Seat assembly and vehicle

Abstract

The application relates to a seat assembly and a vehicle, belonging to the technical field of vehicle seats, which comprises a seat pan framework, a seat cushion, a skin and a damping structure; wherein the seat pan framework has a front-rear direction; the seat cushion is arranged above the seat pan framework; the skin covers the seat cushion; the damping structure comprises a rotating wheel, an insert and a guide rail; wherein the rotating wheel rotates on the seat pan framework, and the rotation between the rotating wheel and the seat pan framework has damping; the insert is multiple and arranged on the peripheral wall of the rotating wheel; the guide rail is fixed to the bottom of the seat cushion, and the length direction of the guide rail is the same as the front-rear direction of the seat pan framework; a plurality of clamping grooves are arranged on the guide rail, and the clamping grooves are used for inserting the insert. When the vehicle is subjected to a front collision, the passenger slides forward due to inertia, and drives the seat cushion to move along the front-rear direction of the seat pan framework. The seat cushion drives the guide rail to move, at this time, the insert on the rotating wheel is sequentially clamped into the clamping grooves on the guide rail, and through the damping effect between the rotating wheel and the seat pan framework, the moving speed of the guide rail can be slowed down.

Description

Technical Field

[0001] This application relates to the technical field of vehicle seats, and more particularly to a seat assembly and a vehicle. Background Technology

[0002] In the field of automotive seat design, zero-gravity seats, designed to enhance occupant comfort, are increasingly being used in high-end models. Current technology typically includes components such as seat cushion foam, seat cushion upholstery, and a seat frame. The seat cushion upholstery is fixed to the surface of the foam to provide support and coverage for the occupant. Currently, the industry has conducted considerable research on the overall structural stability of seats, such as improving durability and safety through strengthening the seat frame and optimizing foam materials. Regarding the fixing of the seat cushion upholstery, common methods include using clips, adhesives, or simple hook-and-loop structures to connect it to the seat basin or side panel to maintain the upholstery's positional stability under normal use.

[0003] However, existing seat cushion covering methods still have significant shortcomings in dealing with high-impact conditions, especially in frontal collisions. Due to the limited connection strength between the seat cushion covering and the seat basin, and the lack of an effective restraint mechanism in the direction of impact, the covering can easily detach from the edge of the seat basin under inertial forces, causing occupants to lose effective support and increasing the risk of injury. Existing seat fixing designs focus more on the stability of the overall structure, while insufficiently considering the details of seat cushion covering fixing, resulting in an inability to effectively prevent detachment in extreme situations. Utility Model Content

[0004] This application addresses, to at least some extent, one of the technical problems in the related art.

[0005] Therefore, this application aims to provide a seat assembly and vehicle in which a damping structure is provided so that when a frontal collision occurs, the occupant slides forward due to inertia, causing the seat cushion to move along the front-rear direction of the seat frame. At this time, the inserts on the rollers sequentially engage with the slots on the guide rails. Through the damping effect between the rollers and the seat frame, the movement speed of the seat cushion is reduced, thereby improving the safety and reliability of the seat.

[0006] To achieve the above objectives, in a first aspect, this application provides a seat assembly, comprising: A sitz bath frame, wherein the sitz bath frame has a front-to-back direction; A seat cushion, wherein the seat cushion is disposed above the seat frame; Skin, the skin covering the seat cushion; Damping structure, the damping structure comprising: A rotating wheel that rotates on the sitz bath frame, and the rotation between the rotating wheel and the sitz bath frame is damped; Inserts, wherein there are multiple inserts and they are disposed on the peripheral wall of the rotating wheel; The guide rail is fixed to the bottom of the seat cushion, and the length direction of the guide rail is the same as the front-back direction of the seat frame; the guide rail is provided with multiple slots for inserting the insert.

[0007] In this technical solution, when a frontal collision occurs, the occupant slides forward due to inertia, causing the seat cushion to move along the fore-and-aft direction of the seat frame. The seat cushion then moves the guide rail, at which point inserts on the rollers sequentially engage with slots on the guide rail. Through the damping effect between the rollers and the seat frame, the moving speed of the guide rail is slowed, thereby slowing the moving speed of the seat cushion and preventing it from detaching due to sudden pulling. This structure not only improves the overall stability of the seat under extreme conditions but also significantly enhances occupant restraint, reduces the risk of secondary injuries caused by rapid displacement or detachment of the seat cushion, and improves the safety and reliability of the seat.

[0008] In some embodiments of this application, the damping structure further includes a mainspring, the inner end of which is connected to the wheel, and the outer end of which is connected to the sitz bath frame.

[0009] In this technical solution, a spring further enhances the wheel's reset capability and continuous damping effect. The greater the distance the seat cushion displaces, the greater the damping provided by the spring, improving the deceleration effect. Furthermore, the spring can also assist in pulling the seat cushion back to its initial position. This design not only improves the durability and multi-collision protection of the seating system but also enhances the product's practicality and economy.

[0010] In some embodiments of this application, multiple rotating wheels are provided and spaced apart along the length of the guide rail; the number of mainsprings is the same as the number of rotating wheels and they are arranged in a one-to-one correspondence.

[0011] In this technical solution, multiple rotating wheels and corresponding springs are spaced apart along the length of the guide rail to achieve multi-point damping control during the seat cushion's movement. This arrangement ensures that the seat cushion is subjected to uniform damping force throughout its forward and backward displacement, avoiding structural damage caused by localized stress concentration and further optimizing the energy absorption path. The coordinated operation of multiple rotating wheels enhances the system's reliability and redundancy, maintaining a certain level of protection even in the event of partial structural failure, significantly improving the seat's safety performance during a collision.

[0012] In some embodiments of this application, there are two damping structures, which are respectively disposed on both sides of the width direction of the sitz bath frame.

[0013] In this technical solution, the design effectively prevents the seat cushion from deflecting or tilting during a collision, ensuring even stress distribution on the seat cushion and upholstery, and avoiding unilateral detachment or localized tearing. The dual-sided damping structure works in tandem to further enhance the overall rigidity and stability of the seat, making it suitable for various collision conditions, especially maintaining good occupant protection in high-intensity side impacts or offset collisions.

[0014] In some embodiments of this application, a first hook is provided on the side of the skin near the rear of the pot frame, and a first fixing member is provided at the bottom of the pot frame, and the first hook is detachably connected to the first fixing member.

[0015] In this technical solution, a first hook is detachably connected to a first fixing member at the bottom of the seat frame by setting a first hook at the rear of the skin, thus securing the rear of the skin to the seat frame. When the vehicle experiences a frontal collision, the seat cushion will move forward. At this time, the skin pulls back the rear, slowing the forward movement of the seat cushion and reducing its distance, thereby enhancing the seat's restraint on the occupants. The combination of the first hook and the first fixing member is simple and easy to install and remove, improving assembly efficiency and facilitating later maintenance and replacement, ensuring safety while also considering the convenience of production and use.

[0016] In some embodiments of this application, a first connector is provided on one side behind the skin, and the first hook is provided on the first connector; the connection area between the first connector and the skin is greater than the connection area between the first hook and the first connector.

[0017] In this technical solution, the first connector enhances the stress distribution and load-bearing capacity of the hook area. This design prevents skin tearing or first hook detachment caused by stress concentration, ensuring the reliability of the connection structure under extreme impacts. The large-area connector further disperses the collision load, improving the overall connection strength between the skin and the seat frame, thereby enhancing the durability and safety redundancy of the seat system.

[0018] In some embodiments of this application, a side-pull assembly is provided on one side of the sitz bath frame in the width direction, the side-pull assembly comprising: The second fastener is disposed on the side of the sitz bath frame; The second hook is connected to the side of the skin near the second fastener; the second hook is detachably connected to the second fastener.

[0019] In this technical solution, the lateral connection achieves lateral fixation of the seat cover. When the vehicle experiences a frontal collision, the seat cushion moves forward; at this point, the seat cover is also pulled back from the side, slowing down the speed and distance of the cushion's forward movement and enhancing the seat's restraint on the occupants. The combination of the second hook and the second fastener is simple in structure and easy to install and remove, improving assembly efficiency and facilitating later maintenance and replacement, ensuring safety while also considering ease of production and use.

[0020] In some embodiments of this application, a second connector is provided on the side of the skin near the second fixing member, and the second hook is provided on the second connector; the connection area between the second connector and the skin is greater than the connection area between the second hook and the second connector.

[0021] In this technical solution, a second connector enhances the stress distribution and load-bearing capacity of the hook area. This design prevents skin tearing or second hook detachment caused by stress concentration, ensuring the reliability of the connection structure under extreme impacts. The large-area connector further disperses the collision load, improving the overall connection strength between the skin and the seat frame, thereby enhancing the durability and safety redundancy of the seat system.

[0022] In some embodiments of this application, there are two side-pull assemblies, which are respectively disposed on both sides of the width direction of the seat frame; so that the skin on both sides of the seat cushion is connected to both sides of the width direction of the seat frame.

[0023] In this technical solution, the arrangement ensures that the skin is subjected to even force during a collision, preventing loosening or detachment on one side and preventing the seat cushion from shifting or tilting during a collision, thus improving the overall support and stability of the seat. Furthermore, it ensures that the seat cushion and skin are subjected to even force, preventing tearing on one side.

[0024] In addition, this application also provides a vehicle, including: a body, and the aforementioned seat assembly of the body.

[0025] The technical solution enhances the vehicle's passive safety performance by incorporating a safer seat assembly. This assembly effectively restrains occupants during a collision, prevents seat cushion and upholstery failure, and reduces the risk of injury. Especially for high-end models with zero-gravity seats, this structure enhances safety while maintaining comfort, meeting the increasingly stringent technical requirements for occupant protection in modern vehicles.

[0026] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0027] Figure 1This is a schematic diagram of the overall structure of the seat assembly according to an embodiment of this application; Figure 2 This is a structural schematic diagram of the guide rail portion of the seat assembly according to an embodiment of this application; Figure 3 This is a schematic diagram of the overall structure of the seat assembly according to an embodiment of this application; Figure 4 This is a schematic diagram of the overall structure of the seat assembly according to an embodiment of this application; Figure 5 This is a cross-sectional view of a seat assembly according to an embodiment of this application; Figure 6 This is a cross-sectional view of the first hook portion of the seat assembly according to an embodiment of this application; Figure 7 This is a bottom view of the seat assembly according to an embodiment of this application; Figure 8 This is a structural schematic diagram of the skin portion of a seat assembly according to an embodiment of this application.

[0028] In the above figures: 100, sump frame; 200, seat cushion; 300, cover; 400, swivel wheel; 500, insert; 600, guide rail; 700, slot; 800, spring; 900, first connector; 110, first hook; 120, first fixing piece; 130, second connector; 140, second hook; 150, second fixing piece. Detailed Implementation

[0029] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0030] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It's worth noting that in the automotive industry, zero-gravity seats, designed to enhance passenger comfort, are increasingly being used in high-end models. Zero-gravity seats typically consist of seat cushion foam, seat cushion upholstery, and a seat frame. The seat cushion upholstery is fixed to the surface of the foam to provide support and coverage for the occupant. Currently, there is considerable research in the industry on the overall structural stability of seats, such as improving durability and safety through strengthening the seat frame and optimizing foam materials. Regarding the securing of the seat cushion upholstery, common methods include using clips, adhesives, or simple hook-and-loop structures to connect it to the seat basin or side panels to maintain the upholstery's positional stability during normal use.

[0031] In existing technologies, seat cushion cover fixing methods still have significant shortcomings in dealing with high-impact conditions, especially in frontal vehicle collisions. Due to the limited connection strength between the seat cushion cover and the seat basin, and the lack of an effective restraint mechanism in the direction of impact, the cover can easily detach from the edge of the seat basin under inertial forces, causing occupants to lose effective support and increasing the risk of injury. Existing seat fixing designs focus more on the stability of the overall structure, while insufficient consideration is given to the fixing details of the seat cushion cover, resulting in an inability to effectively prevent detachment in extreme situations.

[0032] Based on this, this application proposes a seat assembly and vehicle, which incorporates a damping structure. The damping structure includes a rotating wheel with damped rotation between it and the seat frame, an insert on the wheel, and a guide rail with a slot located beneath the seat cushion. When a frontal collision occurs, the occupant slides forward due to inertia, causing the seat cushion to move along the front-rear direction of the seat frame. At this time, the insert on the wheel sequentially engages with the slot on the guide rail. Through the damping effect between the wheel and the seat frame, the movement speed of the seat cushion is reduced, thus improving the safety and reliability of the seat.

[0033] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0034] Please refer to all the accompanying drawings. In one illustrative embodiment of the seat assembly and vehicle of this application, the seat assembly includes a seat frame 100. The seat frame 100 is the core load-bearing and support structure of the car seat, and is usually made of high-strength steel or aluminum alloy through stamping and welding processes. The seat frame 100 directly bears the entire weight of the occupant, ensuring the structural stability and safety of the seat under conditions such as long-term use and emergency braking.

[0035] In some embodiments, the seat frame 100 has a front-to-back direction; the front-to-back direction of the seat frame 100 is the front-to-back direction of the vehicle, and also the front-to-back direction of the passenger sitting behind the seat.

[0036] In some embodiments, the seat assembly includes a seat cushion 200 disposed above the seat frame 100. The seat cushion 200 is in direct contact with the occupant's body and is a key component affecting seating comfort, functionality, and interior aesthetics. It can be made of polyurethane foam, responsible for cushioning, shock absorption, and pressure distribution to provide gentle support.

[0037] In some embodiments, the seat assembly also includes a skin 300 that covers the seat cushion 200. The skin 300 is the outermost covering material of the seat cushion 200, which is in contact with the occupant, and its material and color determine the overall visual style of the vehicle interior.

[0038] In some embodiments, the seat assembly includes a damping structure for guiding the seat cushion 200 so that it can move only along the fore-and-aft direction of the seat frame 100. Furthermore, the damping structure also serves to reduce the speed and distance of movement of the seat cushion 200.

[0039] In some embodiments, the damping structure includes a rotating wheel 400, an insert 500, and a guide rail 600. The rotating wheel 400 rotates on the seat frame 100, and the rotation between the rotating wheel 400 and the seat frame 100 is damped. Multiple inserts 500 are provided on the peripheral wall of the rotating wheel 400. The guide rail 600 is fixed to the bottom of the seat cushion 200, and the length direction of the guide rail 600 is the same as the front-rear direction of the seat frame 100. Multiple slots 700 are provided on the guide rail 600 for inserting the inserts 500.

[0040] Through the above-described solution, when a frontal collision occurs, the occupant slides forward due to inertia, causing the seat cushion 200 to move along the front-rear direction of the seat frame 100. The seat cushion 200 then moves the guide rail 600. At this time, the inserts 500 on the rotating wheel 400 sequentially engage with the slots 700 on the guide rail 600. Through the damping effect between the rotating wheel 400 and the seat frame 100, the moving speed of the guide rail 600 is reduced, thereby reducing the moving speed of the seat cushion 200 and preventing the seat cushion 200 and the seat cover 300 from detaching due to sudden pulling. This structure not only improves the overall stability of the seat under extreme conditions but also significantly enhances occupant restraint, reduces the risk of secondary injury caused by rapid displacement or detachment of the seat cushion 200, and improves the safety and reliability of the seat.

[0041] In some embodiments, the rotating wheel 400 is provided with a rotating shaft, which is rotatably connected to the seat frame 100. There is damping between the rotating shaft and the seat frame 100.

[0042] Furthermore, the seat frame 100 is provided with a shaft hole for inserting a rotating shaft. The inner diameter of the shaft hole can be slightly smaller than that of the rotating shaft to achieve high damping of the rotating wheel 400.

[0043] In another embodiment, a rotating shaft is provided on the sitz bath frame 100, and the rotating wheel 400 is sleeved and rotatably connected to the rotating shaft, with damping between the rotating shaft and the rotating wheel 400.

[0044] Furthermore, the wheel 400 is provided with a shaft hole for insertion into the shaft. The inner diameter of the shaft hole can be slightly smaller than that of the shaft to achieve high damping of the wheel 400.

[0045] In some embodiments, the damping structure further includes a spring 800, with its inner end connected to the wheel 400 and its outer end connected to the seat frame 100. The spring 800 further enhances the return capability and continuous damping effect of the wheel 400. The greater the displacement distance of the seat cushion 200, the greater the damping provided by the spring 800, thus improving the deceleration effect. Furthermore, the spring 800 can also assist in pulling the seat cushion 200 back to its initial position. This design not only improves the durability and multi-collision protection of the seating system but also enhances the practicality and economy of the product.

[0046] Understandably, the toughness and tensile strength of the 800 spring can be adjusted according to actual needs by customizing its material composition and heat treatment process. This allows for adjustment of the damping.

[0047] In some embodiments, the damping structure can also be a torsion spring. The axis of the torsion spring is collinear with the axis of the rotating wheel 400. One end of the torsion spring is connected to the rotating wheel 400, and the other end is connected to the seat frame 100. In the event of a frontal collision, the rotation of the rotating wheel 400 will coil the torsion spring. The rapidly increasing torque of the torsion spring can effectively buffer and absorb the impact energy, significantly slowing down the movement speed of the seat cushion 200 and suppressing its sudden forward lurch, thereby improving occupant restraint safety. Secondly, after the impact force is eliminated, the elastic potential energy stored in the torsion spring will drive the rotating wheel 400 to rotate in the opposite direction, automatically and precisely pulling the seat cushion 200 back to its initial position, ensuring the functional integrity and reusability of the seat system after a single impact event. This integrated design cleverly integrates damping and reset functions into a single elastic element, achieving a balance between safety protection and system self-recovery.

[0048] In some embodiments, a plurality of slots 700 are spaced apart along the length of the guide rail 600, with the same spacing between any two slots 700. A plurality of inserts 500 on the rotating wheel 400 are arranged circumferentially along the rotating wheel 400, with the same spacing between any two adjacent inserts 500. Each insert 500 corresponds one-to-one with a slot 700. This precise, equidistant engagement ensures accurate and reliable engagement between the inserts 500 and the slots 700 at any position, effectively preventing jamming or failure due to misalignment, and enhancing the system's response determinism and operational reliability under high-speed impact conditions.

[0049] Furthermore, the impeller 400, together with the support member, forms a swivel wheel. The spoke-shaped insert 500 of the swivel wheel can efficiently transfer the impact load to the impeller 400, greatly avoiding wheel deformation or breakage caused by stress concentration, and ensuring the durability and reliability of the damping mechanism under repeated high-load impacts.

[0050] In some embodiments, the rotating wheel 400, together with the support frame, forms a gear structure, with the gear teeth being the insert 500. The guide rail 600 is the rack, and the tooth grooves on the rack are the slots 700. This utilizes the precise transmission and meshing rigidity of the gear and rack mechanism to ensure that, under impact, the linear displacement of the seat cushion 200 is converted into the rotational motion of the gear without slippage or delay. The damping between the gear and the seat frame 100 generates a strong and timely braking force, restraining the occupant from forward movement. Furthermore, the gear and rack structure is a conventional structure, low in cost, and easy to procure and maintain.

[0051] In some embodiments, multiple rollers 400 are arranged at intervals along the length of the guide rail 600; the number of springs 800 is the same as the number of rollers 400 and they are arranged in a one-to-one correspondence. By arranging multiple rollers 400 and corresponding springs 800 at intervals along the length of the guide rail 600, multi-point damping control of the seat cushion 200 during movement is achieved. This arrangement ensures that the seat cushion 200 is always subjected to uniform damping force during forward and backward displacement, avoiding structural damage caused by local stress concentration and further optimizing the energy absorption path. The collaborative operation of multiple rollers 400 improves the reliability and redundancy of the system, maintaining a certain level of protection even in the event of partial structural failure, significantly enhancing the safety performance of the seat during a collision.

[0052] Furthermore, there are two rotating wheels 400, one near the front end and the other near the rear end of the sitz bath frame 100.

[0053] In some embodiments, there are two damping structures, each disposed on one side of the seat frame 100 in the width direction. This design effectively prevents the seat cushion 200 from deflecting or tilting during a collision, ensuring that the seat cushion 200 and the cover 300 are subjected to uniform force, avoiding unilateral detachment or localized tearing. The dual-sided damping structures work together to further enhance the overall rigidity and stability of the seat, making it suitable for various collision conditions, especially maintaining good occupant protection in high-intensity side impacts or offset impacts.

[0054] In some embodiments, a first hook 110 is provided on the side of the skin 300 near the rear of the seat frame 100, and a first fixing member 120 is provided at the bottom of the seat frame 100. The first hook 110 is detachably connected to the first fixing member 120. By providing the first hook 110 at the rear of the skin 300 and detachably connecting it to the first fixing member 120 at the bottom of the seat frame 100, the rear of the skin 300 is fixed to the seat frame 100. When the vehicle is involved in a frontal collision, the seat cushion 200 will move forward. At this time, the skin 300 pulls the rear end, slowing down the forward movement speed and distance of the seat cushion 200, thus enhancing the seat's restraint on the occupants. The cooperation structure between the first hook 110 and the first fixing member 120 is simple and easy to install and remove, which not only improves assembly efficiency but also facilitates later maintenance and replacement, ensuring safety while taking into account the convenience of production and use.

[0055] In some embodiments, the first hook 110 can be a rigid metal plate, which is bent to form a hook shape. The length of the metal plate can be the same as the length of the rear side of the skin 300. In this case, the force can be evenly and completely distributed and transmitted to the first skin 300, avoiding stress concentration that could cause the first hook 110 to tear the skin 300.

[0056] In some embodiments, a first connector 900 is provided on one side of the rear of the skin 300, and a first hook 110 is disposed on the first connector 900; the connection area between the first connector 900 and the skin 300 is larger than the connection area between the first hook 110 and the first connector 900. The first connector 900 enhances the stress distribution and load-bearing capacity of the hook area. This design avoids tearing of the skin 300 or detachment of the first hook 110 caused by stress concentration, ensuring the reliability of the connection structure under extreme impact. The large-area connector further disperses the collision load, improves the overall connection strength between the skin 300 and the seat frame 100, thereby improving the durability and safety redundancy of the seat system.

[0057] In some embodiments, the first connector 900 can be fabric. The fabric is connected to the rear of the skin 300. The skin 300 and the fabric are easy to connect and can be sewn together. Furthermore, the fabric is stronger and less prone to tearing.

[0058] In some embodiments, the first fixing member 120 can be a tie rod, which is directly fixed to the seat frame 100. Its structure is simple and easy to set manually.

[0059] In some embodiments, the first hook 110 can be a common hook, and multiple first hooks 110 can be provided on the first connector 900. Multiple first hooks 110 share the huge tensile force applied to the rear end of the skin 300 during a collision. By distributing the load, the load on a single hook and its connection point is significantly reduced, greatly improving the absolute strength and reliability of the connection, and effectively preventing the entire rear end of the skin 300 from detaching due to a single point of failure.

[0060] In some embodiments, a side-pulling assembly is provided on one side of the seat frame 100 in the width direction. The side-pulling assembly includes a second fixing member 150 and a second hook 140. The second fixing member 150 is disposed on the side of the seat frame 100; the second hook 140 is connected to the side of the skin 300 near the second fixing member 150; the second hook 140 is detachably connected to the second fixing member 150. The side connection achieves lateral fixation of the skin 300. When the vehicle is subjected to a frontal collision, the seat cushion 200 will move forward. At this time, the skin 300 is also pulled from the side, slowing down the speed and distance of the seat cushion 200's forward movement and enhancing the seat's restraint on the occupant. The cooperation structure between the second hook 140 and the second fixing member 150 is simple and easy to install and remove, which not only improves assembly efficiency but also facilitates later maintenance and replacement, ensuring safety while also taking into account the convenience of production and use.

[0061] In some embodiments, the second hook 140 can be a rigid metal plate, which is bent to form a hook shape. The length of the metal plate can be the same as the length of the rear side of the skin 300. In this case, the force can be evenly and completely distributed and transmitted to the second skin 300, avoiding stress concentration that could cause the second hook 140 to tear the skin 300.

[0062] In some embodiments, a second connector 130 is provided on the side of the skin 300 near the second fastener 150, and a second hook 140 is disposed on the second connector 130; the connection area between the second connector 130 and the skin 300 is larger than the connection area between the second hook 140 and the second connector 130. The second connector 130 enhances the stress distribution and load-bearing capacity of the hook area. This design avoids tearing of the skin 300 or detachment of the second hook 140 caused by stress concentration, ensuring the reliability of the connection structure under extreme impact. The large-area connector further disperses the collision load, improves the overall connection strength between the skin 300 and the seat frame 100, thereby improving the durability and safety redundancy of the seat system.

[0063] In some embodiments, the second connector 130 can be fabric. The fabric is connected to the rear of the skin 300. The skin 300 and the fabric are easy to connect and can be sewn together. Furthermore, the fabric is stronger and less prone to tearing.

[0064] In some embodiments, the second fastener 150 can be a steel strip, which is directly fixed to one side of the basin frame 100 in the width direction. In the prior art, the side of the basin frame 100 is provided with a steel strip, which can be directly used as the second fastener 150.

[0065] In some embodiments, the second hook 140 can be a common hook, and multiple second hooks 140 can be provided on the second connector 130. Multiple second hooks 140 share the huge tensile force applied to the rear end of the skin 300 during a collision. By distributing the load, the load on a single hook and its connection point is significantly reduced, greatly improving the absolute strength and reliability of the connection, and effectively preventing the entire rear end of the skin 300 from detaching due to a single point of failure.

[0066] Understandably, the skin 300 extends along both sides of the sitz bath frame 100. The second connector 130 and the second hook 140 are located at the rear end of the extended side of the skin 300 to achieve the effect of fixing the rear of the skin 300 with the second hook 140.

[0067] In some embodiments, there are two side-pull assemblies, each disposed on one side of the seat frame 100 in the width direction, so that the skin 300 on both sides of the seat cushion 200 is connected to both sides of the seat frame 100 in the width direction. This arrangement ensures that the skin 300 is subjected to balanced force during a collision, preventing one side from loosening or detaching, and preventing the seat cushion 200 from deflecting or tilting during a collision, thereby improving the overall support and stability of the seat. Furthermore, it ensures that the seat cushion 200 and the skin 300 are subjected to even force, preventing tearing on one side.

[0068] In some embodiments, the sump frame 100 is also used to effectively transfer occupant weight and impact to the vehicle body. The sump frame 100 is provided with reinforcing ribs, which can improve the strength and rigidity of the sump frame 100 without significantly increasing weight and cost.

[0069] In some embodiments, the seat frame 100 is provided with an adjustment mechanism, which may integrate mechanisms such as slide rails, angle adjusters, and lifters. The adjustment mechanism enables flexible adjustment of the seat in multiple dimensions, including forward / backward movement, height, and tilt. In addition, for safety requirements, some seat frames 100 may be integrated with restraint systems such as seat belt buckles.

[0070] In some embodiments, the two sides of the seat cushion 200 in the width direction may be raised upwards to conform to ergonomics and optimize the comfort of long-distance driving through lateral support, leg rest extension and other shapes.

[0071] In some embodiments, a heating wire may also be provided within the seat cushion 200. The heating wire enables seat heating, improving user comfort in cold weather.

[0072] In some embodiments, a ventilation fan may also be provided inside the seat cushion 200. In hot weather, the ventilation fan facilitates airflow, improving user comfort.

[0073] In some embodiments, the seat cushion 200 may also include a massage module. The massage module provides massage to the user, enhancing the user experience.

[0074] In some embodiments, the material of the skin 300 can be genuine leather, fabric or artificial leather to meet different user needs for luxury, breathability, durability and cost.

[0075] It is understood that the seat assembly in this application is primarily intended for use with zero-gravity seats. However, it can also be applied to ordinary seats.

[0076] Furthermore, this application also provides a vehicle, including: a body, and the aforementioned seat assembly. By incorporating a more secure seat assembly, the overall passive safety performance of the vehicle is improved. This seat assembly can effectively restrain occupants in a collision, prevent the seat cushion 200 and skin 300 from failing, and reduce the risk of occupant injury. Especially for high-end models with zero-gravity seats, this structure enhances safety protection while maintaining comfort, meeting the increasingly stringent technical requirements for occupant protection in modern vehicles.

[0077] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A seat assembly, characterized in that, It includes: A sitz bath frame (100) having a front-to-back direction; A seat cushion (200) is disposed above the seat frame (100); A skin (300) covers the seat cushion (200); Damping structure, the damping structure comprising: A rotating wheel (400) rotates on the sitz bath frame (100), and the rotation between the rotating wheel (400) and the sitz bath frame (100) is damped; Inserts (500), there are multiple inserts (500) and they are disposed on the peripheral wall of the rotating wheel (400); A guide rail (600) is fixed to the bottom of the seat cushion (200). The length direction of the guide rail (600) is the same as the front-back direction of the seat frame (100). The guide rail (600) is provided with a plurality of slots (700) for inserting the insert (500).

2. The seat assembly according to claim 1, characterized in that, The damping structure also includes a spring (800), the inner end of which is connected to the wheel (400), and the outer end of which is connected to the sump frame (100).

3. The seat assembly according to claim 2, characterized in that, Multiple rotating wheels (400) are provided and spaced apart along the length of the guide rail (600); the number of springs (800) is the same as the number of rotating wheels (400) and they are arranged in a one-to-one correspondence.

4. The seat assembly according to claim 3, characterized in that, There are two damping structures, which are respectively located on both sides of the width direction of the sitz bath frame (100).

5. The seat assembly according to claim 1, characterized in that, The skin (300) is provided with a first hook (110) on the side near the rear of the basin frame (100), and a first fixing member (120) is provided at the bottom of the basin frame (100). The first hook (110) is detachably connected to the first fixing member (120).

6. The seat assembly according to claim 5, characterized in that, A first connector (900) is provided on one side behind the skin (300), and a first hook (110) is provided on the first connector (900); the connection area between the first connector (900) and the skin (300) is greater than the connection area between the first hook (110) and the first connector (900).

7. The seat assembly according to claim 1, characterized in that, A side-pull assembly is provided on one side of the basin frame (100) in the width direction, the side-pull assembly comprising: The second fastener (150) is disposed on the side of the sitz bath frame (100); The second hook (140) is connected to the side of the skin (300) near the second fastener (150); the second hook (140) is detachably connected to the second fastener (150).

8. The seat assembly according to claim 7, characterized in that, A second connector (130) is provided on the side of the skin (300) near the second fastener (150), and a second hook (140) is provided on the second connector (130); the connection area between the second connector (130) and the skin (300) is greater than the connection area between the second hook (140) and the second connector (130).

9. The seat assembly according to claim 8, characterized in that, There are two side-pull assemblies, which are respectively arranged on both sides of the width direction of the basin frame (100) so that the skin (300) on both sides of the seat cushion (200) is connected to both sides of the width direction of the basin frame (100).

10. A vehicle, characterized in that, Includes: a vehicle body, wherein the vehicle body is provided with a seat assembly as described in any one of claims 1 to 9.

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