A vehicle-grade magnesium alloy anti-vibration framework structure

Abstract

The utility model discloses a kind of car gauge grade magnesium alloy anti-vibration framework structures, including bottom plate, the quantity of bottom plate is set to two and symmetrically arranged, two the bottom plate are rotatably connected with side plate, first adjusting mechanism is equipped between the bottom plate and side plate, two the side plate are slidably connected with C-type rod, the top of C-type rod is fixedly connected with headrest rod, two the bottom plate are fixedly connected with first reinforcing rod, the outer wall of first reinforcing rod is equipped with a plurality of first spring.The utility model is through being set in the reinforcing rod specially between basic support component, another reinforcing rod is additionally provided between side support component, forms multi-node reinforced connection system, solve the problem of insufficient rigidity caused by only relying on single welding or bolt fixation of existing structure;By configuring elastic element with stable installation carrier in hip support area, special elastic element is set in back support area, balanced soft support to the hip of occupant, back is realized.

Description

Technical Field

[0001] This utility model relates to the field of vibration-damping frame structure technology, and in particular to an automotive-grade magnesium alloy vibration-damping frame structure. Background Technology

[0002] As a core load-bearing component of automotive interiors, automotive-grade seat frames are directly related to passenger safety, ride comfort, and overall vehicle lightweighting. Their performance is a crucial evaluation indicator in automotive interior design.

[0003] The existing frame's connection structure between basic support components and between basic support components and side support components is simple, mostly using single welding or bolt fixing methods, lacking a dedicated reinforcement connection design, resulting in insufficient overall structural rigidity. Under the continuous vibration generated by vehicle movement, relative deformation easily occurs between components, which not only reduces vibration resistance but may also cause loosening of connection parts after long-term use, posing a safety hazard. To solve the above problems, this application proposes an automotive-grade magnesium alloy vibration-resistant frame structure. Utility Model Content

[0004] The purpose of this invention is to address the shortcomings of existing technologies by proposing an automotive-grade magnesium alloy anti-vibration frame structure. This structure forms a multi-node reinforced connection system by setting special reinforcing rods between the basic support components and adding another reinforcing rod between the side support components, thus solving the problem of insufficient rigidity caused by existing structures relying solely on single welding or bolt fixing. By configuring elastic elements with stable mounting carriers in the hip support area and setting special elastic elements in the back support area, balanced soft support for the occupant's hips and back is achieved.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A vehicle-grade magnesium alloy vibration-damping frame structure includes a base plate, wherein two base plates are arranged symmetrically, and each base plate is rotatably connected to a side plate. A first adjustment mechanism is provided between the base plate and the side plate. A C-shaped rod is slidably connected to both side plates. A headrest rod is fixedly connected to the top of the C-shaped rod. A first reinforcing rod is fixedly connected to both base plates. A plurality of first springs are sleeved on the outer wall of the first reinforcing rod. A fixing block is fixedly connected to the end of each first spring away from the first reinforcing rod. A second adjustment mechanism and a third adjustment mechanism are provided between the two base plates.

[0007] Preferably, the first adjustment mechanism includes two rotating rods and a first motor. The opposite ends of the two base plates are rotatably connected to their corresponding rotating rods. Both rotating rods pass through the corresponding side plates and are fixedly connected to them. The two rotating rods are arranged coaxially. The first motor is fixedly connected to the side wall of the front base plate. The output shaft of the first motor passes through the front base plate and is rotatably connected to it. The output shaft of the first motor is coaxially fixedly connected to the front rotating rod.

[0008] Preferably, the second adjustment mechanism includes a second motor fixedly connected to the side wall of the front base plate, a transmission rod fixedly connected to the output end of the second motor, the transmission rod passing through the two base plates and rotatably connected thereto, and an adjustment rod fixedly connected to the outer wall of the transmission rod.

[0009] Preferably, the third adjustment mechanism includes a third motor fixedly connected to the side wall of the front base plate, a rotating rod fixedly connected to the output end of the third motor, the rotating rod passing through the two base plates and rotatably connected thereto, and two gears fixedly connected to the outer wall of the rotating rod, both of which mesh with a rack plate.

[0010] Preferably, a plurality of second springs are fixedly connected between the two side plates.

[0011] Preferably, the side walls of both side plates are fixedly connected with side support rods.

[0012] Preferably, the two side plates are jointly fixedly connected to a second reinforcing rod.

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

[0014] 1. This structure solves the problem of insufficient rigidity caused by existing structures relying solely on single welding or bolt fixing by setting special reinforcing rods between the basic support components and adding another reinforcing rod between the side support components to form a multi-node reinforced connection system.

[0015] 2. This structure is designed with differentiated elastic cushioning schemes for different support parts. By configuring elastic elements with stable mounting carriers in the hip support area and setting special elastic elements in the back support area, balanced soft support is achieved for the hips and back of the rider.

[0016] 3. This structure integrates multiple sets of motor-driven adjustment mechanisms, which can not only adjust the angle of the side support components, but also realize multi-dimensional adjustment functions such as overall frame movement and leg support angle, to adapt to the personalized needs of passengers of different heights and body types.

[0017] In summary, this structure solves the problem of insufficient rigidity caused by existing structures relying solely on single welding or bolt fixing by setting up special reinforcing rods between the basic support components and adding another reinforcing rod between the side support components to form a multi-node reinforced connection system; by configuring elastic elements with stable mounting carriers in the hip support area and setting up special elastic elements in the back support area, it achieves balanced soft support for the occupant's hips and back. Attached Figure Description

[0018] Figure 1 This is a first front view schematic diagram of a vehicle-grade magnesium alloy vibration-damping frame structure proposed in this utility model;

[0019] Figure 2 This is a second front view schematic diagram of the automotive-grade magnesium alloy anti-vibration frame structure proposed in this utility model;

[0020] Figure 3 This is a side view of a vehicle-grade magnesium alloy vibration-damping frame structure proposed in this utility model.

[0021] Figure 4 This is a rear view schematic diagram of an automotive-grade magnesium alloy anti-vibration frame structure proposed in this utility model.

[0022] In the diagram: 1. Base plate, 2. Side plate, 3. Rotating rod, 4. First motor, 5. C-shaped rod, 6. Backrest rod, 7. Side support rod, 8. First reinforcing rod, 9. Fixing block, 10. First spring, 11. Second spring, 12. Second motor, 13. Transmission rod, 14. Adjusting rod, 15. Third motor, 16. Rotating rod, 17. Gear, 18. Rack plate, 19. Second reinforcing rod. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0024] Reference Figures 1-4A vehicle-grade magnesium alloy vibration-damping frame structure includes a base plate 1, which serves as the basic support component of the entire frame and provides an installation reference for other components. Two base plates 1 are symmetrically arranged, and each base plate 1 is rotatably connected to a side plate 2. The base plate 1 provides a pivot point for the side plate 2, allowing the side plate 2 to rotate relative to the base plate 1. A first adjustment mechanism is provided between the base plate 1 and the side plate 2. The first adjustment mechanism includes two rotating rods 3 and a first motor 4. The opposite ends of the two base plates 1 are rotatably connected to their corresponding rotating rods 3. Both rotating rods 3 pass through and are fixedly connected to their respective side plates 2. The rotating rods 3 connect the base plate 1 and the side plate 2, enabling their linkage. The two rotating rods 3 are coaxially arranged. The first motor 4 is fixedly connected to the side wall of the front base plate 1. The output shaft of the first motor 4 passes through and is rotatably connected to the front base plate 1. The output shaft of the first motor 4 is coaxially fixedly connected to the front rotating rod 3. The first motor 4 provides driving force to the rotating rod 3, thereby driving the rotating rod 3 to rotate and adjust the angle of the side plate 2 relative to the base plate 1.

[0025] Two side plates 2 are jointly and fixedly connected to a second reinforcing rod 19. The second reinforcing rod 19 enhances the connection strength between the two side plates 2 and improves the stability of the overall structure. Two side plates 2 are jointly and slidably connected to a C-shaped rod 5. The side plates 2 provide sliding guidance for the C-shaped rod 5, limiting its sliding trajectory (a buckle is installed between the C-shaped rod 5 and the side plate 2, which can adjust the height of the headrest rod 6; this technology is existing and will not be described in detail here). The top of the C-shaped rod 5 is fixedly connected to the headrest rod 6. The C-shaped rod 5 drives the headrest rod 6 to move synchronously, realizing the adjustment of the headrest installation position. Side support rods 7 are fixedly connected to the side walls of both side plates 2. The side support rods 7 assist in supporting the side plates 2, enhancing their resistance to lateral forces and working together with the side plates 2 to improve vibration resistance. Two base plates 1 are jointly and fixedly connected to a first reinforcing rod 8. The first reinforcing rod 8 enhances the connection rigidity of the two base plates 1 and reduces relative deformation. Multiple first springs 10 are fitted on the outer wall of the reinforcing rod 8 (the first spring 10 is fitted with a damping sleeve made of nitrile rubber, forming a 'spring-damping' composite buffer structure with the spring, which can effectively suppress resonance). The first reinforcing rod 8 provides a mounting carrier for the first springs 10 and restricts their radial displacement. Each first spring 10 is fixedly connected to a fixing block 9 at the end away from the first reinforcing rod 8. The first spring 10 buffers vibration through elastic deformation, which can buffer and resist vibration when the passenger sits down. In this application, multiple fixing blocks 9 are installed and fixed to the seat frame through connecting rods. Multiple second springs 11 are fixedly connected between the two side plates 2 (the second spring 11 has rubber pads at both ends, and the rubber pads are fixed to the side plates 2 and the backrest bracket through vulcanization to reduce vibration noise). The second springs 11 buffer the impact force when the passenger leans on them through elastic action, thereby improving the overall vibration resistance.

[0026] A second adjustment mechanism is provided between the two base plates 1. The second adjustment mechanism includes a second motor 12 fixedly connected to the side wall of the front base plate 1. A transmission rod 13 is fixedly connected to the output end of the second motor 12. The second motor 12 provides driving force to the transmission rod 13, causing it to rotate. The transmission rod 13 passes through the two base plates 1 and is rotatably connected to them. The base plates 1 provide rotational support for the transmission rod 13 to ensure its stable rotation. An adjustment rod 14 is fixedly connected to the outer wall of the transmission rod 13. The transmission rod 13 drives the adjustment rod 14 to rotate synchronously. The adjustment rod 14 adjusts the state of the base plate 1 by interacting with the external structure.

[0027] A third adjustment mechanism is provided between the two base plates 1. The third adjustment mechanism includes a third motor 15 fixedly connected to the side wall of the front base plate 1. A rotating rod 16 is fixedly connected to the output end of the third motor 15. The third motor 15 drives the rotating rod 16 to rotate, providing power for subsequent transmission. The rotating rod 16 passes through the two base plates 1 and is rotatably connected to them. The base plates 1 provide rotational support for the rotating rod 16 to ensure its rotational stability. Two gears 17 are fixedly connected to the outer wall of the rotating rod 16. The rotating rod 16 drives the gears 17 to rotate synchronously, transmitting power. Both gears 17... The gear 17 and rack plate 18 mesh with each other to transmit power, converting rotation into linear movement. The two rack plates 18 are installed and fixed to the vehicle frame. The rack plates 18 provide a meshing base for the gear 17 and are fixed to the vehicle frame to support the entire structure. The bottom of the two base plates 1 is bolted with sliders. Two guide rails are installed on the vehicle body. The two sliders are respectively sleeved on the corresponding guide rails and slidably connected to them. The sliders and guide rails cooperate to limit the movement direction of the base plates 1, ensuring that the seat moves stably along the guide rails and avoids deviation.

[0028] All components in this application are made of magnesium alloy to ensure the connection strength of the frame; the base plate 1 and side plate 2 are made of magnesium alloy die casting and then heat treated with T6 after forming; the thickness of the base plate 1 is set to 4mm and the thickness of the side plate 2 is set to 3mm, which reduces the weight by 40% compared with a steel frame of the same strength, meeting the lightweight requirements of new energy vehicles; the first motor 4, the second motor 12, and the third motor 15 are all equipped with waterproof and dustproof covers with a protection level of IP67, which meets the requirements of GB / T4208-2017; the meshing part of the gear 17 and the rack plate 18 is equipped with a metal protective cover to prevent foreign objects from entering and causing jamming.

[0029] In this invention, the first reinforcing rod 8 secures the two base plates 1 together, and the second reinforcing rod 19 secures the two side plates 2 together. The first spring 10 provides soft support for the occupant's buttocks, and the second spring 11 provides soft support for the occupant's back. Starting the first motor 4 drives a rotating rod 3, the side plates 2, the C-shaped rod 5, and another rotating rod 3 to rotate, causing the two side plates 2 and the second reinforcing rod 19 to rotate around the rotating rod 3, thus adjusting the angle of the side plates 2. Starting the second motor 12 drives the transmission rod 1 through its output end. Rotating the adjustment rod 14 allows for adjustment of the leg rest angle. Starting the third motor 15 drives the rotating rod 16 and two gears 17 to rotate via its output. The meshing of gears 17 and rack plate 18 moves the seat frame, thus moving the seat. (In this application, multiple fixing blocks 9 are installed and fixed to the seat frame via connecting rods; two rack plates 18 are installed and fixed to the vehicle body; sliders are bolted to the bottom of the two base plates 1; two guide rails are installed on the vehicle body; the two sliders are respectively fitted onto the corresponding guide rails and slidably connected to them, thus achieving stable guidance for the seat's movement.)

Claims

1. An automotive-grade magnesium alloy vibration-damping frame structure, comprising a base plate (1), characterized in that, The number of base plates (1) is set to two and arranged symmetrically. Both base plates (1) are rotatably connected to side plates (2). A first adjustment mechanism is provided between the base plates (1) and the side plates (2). The two side plates (2) are slidably connected to a C-shaped rod (5). A pillow rod (6) is fixedly connected to the top of the C-shaped rod (5). The two base plates (1) are fixedly connected to a first reinforcing rod (8). Multiple first springs (10) are sleeved on the outer wall of the first reinforcing rod (8). A fixing block (9) is fixedly connected to the end of each first spring (10) away from the first reinforcing rod (8). A second adjustment mechanism is provided between the two base plates (1). A third adjustment mechanism is provided between the two base plates (1).

2. The automotive-grade magnesium alloy vibration-damping frame structure according to claim 1, characterized in that, The first adjustment mechanism includes two rotating rods (3) and a first motor (4). The opposite ends of the two base plates (1) are rotatably connected to their corresponding rotating rods (3). The two rotating rods (3) pass through the corresponding side plates (2) and are fixedly connected to them. The two rotating rods (3) are arranged coaxially. The side wall of the front base plate (1) is fixedly connected to the first motor (4). The output shaft of the first motor (4) passes through the front base plate (1) and is rotatably connected to it. The output shaft of the first motor (4) is coaxially fixedly connected to the front rotating rod (3).

3. The automotive-grade magnesium alloy vibration-damping frame structure according to claim 1, characterized in that, The second adjustment mechanism includes a second motor (12) fixedly connected to the side wall of the front base plate (1). The output end of the second motor (12) is fixedly connected to a transmission rod (13). The transmission rod (13) passes through the two base plates (1) and is rotatably connected to them. An adjustment rod (14) is fixedly connected to the outer wall of the transmission rod (13).

4. The automotive-grade magnesium alloy vibration-damping frame structure according to claim 1, characterized in that, The third adjustment mechanism includes a third motor (15) fixedly connected to the side wall of the front base plate (1). The output end of the third motor (15) is fixedly connected to a rotating rod (16). The rotating rod (16) passes through the two base plates (1) and is rotatably connected to them. The outer wall of the rotating rod (16) is fixedly connected to two gears (17), and both gears (17) mesh with a rack plate (18).

5. The automotive-grade magnesium alloy vibration-damping frame structure according to claim 1, characterized in that, Multiple second springs (11) are fixedly connected between the two side plates (2).

6. The automotive-grade magnesium alloy vibration-damping frame structure according to claim 1, characterized in that, Both side plates (2) are fixedly connected to side support rods (7).

7. The automotive-grade magnesium alloy vibration-damping frame structure according to claim 1, characterized in that, The two side plates (2) are fixedly connected to a second reinforcing rod (19).

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