrest frame; 6. First reinforcing steel wire; 7. Second reinforcing steel wire; 8. Support component. Detailed Implementation

[0019] To facilitate understanding of this utility model, a more comprehensive description of the utility model will be given below with reference to the accompanying drawings, which show several embodiments of the utility model. However, the utility model can be implemented in different forms and is not limited to the embodiments described in the text. On the contrary, these embodiments are provided to make the disclosure of the utility model more thorough and comprehensive.

[0020] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0021] Please refer to the appendix carefully. Figures 1-2 A modal optimization structure for an automotive seat frame includes a right seat side plate 1 and a left seat side plate 2. Both the right seat side plate 1 and the left seat side plate 2 are provided with mounting holes. A rear cross tube 4 is provided between the right seat side plate 1 and the left seat side plate 2, and the two ends of the rear cross tube 4 are respectively installed in the mounting holes on the right seat side plate 1 and the left seat side plate 2. A first reinforcing steel wire 6 is connected between the left seat side plate 2 and the rear cross tube 4, and a second reinforcing steel wire 7 is connected between the right seat side plate 1 and the rear cross tube 4.

[0022] In this embodiment, as Figure 2 As shown, the first reinforcing steel wire 6 is designed as a triangular structure, with one end welded to the outer wall of the left seat side plate 2 and the other end welded to the tube wall of the rear horizontal tube 4. The triangle is the most stable structural form in mechanical structures. When the seat frame is subjected to lateral force and attempts to deform, the triangular reinforcing structure can transfer the force on the side plate to the more rigid rear horizontal tube 4, and vice versa. This enhances the ability of this area to resist lateral bending and torsional deformation, improves lateral stiffness, and avoids energy concentration in the weakest area of ​​the structure during vibration, thus changing the inherent vibration characteristics of the structure.

[0023] In this embodiment, as Figure 2 As shown, the second reinforcing wire 7 is designed as a triangular structure, with one end welded to the outer wall of the right seat side plate 1 and the other end welded to the wall of the rear transverse tube 4. By deploying the same reinforcing structure in a mirror image on the right side of the seat frame, it is ensured that the frame deforms synchronously on both sides when vibrating, avoiding new NVH problems that may be caused by asymmetrical reinforcement, making the structure more stable and reliable. Because the structures of the right seat side plate 1 and the left seat side plate 2 are different, the shape and bending angle of the second reinforcing wire 7 are allowed to be different from the first reinforcing wire 6 on the left side to adapt to the installation space and structural features.

[0024] In this embodiment, as Figure 2 As shown, the diameter of the first reinforcing wire 6 and the second reinforcing wire 7 is 5.0 mm, and each wire has two bends with an angle between 45° and 60°. 5.0 mm is a common specification for standard wire, with ample supply of raw materials and low cost. Limiting the angle of the bends to between 45° and 60° ensures that the reinforcing wires can be installed in the extremely limited and irregular installation space inside the seat frame.

[0025] In this embodiment, as Figure 1 As shown, the bottom of both the right seat side panel 1 and the left seat side panel 2 are connected to support members 8, and the middle of the two support members 8 are connected by a connecting plate. The right seat side panel 1 and the left seat side panel 2 are connected to a support plate 3. The support members 8 and the connecting plate form a bottom H-shaped frame connecting the left and right side panels, which enhances the structural integrity of the bottom of the seat assembly. Together with the support plate 3, it enhances the ability of the frame to resist vertical bending and lateral torsional deformation, complementing the lateral bending stiffness improved by the steel wire reinforcement structure, and providing a solid underlying foundation for improving the overall chair mode.

[0026] In this embodiment, as Figure 1 As shown, connectors are installed near the ends of both the right seat side panel 1 and the left seat side panel 2, and the backrest frame 5 is rotatably connected to the connectors. The connectors are made of high-strength metal material, and provide a high-strength rotatable connection point to ensure that the backrest frame 5 can achieve smooth angle adjustment and reliably bear the load applied by the occupant. Angle adjusters can be installed on the connectors on the left and right sides respectively to further realize multi-level adjustment and reliable locking of the backrest angle.

[0027] The specific operating procedure of this utility model is as follows: First, the first reinforcing steel wire 6 and the second reinforcing steel wire 7 are welded to the inner side of the left seat side plate 2 and the right seat side plate 1 and the pipe wall of the rear horizontal tube 4, forming two asymmetrical triangular stable structures. This structure can transfer the lateral force on the left seat side plate 2 or the right seat side plate 1 to the more rigid rear horizontal tube 4 through the first reinforcing steel wire 6 or the second reinforcing steel wire 7, thereby improving the local bending and torsional stiffness.

[0028] Both reinforcing steel wires have a diameter of 5.0mm, and the bending angle is controlled between 45° and 60° to ensure compatibility with the irregular space inside the frame and avoid stress concentration.

[0029] The bottom of the right seat side plate 1 and the left seat side plate 2 are connected by the support member 8 and the connecting plate 9 to form an H-shaped frame, and the top is connected by the support plate 3 to form a three-dimensional support system, which works in conjunction with the rear steel wire reinforcement structure to suppress vertical bending and torsional deformation.

[0030] When the seat is subjected to engine idling vibration of 25–35Hz or road surface excitation, the overall stiffness of the reinforced frame is improved. According to the relationship that the natural frequency is proportional to the square root of the stiffness, the first-order transverse mode frequency is raised to 32.28Hz, successfully jumping out of the common excitation frequency band. The triangular steel wire structure efficiently transmits and disperses vibration energy, and the three-dimensional support frame further attenuates the vibration amplitude, avoiding energy accumulation in weak areas, thereby completely eliminating the resonance phenomenon.

[0031] All reinforcing components have been checked for gaps using the digital prototype (DMU) and maintain a safe distance of more than 10mm from the slide rail, adjuster, and foam pad, without affecting the original function.

[0032] The present invention has been described above by way of example in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvement made by adopting the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, shall be within the protection scope of the present invention.

Claims

1. A modal optimization structure for an automotive seat frame, characterized in that, It includes a right seat side plate (1) and a left seat side plate (2). Both the right seat side plate (1) and the left seat side plate (2) are provided with mounting holes. A rear horizontal tube (4) is provided between the right seat side plate (1) and the left seat side plate (2). The two ends of the rear horizontal tube (4) are respectively installed in the mounting holes on the right seat side plate (1) and the left seat side plate (2). A first reinforcing steel wire (6) is connected between the left seat side plate (2) and the rear horizontal tube (4). A second reinforcing steel wire (7) is connected between the right seat side plate (1) and the rear horizontal tube (4).

2. The automotive seat frame modal optimization structure according to claim 1, characterized in that: One end of the first reinforcing steel wire (6) is welded to the outer wall of the left seat side plate (2), and the other end is welded to the pipe wall of the rear horizontal tube (4).

3. The automotive seat frame modal optimization structure according to claim 1, characterized in that: One end of the second reinforcing steel wire (7) is welded to the outer wall of the right seat side plate (1), and the other end is welded to the pipe wall of the rear horizontal tube (4).

4. The automotive seat frame modal optimization structure according to claim 1, characterized in that: The diameter of the first reinforcing wire (6) and the second reinforcing wire (7) is 5.0 mm, and each wire has two bends, the angle of which is between 45° and 60°.

5. The automotive seat frame modal optimization structure according to claim 1, characterized in that: The bottom of the right seat side plate (1) and the left seat side plate (2) are both connected to a support member (8), and the middle of the two support members (8) are connected by a connecting plate. The right seat side plate (1) and the left seat side plate (2) are both connected to a support plate (3).

6. The automotive seat frame modal optimization structure according to claim 1, characterized in that: Both the right seat side plate (1) and the left seat side plate (2) are equipped with connectors near their ends, and the backrest frame (5) is rotatably connected to the connectors.

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