Anti-falling connecting shaft and rear seat back plate

Abstract

The utility model relates to the field of automobile parts, concretely relates to a kind of anti-drop connecting shaft and rear seat backboard, including shaft body, shaft body is equipped with partition, partition divides shaft body into first shaft section and second shaft section;At least one shaft section in first shaft section and second shaft section is equipped with annular clamping groove on the circumference side wall of shaft section.By the application scheme, the connecting shaft has the ability of preventing falling off, solves the problem that connecting shaft is easily dropped from connecting frame, improves the connection stability of connecting shaft and connecting frame.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts, specifically to an anti-detachment connecting shaft and a rear seat back panel. Background Technology

[0002] The rear seats of a car are usually 40 / 60 split seats. "40 / 60 split seats" usually refers to the distribution ratio of the rear seats of a car. The 40 / 60 split seats in the rear of a car include two backrests that can be folded down. The length ratio of the two backrests is 4:6. The two backrests can be folded down, so that both backrests can be folded down at the same time or only one backrest can be folded down.

[0003] Car trunks often hold heavy items. To improve the impact resistance of the backrests, each backrest is equipped with a back panel. The back panel increases the rigidity of the backrest's back surface, enhancing its ability to withstand impacts. Each of the two back panels has a fixed connecting bracket, and the car is equipped with a support frame. The connecting brackets and support frame on the two back panels are connected together by a connecting shaft.

[0004] Currently, the connecting shaft lacks anti-detachment capability. This means that the stability and firmness of the connecting brackets on the two back panels connected to the connecting shaft are not high. If one of the back panels is subjected to a violent impact (such as being hit in a car accident, or the heavy objects in the trunk violently impacting the back panel due to inertia during sudden braking), the two back panels will tend to misalign. The connecting shaft will slide off one of the connecting brackets, causing the impacted back panel to separate from the other unimpacted back panel. The other unimpacted back panel cannot properly fix or limit the impacted back panel through the connecting shaft, resulting in a more serious accident. Utility Model Content

[0005] The present invention aims to provide an anti-detachment connecting shaft and a rear seat back panel, so that the connecting shaft has anti-detachment capability, solves the problem of the connecting shaft easily falling off the connecting frame, and improves the connection stability of the connecting shaft and the connecting frame.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: an anti-detachment connecting shaft, comprising a shaft body, the shaft body having a partition portion, the partition portion dividing the shaft body into a first shaft segment and a second shaft segment; at least the second shaft segment has an annular groove on its circumferential sidewall.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: a rear seat back panel, including a first back panel and a second back panel, wherein a first connecting frame and a second connecting frame are fixedly connected to the first back panel and the second back panel respectively, and further including an anti-detachment connecting shaft; a first shaft segment is fixedly inserted through the first connecting frame, and a second shaft segment is rotatably inserted through the second connecting frame.

[0008] The principle and advantages of this solution are as follows: In this solution, the first shaft segment is fixedly mounted on the first connecting frame, and the first connecting frame is fixedly connected to the first back plate. Therefore, the first shaft segment and the first back plate are in a relatively fixed state. The second shaft segment is rotatably mounted on the second connecting frame, and the second connecting frame is fixedly connected to the second back plate. Therefore, the second shaft segment is rotatable relative to the second back plate. Thus, when the first back plate is folded, the first back plate drives the shaft to rotate through the first connecting frame, thereby achieving the folding of the first back plate. When the second back plate is folded, the second back plate drives the second connecting frame to rotate, and the second connecting frame rotates relative to the second shaft segment of the shaft, thereby achieving the folding of the second back plate. Therefore, in this solution, only the first shaft segment and the first connecting frame are fixedly connected to the connecting shaft; the second shaft segment is not fixed by the second connecting frame, thus allowing both the first and second back plates to fold normally without being fixed to each other.

[0009] When either the first or second backplate is impacted, it may tend to misalign. However, because the first shaft segment and the first connecting frame are fixed, they will not experience relative displacement, making it difficult for the connecting shaft and the first connecting frame to separate. Simultaneously, the inner wall of the shaft hole on the second connecting frame will engage in an annular groove, preventing relative sliding between the second connecting frame and the connecting shaft. This ensures the connecting shaft and the second connecting frame are tightly engaged, preventing detachment and improving the connection stability. In this way, the connecting shaft firmly connects the first and second connecting frames, ensuring a secure connection between the two backplates and preventing more serious accidents caused by severe displacement of the impacted backplate.

[0010] Preferably, as an improvement, the first shaft segment is provided with a welding plane.

[0011] Therefore, the welding plane is used for welding with the first back plate, thereby further improving the stability of the first shaft segment and the first back plate being fixed together. The first shaft segment is directly fixed to the first back plate, making the connection between the first back plate and the first shaft segment more stable and firm, and preventing the first shaft segment and the first back plate from separating from each other. The welding plane is a plane, which, compared to a curved surface, can increase the contact area between the first shaft segment and the first back plate, thereby improving the welding strength of the first shaft segment and the first back plate.

[0012] Preferably, as an improvement, the length of the first shaft segment is 30-40mm.

[0013] Therefore, the length of the first shaft segment is increased compared to the prior art, which can increase the contact area between the first shaft segment and the first back plate, and is beneficial to improving the welding strength of the first shaft segment and the first back plate.

[0014] Preferably, as an improvement, the diameter of the first shaft segment is larger than the diameter of the second shaft segment.

[0015] Preferably, as an improvement, the diameter of the first shaft segment is 20-25mm, and the diameter of the second shaft segment is 15-20mm.

[0016] Preferably, as an improvement, a non-metallic sleeve is provided between the shaft hole of the second shaft segment and the second connecting bracket. The non-metallic sleeve is fitted onto the second shaft segment, and multiple strip-shaped gaps are provided on the side wall of the non-metallic sleeve. The gaps allow the inner and outer sides of the non-metallic sleeve to communicate, and the multiple gaps are circumferentially distributed on the non-metallic sleeve.

[0017] Therefore, the non-metallic sleeve is located between the second shaft section and the second connecting frame. When the second shaft section and the second connecting frame rotate relative to each other, the non-metallic sleeve plays an isolating role, thereby reducing the abnormal noise of metal friction generated by the second shaft section and the second connecting frame.

[0018] The reason for designing the non-metallic sleeve as a non-metallic material, and having multiple strip-shaped gaps on its sidewalls, is that the non-metallic sleeve has a weaker structural strength. When the first or second back plate is impacted, the first and second connecting frames tend to misalign. At this time, the non-metallic sleeve is easily damaged under the pressure of the second connecting frame and the connecting shaft, thus exposing the connecting shaft. The inner wall of the shaft hole of the second connecting frame can be stuck in the groove of the connecting shaft, and the non-metallic sleeve will not hinder the interaction between the groove of the connecting shaft and the shaft hole of the second connecting frame.

[0019] Preferably, as an improvement, the sidewall thickness of the non-metallic sleeve is 0.5-2mm. Therefore, the non-metallic sleeve is relatively thin, and when the first or second back plate is impacted, the non-metallic sleeve is easily damaged by the compression of the second connecting frame and connecting shaft, avoiding the situation where a thicker non-metallic sleeve is less susceptible to damage from the compression of the second connecting frame and connecting shaft.

[0020] Preferably, as an improvement, the partition and the sidewall of the first connecting frame abut and are welded together. Thus, the partition not only serves to divide the shaft into a first shaft segment and a second shaft segment, but also serves to connect with the first connecting frame.

[0021] Preferably, as an improvement, the welding plane on the first shaft segment is welded to the first back plate. Welding the welding plane to the first back plate results in a larger welding area compared to welding the curved part of the first shaft segment, thus improving the strength of the weld. Furthermore, since the first shaft segment is not only connected to the first connecting frame but also welded to the first back plate, the connection between the first shaft segment, the first connecting frame, and the first back plate is more stable and robust. Attached Figure Description

[0022] Figure 1This is a 3D schematic diagram of the rear seat back panel.

[0023] Figure 2 for Figure 1 Another perspective stereoscopic view.

[0024] Figure 3 A 3D view of the anti-detachment connecting shaft.

[0025] Figure 4 for Figure 1 A magnified view of A in the middle.

[0026] Figure 5 for Figure 2 A magnified view of B in the middle.

[0027] Figure 6 A perspective view of the second connecting bracket and the non-metallic sleeve located in the shaft hole of the second connecting bracket.

[0028] Figure 7 for Figure 6 Another perspective stereoscopic view. Detailed Implementation

[0029] The following detailed description illustrates the specific implementation method: The reference numerals in the accompanying drawings include: first back plate 1, support frame 2, second back plate 3, first shaft segment 4, welding plane 5, second shaft segment 6, slot 7, first connecting frame 8, second connecting frame 9, partition 10, non-metallic sleeve 11, gap 12, inner wall 13.

[0030] The basic implementation examples are as follows: Figures 1-7 As shown: The rear seat back panel includes two back panels. For ease of description, the two back panels in this embodiment are referred to as the first back panel 1 and the second back panel 3. A first connecting frame 8 and a second connecting frame 9 are fixedly connected to the first back panel 1 and the second back panel 3, respectively. The first connecting frame 8 is welded to the end of the first back panel 1 near the second back panel 3, and the second connecting frame 9 is welded to the end of the second back panel 3 near the first back panel 1. Both the first connecting frame 8 and the second connecting frame 9 are provided with shaft holes.

[0031] The rear seat back panel also includes an anti-slip connecting shaft, combined with Figure 3 As shown, the anti-detachment connecting shaft includes a shaft body, with an integrally formed annular dividing portion 10 dividing the shaft body into a first shaft segment 4 and a second shaft segment 6; at least one annular groove 7 is provided on the circumferential sidewall of the second shaft segment 6. In this embodiment, the annular groove 7 is located on the second shaft segment 6, and the first shaft segment 4 does not have an annular groove 7. In this embodiment, the diameter of the first shaft segment 4 is larger than the diameter of the second shaft segment 6, wherein the diameter of the first shaft segment 4 is 20-25mm, specifically 23mm, and the diameter of the second shaft segment 6 is 15-20mm, specifically 17mm.

[0032] Combination Figure 4 and Figure 5 As shown, the first shaft segment 4 passes through the shaft hole of the first connecting frame 8, and the partition 10 and the side of the first connecting frame 8 facing the second connecting frame 9 abut and are welded together. Simultaneously, the first shaft segment 4 is provided with a welding plane 5, which abuts against the first back plate 1 (against the plate body or the skeleton on the plate body), and the welding plane 5 is welded to the first back plate 1. Thus, the first shaft segment 4 is fixedly inserted into the first connecting frame 8, and the first shaft segment 4 is welded to the first back plate 1. Furthermore, the length of the first shaft segment 4 is 30-40mm, which is longer than that of the prior art, thereby increasing the welding contact area between the first shaft segment 4 and the first back plate 1.

[0033] For the second shaft segment 6, the second shaft segment 6 passes through the shaft hole of the second connecting frame 9, thus enabling the second shaft segment 6 to rotatably pass through the second connecting frame 9. A non-metallic sleeve 11 (made of, for example, plastic) is provided between the second shaft segment 6 and the shaft hole of the second connecting frame 9. The non-metallic sleeve 11 is fitted onto the second shaft segment 6, and multiple strip-shaped gaps 12 are provided on the side wall of the non-metallic sleeve 11, allowing communication between the inner and outer sides of the non-metallic sleeve 11. The multiple gaps 12 are circumferentially distributed on the non-metallic sleeve 11. The side wall thickness of the non-metallic sleeve 11 is 0.5-2mm. Thus, when the second shaft segment 6 is inserted into the shaft hole of the second connecting frame 9, the non-metallic sleeve 11 separates the inner wall 13 of the shaft hole of the second connecting frame 9 from the outer wall of the second shaft segment 6. The inner wall 13 of the shaft hole of the second connecting frame 9 and the second shaft segment 6 will not directly contact each other, thereby avoiding abnormal noise when the second connecting frame 9 and the second shaft segment 6 rotate relative to each other during normal use.

[0034] Combination Figure 1 and Figure 4 As shown, the second shaft segment 6 also passes through the support frame 2 fixed on the car. The support frame 2 is located between the first connecting frame 8 and the second connecting frame 9, and the connecting shaft and the support frame 2 are rotatably connected.

[0035] In this embodiment, since the first shaft segment 4 is fixedly mounted on the first connecting frame 8, and the first connecting frame 8 and the first back plate 1 are fixedly connected, the first shaft segment 4 and the first back plate 1 are in a relatively fixed state. Since the second shaft segment 6 is rotatably mounted on the second connecting frame 9, and the second connecting frame 9 and the second back plate 3 are fixedly connected, the second shaft segment 6 is rotatable relative to the second back plate 3. Thus, when the first back plate 1 is folded, the first back plate 1 and the first connecting frame 8 drive the shaft to rotate, and the shaft rotates relative to the support frame 2 and the second connecting frame 9, thereby realizing the folding of the first back plate 1. When the second back plate 3 is folded, the second back plate 3 drives the second connecting frame 9 to rotate, and the second connecting frame 9 rotates relative to the second shaft segment 6 of the shaft, thereby realizing the folding of the second back plate 3. Therefore, in this solution, only the first shaft segment 4 and the first connecting frame 8 are fixedly connected to the connecting shaft, and the second shaft segment 6 is not fixed by the second connecting frame 9, thus allowing the first back plate 1 and the second back plate 3 to fold normally without being fixed to each other.

[0036] When either the first back plate 1 or the second back plate 3 is impacted, the first back plate 1 and the second back plate 3 will tend to misalign. At this time, since the first shaft segment 4 and the first connecting frame 8 are fixed, the first shaft segment 4 and the first connecting frame 8 will not undergo relative displacement, and the connecting shaft and the first connecting frame 8 will not separate. At the same time, the first back plate 1 and the second back plate 3 tend to misalign, and the first connecting frame 8 and the second connecting frame 9 also tend to misalign. The connecting shaft and the inner wall 13 of the second connecting frame 9 are pressed against each other. Since the non-metallic sleeve 11 is made of plastic and has a thin wall and a gap 12, the non-metallic sleeve 11 will be crushed. The non-metallic sleeve 11 will not prevent the slot 7 of the connecting shaft from engaging with the inner wall 13 of the shaft hole of the second connecting frame 9. The inner wall 13 of the shaft hole of the second connecting frame 9 is stuck in the slot 7. In this way, the second connecting frame 9 and the connecting shaft are not prone to relative sliding. The connecting shaft and the second connecting frame 9 can be tightly locked together, thereby preventing the connecting shaft from sliding away from the second connecting frame 9. Therefore, in this embodiment, the connecting shaft has an anti-detachment function, solving the problem of the connecting shaft easily falling off the second connecting frame 9 and improving the connection stability between the connecting shaft and the second connecting frame 9. In this way, the connecting shaft firmly connects the first connecting frame 8 and the second connecting frame 9 together, so that the two back plates can be firmly connected together, avoiding more serious accidents caused by severe displacement of the impacted back plates, thereby improving safety.

[0037] The above descriptions are merely embodiments of this utility model. Commonly known technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solution of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. An anti-detachment connecting shaft, comprising a shaft body, characterized in that: The shaft body is provided with a dividing part, which divides the shaft body into a first shaft segment and a second shaft segment; at least the second shaft segment has an annular groove on its circumferential sidewall.

2. The anti-detachment connecting shaft according to claim 1, characterized in that: The first shaft segment has a welding surface.

3. The anti-detachment connecting shaft according to claim 2, characterized in that: The length of the first shaft segment is 30-40mm.

4. The anti-detachment connecting shaft according to claim 2, characterized in that: The diameter of the first shaft segment is greater than the diameter of the second shaft segment.

5. The anti-detachment connecting shaft according to claim 4, characterized in that: The diameter of the first shaft segment is 20-25mm, and the diameter of the second shaft segment is 15-20mm.

6. A rear seat back panel, comprising a first back panel and a second back panel, wherein a first connecting frame and a second connecting frame are respectively fixedly connected to the first back panel and the second back panel, characterized in that: It also includes an anti-detachment connecting shaft as described in any one of claims 1-5; the first shaft segment is fixedly inserted through the first connecting frame, and the second shaft segment is rotatably inserted through the second connecting frame.

7. The rear seat back panel according to claim 6, characterized in that: A non-metallic sleeve is provided between the shaft hole of the second shaft segment and the second connecting bracket. The non-metallic sleeve is fitted onto the second shaft segment. The side wall of the non-metallic sleeve is provided with multiple strip-shaped gaps, which allow the inner and outer sides of the non-metallic sleeve to communicate. The multiple gaps are circumferentially distributed on the non-metallic sleeve.

8. The rear seat back panel according to claim 7, characterized in that: The sidewall thickness of the non-metallic sleeve is 0.5-2mm.

9. The rear seat back panel according to claim 6, characterized in that: The partition and the sidewall of the first connecting frame abut against each other and are welded together.

10. The rear seat back panel according to claim 9, characterized in that: The welding plane on the first shaft segment is welded to the first back plate.

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