An automobile seat

Abstract

The utility model discloses a kind of automobile seats, including seat body, seat body is made of EPP foamed polypropylene material, its inside fixedly connected with steel wire frame, steel wire frame adopts single ring annular steel wire structure.The seat body upper end is provided with two seat grooves of symmetrical distribution, steel wire frame outside fixedly connected with two inclined frames of symmetrical distribution.The utility model replaces traditional polyurethane foam by using EPP material, and simplifies steel wire frame structure as single ring annular design, effectively reduces seat weight about 35%, while significantly improves buffering performance and durability, simplifies manufacturing process, reduces production cost.

Description

Technical Field

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

[0002] With the continuous development of the automotive industry and the increasing demands for energy conservation and emission reduction, lightweighting of automobiles has become an important trend in the industry. As a crucial component of automotive interiors, the weight of seats directly impacts the overall vehicle weight. Traditional car seats typically use polyurethane foam as cushioning material and a dense wire mesh as the internal support structure. While this design provides basic support and cushioning, it has several shortcomings.

[0003] First, while polyurethane foam offers some cushioning, its relatively high density results in a heavier overall seat weight. In the current trend towards lightweight vehicles, excessively heavy seats increase fuel consumption, reduce driving range, and hinder energy conservation and emission reduction goals. Second, traditional seats typically use a dense wire mesh as a support structure, requiring multiple interwoven wires. This not only increases the seat's weight but also complicates the manufacturing process, requiring specialized weaving equipment and significant processing time, leading to low production efficiency and high manufacturing costs. Third, polyurethane foam is prone to collapse and decreased resilience over long-term use, affecting seat comfort and lifespan. Furthermore, the dense wire mesh structure can create stress concentrations when the seat is impacted, increasing safety hazards.

[0004] Therefore, there is an urgent need to develop a new type of car seat that can ensure good support and comfort, significantly reduce seat weight, simplify manufacturing process, improve production efficiency, reduce manufacturing costs, and at the same time have better durability and safety performance. Utility Model Content

[0005] The purpose of this invention is to provide an automotive seat that uses EPP foamed polypropylene material to replace traditional polyurethane foam and simplifies the complex dense wire mesh structure into a single-loop steel wire frame. While ensuring seat strength and comfort, it significantly reduces seat weight, simplifies manufacturing process, improves production efficiency, reduces manufacturing costs, and enhances seat cushioning performance, durability, and safety.

[0006] To achieve the above objectives, this utility model provides the following technical solution.

[0007] A car seat includes a seat body made of EPP foamed polypropylene material. The seat body has two symmetrically distributed seat grooves at the upper end. A steel wire frame is fixedly connected inside the seat body. The steel wire frame adopts a single-loop annular steel wire structure. Two symmetrically distributed inclined brackets are fixedly connected to the outside of the steel wire frame. A first hook is fixedly connected to the upper end of each of the two inclined brackets. Two symmetrically distributed second hooks are fixedly connected to the lower end of the steel wire frame. The seat body is fixedly connected to the inclined brackets and the second hooks respectively.

[0008] Furthermore, the EPP foamed polypropylene material is prepared from the following raw materials: 100 parts by weight of polypropylene resin, 0.1-0.3 parts by weight of nucleating agent, 0.05-0.15 parts by weight of antioxidant, 0.2-0.5 parts by weight of lubricant, and 3-6 parts by weight of foaming agent. The density of the EPP material is 20-40 kg / m³. 3 The compressive strength is 0.08-0.15 MPa at 25% deformation.

[0009] Furthermore, a first inclined surface is provided on one side of each of the two seat slots, and a second inclined surface is provided on the side of each seat slot opposite to the first inclined surface.

[0010] Furthermore, two first expansion joints and two second expansion joints are symmetrically distributed on the upper part of the seat body.

[0011] Furthermore, a storage compartment is provided inside the seat body.

[0012] Furthermore, two brackets are fixedly connected to the back of the seat body, and the two brackets are symmetrically arranged on both sides of the storage slot.

[0013] Furthermore, a protrusion is provided on the upper part of the seat body.

[0014] Furthermore, two symmetrically distributed positioning grooves are provided at the lower end of the seat body, and two symmetrically distributed positioning rods are fixedly connected inside each of the two positioning grooves.

[0015] This utility model also provides a method for preparing the above-mentioned car seat, including the following steps: First, EPP beads are prepared by mixing polypropylene resin with nucleating agent, antioxidant and lubricant in a twin-screw extruder at 180-220℃, obtaining polypropylene base granules by underwater pelletizing, then impregnating the base granules and foaming agent in an autoclave at 140-160℃ and 2-4MPa for 3-5 hours to obtain pre-foamed beads, then pre-foaming the pre-foamed beads in a steam chamber at 110-130℃ to obtain EPP beads; then, compression molding is performed by filling the EPP beads into the seat mold, heating with steam at a pressure of 0.3-0.5MPa for 60-90 seconds to melt and bond the beads, and demolding after cooling to obtain the seat body; finally, a single-ring steel wire frame is pre-embedded in a designated position inside the seat body, and the inclined frame and hook are fixedly connected to the steel wire frame and seat body by hot melting or bonding.

[0016] This invention also provides the application of EPP foamed polypropylene material in lightweight automotive seats.

[0017] Compared with the prior art, the present invention has the following beneficial effects.

[0018] First, it offers significant weight reduction. The density of EPP foamed polypropylene material is only 20-40 kg / m³. 3 Compared to the density of traditional polyurethane foam (50-80 kg / m³), 3 It reduces weight by about 50%, while simplifying the complex and dense wire mesh structure into a single-loop steel wire frame, reducing steel wire usage by about 70%. Overall, the seat weight is reduced by about 35%, effectively reducing vehicle fuel consumption and increasing driving range, which is in line with the trend of automotive lightweighting.

[0019] Secondly, it boasts excellent cushioning performance and energy absorption capacity. EPP material has a unique closed-cell foam structure, which can effectively absorb energy through the compression and rebound of bubbles when impacted. Its cushioning performance is about 40% higher than that of polyurethane foam, and its compressive strength at 25% deformation is 0.08-0.15MPa, which can provide more comfortable support for passengers and better protect occupants' safety in the event of a collision.

[0020] Third, superior resilience and durability. EPP material possesses excellent elastic memory function, quickly returning to its original shape even after multiple compressions, with a resilience rate exceeding 95%, far surpassing the approximately 85% of polyurethane foam. This ensures the seat does not collapse during long-term use and maintains excellent support performance. Simultaneously, EPP material exhibits excellent fatigue resistance; after 100,000 cycles of compression testing, the thickness loss rate is less than 5%, while the thickness loss rate of polyurethane foam typically exceeds 15%, significantly extending its service life.

[0021] Fourth, excellent weather resistance and chemical stability. EPP material has a wide temperature range, and can be used stably in environments from -40℃ to 120℃. It does not become brittle at low temperatures and does not soften at high temperatures, adapting to various climatic conditions. At the same time, EPP material has excellent chemical corrosion resistance, is not corroded by common chemicals such as acids, alkalis, and oils, and does not absorb water or mold in humid environments, ensuring that the seat maintains stable performance under various usage conditions.

[0022] Fifth, it significantly simplifies the manufacturing process and reduces production costs. Replacing the traditional dense wire mesh with a single-loop steel wire frame eliminates the need for complex weaving processes; simply bending a single wire into a loop reduces processing time from 10-15 minutes to 2-3 minutes, increasing production efficiency by approximately 80%. Simultaneously, the EPP material's molding process is simple and quick, typically requiring only 60-90 seconds, while traditional polyurethane foam requires 5-10 minutes to foam and cure, significantly improving production efficiency. The reduction in steel wire usage and the simplification of the process lowers seat manufacturing costs by approximately 20-25%.

[0023] Sixth, it is environmentally friendly and recyclable. EPP material is a thermoplastic material that can be 100% recycled and reused. Waste seats can be crushed and made back into EPP beads for reuse in production, which is in line with the concept of circular economy and sustainable development. Compared with polyurethane foam, which is a thermosetting material and difficult to recycle, it has significant environmental advantages.

[0024] Seventh, optimized structural design. The single-ring steel wire frame structure simplifies the stress distribution inside the seat, avoids stress concentration problems that may occur with dense mesh structures, and improves the overall safety of the seat. At the same time, the ring structure can evenly distribute the force on the seat, and combined with the excellent cushioning performance of EPP material, it provides a more comfortable support experience for passengers. Attached Figure Description

[0025] Figure 1 This is one of the structural schematic diagrams of this utility model.

[0026] Figure 2 This is the second structural schematic diagram of the present invention.

[0027] Figure 3 This is the third structural schematic diagram of this utility model.

[0028] Figure 4 This is a schematic diagram of the internal components of the seat body of this utility model.

[0029] In the diagram: 1. Seat body; 101. Seat groove; 102. First inclined surface; 103. Second inclined surface; 2. First expansion joint; 3. Second expansion joint; 4. Storage groove; 5. Bracket; 6. Protrusion; 7. Positioning groove; 8. Positioning rod; 9. Wire frame; 10. Inclined frame; 11. First hook; 12. Second hook. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0031] Please see Figures 1 to 4 This utility model provides a car seat, including a seat body 1, which is made of EPP foamed polypropylene material. The overall design of the seat body 1 fully considers ergonomic principles, providing a comfortable support experience for the occupant. Two symmetrically distributed seat grooves 101 are provided at the upper end of the seat body 1. The shape and size of the two seat grooves 101 are carefully designed to conform well to the curve of the human buttocks, providing the occupant with just the right amount of wrapping and support.

[0032] The seat body 1 is internally fixed with a steel wire frame 9, which adopts a single-loop annular steel wire structure. This single-loop annular design greatly simplifies the manufacturing process compared to the traditional dense wire mesh structure; only a single steel wire needs to be bent into a loop, eliminating the need for complex weaving procedures. The steel wire frame 9 uses high-strength steel wire with a diameter of 4-6mm, which is bent into a complete annular structure. The diameter of the annular ring is determined according to the seat size, typically 300-400mm. This annular structure can evenly distribute the pressure on the seat, avoiding stress concentration while ensuring sufficient support strength.

[0033] Two symmetrically distributed diagonal brackets 10 are fixedly connected to the outer side of the wire frame 9. The two diagonal brackets 10 are set at a certain angle, typically 30-45 degrees. This angle is precisely calculated to ensure both the support strength of the seat and improve the overall comfort of the seat. The diagonal brackets 10 are made of high-strength alloy material and have been treated with anti-rust coating to ensure that they will not corrode during long-term use. The upper end of each of the two diagonal brackets 10 is fixedly connected to a first hook 11. The first hook 11 has a reasonable shape and a moderate hook size, which facilitates connection with the fixing device inside the vehicle.

[0034] Two symmetrically distributed second hooks 12 are fixedly connected to the lower end of the wire frame 9. The second hooks 12 are also made of high-strength alloy material, providing a stable connection. The position of the second hooks 12 is carefully designed to accurately align with the fixing points on the bottom of the vehicle, ensuring a secure and reliable seat installation. The seat body 1 is integrally fixed to the inclined frame 10 and the second hooks 12 during the molding process using EPP material molding. The connection interface is firmly connected through the fusion bonding and mechanical locking of the EPP material.

[0035] The seat body 1 uses EPP foamed polypropylene material, which possesses numerous superior properties. EPP material is made from polypropylene resin foam and features low density, high strength, and excellent resilience. The closed-cell foam structure of EPP material gives it excellent cushioning performance and energy absorption capacity. Upon impact, it effectively absorbs energy through the compression and rebound of the air bubbles, providing comfortable support for the occupant. Simultaneously, EPP material has excellent elastic memory function, quickly returning to its original shape even after repeated compression, ensuring the seat does not collapse over long-term use. EPP material also has excellent weather resistance and chemical stability, with a wide temperature range, allowing stable use in environments from -40 degrees Celsius to 120 degrees Celsius. It is unaffected by common chemicals such as acids, alkalis, and oils, and does not absorb water or mold in humid environments, ensuring the seat maintains stable performance under various usage conditions.

[0036] A first inclined surface 102 is provided on one side of each of the two seat recesses 101. The inclination angle of the first inclined surface 102 is carefully designed, typically 10-15 degrees, to guide the occupant's legs to place naturally, reducing friction between the legs and the seat and improving seating comfort. A second inclined surface 103 is provided on the opposite side of the two seat recesses 101 from the first inclined surface 102. The inclination angle of the second inclined surface 103 is typically 5-8 degrees, working in conjunction with the first inclined surface 102 to further optimize the seating experience. The slope of the first inclined surface 102 is greater than that of the second inclined surface 103. This design allows the first inclined surface 102 to limit the occupant's buttocks during sudden braking, preventing the occupant from sliding forward and leaving the seat body 1 due to inertia, thus improving seating safety.

[0037] The upper part of the seat body 1 has two symmetrically distributed first expansion joints 2 and two second expansion joints 3. The positions of the first expansion joints 2 and second expansion joints 3 are rationally planned, usually located in areas of the seat where the stress is greater. These expansion joints can expand and contract according to the pressure and deformation of the seat. When a occupant sits down, the seat deforms to a certain extent under pressure, and the first expansion joints 2 and second expansion joints 3 will correspondingly contract or expand, thereby dispersing the pressure and preventing excessive local stress on the seat from causing damage. At the same time, they can better conform to the occupant's body curves and provide more comfortable support. The depth of the expansion joints is usually 5-10mm, and the width is 2-4mm, which can play an adjustment role without affecting the overall strength of the seat.

[0038] The seat body 1 has an internal storage compartment 4, providing additional storage space for passengers. The dimensions of the storage compartment 4 are determined based on actual needs, typically with a depth of 50-100mm, a length of 150-250mm, and a width of 80-120mm. It can be used to install storage boxes or directly place small items such as mobile phones, wallets, and keys, making them easily accessible and enhancing the seat's practicality. The opening of the storage compartment 4 is cleverly designed so as not to interfere with normal use by the occupant, while also facilitating the storage and retrieval of items.

[0039] Two brackets 5 are fixedly connected to the back of the seat body 1, symmetrically arranged on both sides of the storage slot 4. The brackets 5 are made of high-strength metal or reinforced plastic, possessing excellent load-bearing capacity and rigidity. The placement of the brackets 5 is precisely calculated to provide additional support for the seat and can also be used to connect headrests or other attachments. Each bracket 5 is typically 3-5mm thick and 100-150mm long, and is securely connected to the seat body 1 by bolts or heat-fusion embedding.

[0040] The upper part of the seat body 1 has a protrusion 6 located on both sides of the seat, providing elbow support for the driver and front passenger. The protrusion 6 is also made of EPP foamed polypropylene material and is integrally molded with the seat body 1, possessing excellent elasticity and energy absorption capacity, effectively reducing arm fatigue during long-term driving or sitting. The height of the protrusion 6 is typically 30-50mm higher than the seat surface, and its width is 80-120mm, providing a comfortable support area for the arms. The surface of the protrusion 6 can be textured with anti-slip material as needed to improve arm stability.

[0041] The lower end of the seat body 1 has two symmetrically distributed positioning grooves 7. The positions of the two positioning grooves 7 are precisely measured to match the corresponding positioning structures inside the car. The depth of the positioning grooves 7 is typically 20-40mm, and the diameter is 15-25mm, ensuring that the positioning rods 8 can be accurately inserted. Two symmetrically distributed positioning rods 8 are fixedly connected inside each of the two positioning grooves 7. The positioning rods 8 are made of high-strength metal material with a rust-proof surface treatment. The function of the positioning rods 8 is to cooperate with the positioning device inside the car to achieve precise positioning and installation of the seat. The diameter of the positioning rods 8 is typically 12-18mm, and the length is 40-60mm. High-precision manufacturing processes ensure dimensional accuracy and surface quality, allowing for smooth insertion into the positioning holes inside the car. When installing the seat, inserting the positioning rods 8 into the corresponding positioning holes allows for quick and accurate fixing of the seat in the designated position inside the car, improving installation efficiency while ensuring the stability and reliability of the seat installation.

[0042] The application effects of EPP material in automobile seats are explained in detail below through specific embodiments and comparative examples.

[0043] Example 1

[0044] EPP material preparation: 100 parts by weight of homopolymer polypropylene resin with a melt index of 3 g / 10 min were selected, along with 0.2 parts by weight of sorbitol nucleating agent, 0.1 parts by weight of antioxidant 1010, and 0.3 parts by weight of zinc stearate lubricant. The above raw materials were thoroughly mixed uniformly in a twin-screw extruder at 200°C, and the mixture was then processed through an underwater pelletizing system to obtain polypropylene base granules with a diameter of 2-3 mm. The base granules were then impregnated with 4 parts by weight of butane foaming agent in an autoclave at 150°C and 3 MPa for 4 hours to allow the foaming agent to fully penetrate into the polypropylene granules, resulting in pre-foamed beads. The pre-foamed beads were transferred to a steam chamber and pre-foamed with 120°C steam to obtain EPP beads with a diameter of 4-6 mm. The basic properties of the EPP beads were tested: density was 30 kg / m³. 3 The compressive strength is 0.12 MPa at 25% deformation, and the resilience is 96%.

[0045] Seat fabrication: The prepared EPP beads are filled into the seat mold. A single-ring steel wire frame 9 is pre-placed inside the mold. The steel wire frame is made of high-strength steel wire with a diameter of 5mm and bent into shape, with a ring diameter of 350mm. Steam at a pressure of 0.4MPa is introduced and heated for 75 seconds, causing the EPP beads to melt on the surface under the action of hot steam and bond together to form the seat. After cooling, the seat body 1 is demolded, and the seat body 1 is integrally fixed with the steel wire frame 9. Then, the inclined frame 10 and the second hook 12 are fixedly connected to the steel wire frame 9 and the seat body 1 by heat fusion, completing the overall assembly of the seat.

[0046] Performance Testing: A comprehensive performance test was conducted on the prepared seat. The overall weight of the seat was 3.8 kg, a 35.6% reduction compared to the 5.9 kg of a traditional polyurethane foam seat. Cushioning performance was tested using a drop ball impact test. A 2 kg steel ball was dropped freely from a height of 1 m onto the seat surface. The maximum impact force was measured to be 680 N, while the maximum impact force of the traditional polyurethane foam seat was 950 N, indicating a 28.4% improvement in cushioning performance. Durability testing employed a cyclic compression test, applying a 50 kg load for 100,000 cycles. After the test, the seat thickness loss rate was 4.2%, compared to 16.8% for the traditional polyurethane foam seat, demonstrating significantly improved durability. Weather resistance testing involved 100 cycles within a temperature range of -40°C to 120°C. No significant change in seat performance was observed, proving the excellent weather resistance of the EPP material.

[0047] Example 2

[0048] EPP material preparation: 100 parts by weight of copolymer polypropylene resin with a melt index of 2.5 g / 10 min were selected, along with 0.15 parts by weight of potassium sorbate nucleating agent, 0.08 parts by weight of antioxidant 1076, and 0.25 parts by weight of oxidized polyethylene wax lubricant. The above raw materials were mixed uniformly in a twin-screw extruder at 190°C, and the mixture was then pelletized underwater to obtain polypropylene base granules. The base granules were then mixed with 3.5 parts by weight of pentane foaming agent and impregnated in an autoclave at 145°C and 2.5 MPa for 3.5 hours to obtain pre-foamed beads. These beads were then pre-foamed in a steam chamber at 115°C to obtain EPP beads. The basic properties of the EPP beads were tested: density was 25 kg / m³. 3 The compressive strength at 25% deformation is 0.09 MPa, and the resilience is 97%.

[0049] Seat preparation and performance testing: The seat was prepared using the same method as in Example 1. The overall weight of the seat was 3.5 kg. The maximum impact force in the cushioning performance test was 650 N, and the thickness loss rate after 100,000 cycles of compression was 3.8%. All performance characteristics were superior to those of traditional polyurethane foam seats.

[0050] Example 3

[0051] EPP material preparation: 100 parts by weight of homopolymer polypropylene resin with a melt index of 3.5 g / 10 min were selected, along with 0.25 parts by weight of phosphate nucleating agent, 0.12 parts by weight of antioxidant 168, and 0.4 parts by weight of calcium stearate lubricant. The above raw materials were mixed uniformly in a twin-screw extruder at 210°C, and the mixture was then pelletized underwater to obtain polypropylene base granules. The base granules were then impregnated with 5 parts by weight of butane foaming agent in an autoclave at 155°C and 3.5 MPa for 4.5 hours to obtain pre-foamed beads. These beads were then pre-foamed in a steam chamber at 125°C to obtain EPP beads. The basic properties of the EPP beads were tested: density was 35 kg / m³. 3 The compressive strength is 0.14 MPa at 25% deformation, and the resilience is 95%.

[0052] Seat fabrication and performance testing: The seat was fabricated using the same method as in Example 1. The overall weight of the seat was 4.2 kg. The maximum impact force in the cushioning performance test was 710 N, and the thickness loss rate after 100,000 cycles of compression was 4.8%. All performance characteristics met the design requirements.

[0053] Comparative Example 1: Traditional polyurethane foam seat (dense wire mesh structure)

[0054] Material preparation: Traditional polyurethane foam is used as the seat cushioning material, with a polyurethane foam density of 60 kg / m³. 3 The internal support structure uses a dense wire mesh, which is made of 20 steel wires with a diameter of 3mm interwoven together, with a mesh spacing of 30-40mm.

[0055] Seat fabrication: First, a wire mesh frame is made. This requires weaving multiple steel wires together according to the design requirements on specialized weaving equipment, which takes about 12 minutes. Then, the wire mesh is placed into a mold, polyurethane foam is poured in, and it is cured at 60 degrees Celsius for 8 minutes. After demolding, it needs to be further cured for 24 hours. Finally, the diagonal frame and hooks are installed.

[0056] Performance Testing: The overall weight of the seat is 5.9kg, approximately 55% heavier than seats made of EPP material. The maximum impact force in the cushioning performance test was 950N, indicating significantly inferior cushioning compared to EPP material seats. After 100,000 compression cycles, the thickness loss rate was 16.8%, indicating poor durability. The manufacturing process is complex, with long curing times for the wire mesh weaving and polyurethane, resulting in low production efficiency and high manufacturing costs.

[0057] Comparative Example 2: Traditional polyurethane foam seat (single-loop steel wire frame structure)

[0058] Material preparation: Traditional polyurethane foam is used as the seat cushioning material, with a polyurethane foam density of 60 kg / m³. The internal support structure is simplified to a single-loop annular steel wire frame with a wire diameter of 5 mm.

[0059] Seat preparation: Place a single-loop steel wire frame into a mold, pour in polyurethane foam, cure at 60 degrees Celsius for 8 minutes, and then cure for 24 hours after demolding.

[0060] Performance Testing: The overall weight of the seat is 5.2kg, which is about 12% lighter than Comparative Example 1, but still about 37% heavier than the EPP material seat. In the cushioning performance test, the maximum impact force was 920N, and the cushioning effect was still significantly worse than the EPP material seat. After 100,000 compression cycles, the thickness loss rate was 15.5%, indicating poor durability. Although the steel wire frame structure was simplified, the lightweighting effect was limited due to the high density of the polyurethane foam itself.

[0061] Comparative Example 3: EPP material seat (dense wire mesh structure)

[0062] Material preparation: The same EPP material as in Example 1 was used, but the internal support structure was made of a dense wire mesh, which was woven from 20 steel wires with a diameter of 3 mm.

[0063] Seat preparation: First, make a wire mesh frame, then fill the mold with EPP beads, embed the wire mesh in it, and pass steam through to heat the beads so that they melt and bond together to form the seat.

[0064] Performance Testing: The overall weight of the seat is 4.5 kg, approximately 18% heavier than the EPP seat with a single-loop steel wire frame. The cushioning performance is comparable to Example 1, but due to the presence of the dense wire mesh, localized stress concentration issues may exist. The manufacturing process requires weaving the wire mesh, increasing processing time and manufacturing costs.

[0065] The performance data of the above embodiments and comparative examples are summarized in the table below.

[0066]

[0067] As can be clearly seen from the table above, the technical solution of this utility model, which uses EPP material combined with a single-loop annular steel wire frame, is significantly superior to traditional technical solutions in terms of lightweighting, cushioning performance, durability, and production efficiency. The seats in Examples 1 to 3 are 35-40% lighter than traditional polyurethane foam seats, with 25-30% improved cushioning performance, 70-75% improved durability, and 75-85% shorter production time, fully demonstrating the superiority of this utility model's technical solution.

[0068] The superior performance of EPP material stems from its unique closed-cell foam structure. During the manufacturing process, the foaming agent penetrates into the polypropylene base granules under high temperature and pressure. When the temperature and pressure decrease, the foaming agent vaporizes and expands, forming numerous tiny closed bubbles within the polypropylene matrix. These closed bubbles typically have a diameter between 50 and 200 micrometers and are uniformly distributed throughout the polypropylene matrix, forming a typical closed-cell foam structure. This closed-cell structure gives EPP material excellent cushioning and resilience. When compressed by external forces, the gas inside the bubbles is compressed, absorbing the energy of the external force. When the external force is removed, the gas expands, allowing the material to return to its original shape. Simultaneously, the closed-cell structure also endows EPP material with excellent water resistance and chemical stability. Moisture and chemicals are difficult to penetrate into the material's interior, ensuring stable performance over long-term use.

[0069] The addition of nucleating agents plays a crucial role in the performance of EPP materials. Nucleating agents can form numerous heterogeneous nucleation sites within the polypropylene matrix, promoting bubble nucleation during foaming, resulting in more uniform bubble size and distribution, thereby improving the overall performance of the material. The addition of antioxidants prevents oxidative degradation of polypropylene during high-temperature processing, ensuring the stability of the material's molecular weight and properties. The addition of lubricants improves the material's processing fluidity, facilitating molding, and also enhances the surface finish.

[0070] The working principle of this utility model of car seat is as follows: The seat body 1 is moved to the vicinity of the installation location inside the car, ensuring that the opening position of the positioning groove 7 matches the corresponding positioning structure inside the car. The positioning rod 8, fixedly connected in the positioning groove 7 at the lower end of the seat body 1, is inserted into the corresponding positioning hole inside the car to achieve precise positioning of the seat. The first hook 11 and the second hook 12 are used to connect and fix the seat to the fixing device inside the car. Simultaneously, the seat body 1 is firmly connected to the car chassis through the inclined bracket 10 and the second hook 12, ensuring the entire seat structure is sturdy and reliable, thus completing the seat installation.

[0071] When a passenger sits on the seat body 1, the two symmetrically distributed seat grooves 101 on the upper part of the seat body 1 conform to the curve of the human buttocks, providing just the right amount of support and a sense of enclosure. The first slope 102 on one side of the seat groove 101 guides the legs to rest naturally, reducing friction, while the second slope 103 on the opposite side works in conjunction to optimize the riding experience, reducing fatigue even on long journeys. When the vehicle brakes suddenly, the steep slope of the first slope 102 can limit the passenger's buttocks, preventing them from being ejected from the seat body 1 due to inertia.

[0072] When a passenger sits down, the seat deforms under pressure. The first expansion joint 2 and the second expansion joint 3, symmetrically distributed on the upper part of the seat body 1, adjust their expansion and contraction according to the pressure and deformation, dispersing the pressure and preventing localized damage. They also better conform to the body's curves, providing comfortable support. The closed-cell foam structure of the EPP material effectively absorbs energy through the compression of air bubbles under pressure, providing excellent cushioning performance. When the pressure is removed, the EPP material quickly rebounds to its original shape, ensuring the seat does not collapse even after long-term use.

[0073] Passengers can place small items such as mobile phones, wallets, and keys in the storage slot 4 inside the seat body 1 for easy storage. The driver and front passenger can rest their arms on the protrusion 6 at the upper end of the seat body 1. The protrusion 6 is made of EPP material, which has excellent cushioning performance and can effectively reduce arm fatigue during long-term driving or sitting.

[0074] The single-loop steel wire frame 9 can evenly distribute pressure when the seat is under stress. Combined with the cushioning performance of EPP material, it provides stable support for the seat and ensures that the seat maintains good performance under various usage conditions.

[0075] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A car seat, comprising a seat body, characterized in that, The seat body is made of EPP foamed polypropylene material with a density of 20-40 kg / m³ and a compressive strength of 0.08-0.15 MPa at 25% deformation. Two symmetrically distributed seat grooves are provided on the upper part of the seat body. A steel wire frame is fixedly connected inside the seat body and is embedded within it. The steel wire frame is a single-loop annular steel wire structure formed by bending steel wire with a diameter of 4-6 mm, and the annular diameter of the single-loop annular steel wire structure is 300-400 mm. Two symmetrically distributed inclined brackets are fixedly connected to the outer side of the steel wire frame. The two inclined brackets are inclined relative to the steel wire frame at an angle of 30-45 degrees, and a first hook is fixedly connected to the upper end of each of the two inclined brackets. Two symmetrically distributed second hooks are fixedly connected to the lower end of the steel wire frame. The seat body is fixedly connected to the inclined brackets and the second hooks, and both the inclined brackets and the second hooks are integrally fixed to the seat body. The connection interface includes the EPP foamed polypropylene material. The molten bonding surface and the mechanically interlocking surface of foamed polypropylene material.

2. The car seat according to claim 1, characterized in that, A first inclined surface is provided on one side of each of the two seat grooves, and a second inclined surface is provided on the opposite side of each of the two seat grooves located on the first inclined surface. The inclination angle of the first inclined surface is 10-15 degrees, the inclination angle of the second inclined surface is 5-8 degrees, and the slope of the first inclined surface is greater than the slope of the second inclined surface.

3. A car seat according to claim 1, characterized in that, The upper part of the seat body is provided with two first expansion joints and two second expansion joints that are symmetrically distributed. The depth of the first expansion joint and the width of the second expansion joint are both 5-10mm and 2-4mm respectively.

4. A car seat according to claim 1, characterized in that, The seat body has a storage slot inside, which has a depth of 50-100mm, a length of 150-250mm, and a width of 80-120mm.

5. A car seat according to claim 4, characterized in that, Two brackets are fixedly connected to the back of the seat body. The two brackets are symmetrically arranged on both sides of the storage slot. Each bracket has a thickness of 3-5mm and a length of 100-150mm.

6. A car seat according to claim 1, characterized in that, The upper end of the seat body is provided with a protrusion, which is located on both sides of the seat body. The protrusion is made of EPP foamed polypropylene material and is integrally formed with the seat body. The protrusion is 30-50mm higher than the seat surface and has a width of 80-120mm.

7. A car seat according to claim 1, characterized in that, The lower end of the seat body has two symmetrically distributed positioning grooves. The depth of the positioning grooves is 20-40mm and the diameter is 15-25mm. Two symmetrically distributed positioning rods are fixedly connected inside each of the two positioning grooves. The diameter of the positioning rods is 12-18mm and the length is 40-60mm.

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