CA2235636C - Securement of head rest support into automobile seat frame - Google Patents
Securement of head rest support into automobile seat frame Download PDFInfo
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- CA2235636C CA2235636C CA 2235636 CA2235636A CA2235636C CA 2235636 C CA2235636 C CA 2235636C CA 2235636 CA2235636 CA 2235636 CA 2235636 A CA2235636 A CA 2235636A CA 2235636 C CA2235636 C CA 2235636C
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- tube
- headrest
- support
- ring
- bead
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Abstract
The headrest support tubes are secured to the seat frame member not by the usual welding, but by gripping the web of the member between two rings or lock-beads swaged into the metal of the tube. The first ring is swaged-out by compressing the tube. The tube, with the one ring, is then assembled into a through-hole in the web of the frame member. Then, the second ring is swaged into the metal of the tube, on the other side of the web, and the web lies gripped between the rings. The seat frame member may be an I-section extrusion, or a round tube with localised squeezed-flat areas, flanked by flanges.
Description
1 Title: SECUREMENT OF HEAD REST SUPPORT INTO AUTOMOBILE SEAT FRAME
z 4 This invention relates to the construction of automobile seats, s and is directed particularly to the manner of attachment of a s headrest to the frame of an automobile seat.
a to 11 The headrest on an automobile seat is often made adjustable as to 1z height. One common way in which the headrest is mounted on the 13 seat in a way that permits height adjustment is for the headrest 14 to be provided with two downwardly extending pegs, and the pegs is engage sockets secured into the frame of the seat. Detent means is are usually provided which interact between the pegs and the l sockets, whereby the headrest may be set, by the occupant of the 1e vehicle, at one of a number of pre-set heights.
zo The socket in which the peg is received comprises a metal tube.
z1 A plastic liner may be provided in the tube, to act as a bearing zz material for the peg. In the conventional system, the tube is z3 welded to a bracket, and the bracket is welded to a frame piece z4 of the seat. This manner of attachment, though secure enough 25 (because it has to be secure by regulation}, unfortunately is zs expensive as to the labour time and the materials needed to make z~ it that secure. Any securement system that involves welding 2e tends to be labour-intensive and therefore expensive, besides z9 being difficult to inspect and test. A welded system generally 3o has to be over-engineered.
3z Also, welding does not lead to high accuracy. The need for 33 accuracy of placement of the headrest on the seat is not high, 34 although the accuracy of the spacing of the pegs and their 3s sockets cannot be too far out; the conventional welded-on system 3s is just about at the limit for accuracy for welding, which means 3~ that, when welding is used as the basis of the attachment method, 3a skilled care has to be taken, which in turn does nothing to ease 39 the cost problem.
41 The invention is aimed at providing a manner of securing a z 1 headrest support tube into a seat frame, in a manner that eases z some of the compromises that have had to be resorted to in the 3 conventional systems.
s Typically, the operations carried out in a conventional seat s manufactory include welding, bending of frame pieces, securing components together, and assembly, all of which tend to have a a higher labour content. It is an aim of the headrest support s system as described herein, to minimise the labour content of the to task of attaching the support tubes to the seat frame piece.
12 Support tubes for headrests are conventionally attached to the 13 seat frame piece by welding a bracket onto the frame piece, and 14 then welding the tube to the bracket. Sometimes, the tube is is pressed into holes in the welded-on bracket; but welding is is nearly always resorted to, to assure that the tube remains in l position on the bracket. Of course, the tubes can be attached 1e securely enough, but the conventional costs of ensuring that is security are high.
z2 GENERAL FEATURES OF THE INVENTION
z4 The invention lies in the manner of attaching the headrest-z5 support-tube. First, the headrest-support-tube is provided with zs a first ring, in which the metal of the headrest-support-tube is z~ expanded radially outwards. The headrest-support-tube is 2e assembled into a hole in the web of the seat-frame-piece, with is the first ring abutting against the web.
31 The frame-piece, with the headrest-support-tube resting therein, 3z is placed in the die of a punch and die set, with the first ring 33 in the die. The punch then is brought down over the other end of 34 the headrest-support-tube, and a second ring is formed on the other side of the web. When the punch is withdrawn, the web lies 3s gripped between the two rings. Usually, another headrest-3~ support-tube is inserted into the frame-piece, in a similar 3e manner. Then, the seat-frame piece is assembled into a seat, and 39 finally the pegs of the headrest are inserted into the headrest-4o support-tubes.
z 4 This invention relates to the construction of automobile seats, s and is directed particularly to the manner of attachment of a s headrest to the frame of an automobile seat.
a to 11 The headrest on an automobile seat is often made adjustable as to 1z height. One common way in which the headrest is mounted on the 13 seat in a way that permits height adjustment is for the headrest 14 to be provided with two downwardly extending pegs, and the pegs is engage sockets secured into the frame of the seat. Detent means is are usually provided which interact between the pegs and the l sockets, whereby the headrest may be set, by the occupant of the 1e vehicle, at one of a number of pre-set heights.
zo The socket in which the peg is received comprises a metal tube.
z1 A plastic liner may be provided in the tube, to act as a bearing zz material for the peg. In the conventional system, the tube is z3 welded to a bracket, and the bracket is welded to a frame piece z4 of the seat. This manner of attachment, though secure enough 25 (because it has to be secure by regulation}, unfortunately is zs expensive as to the labour time and the materials needed to make z~ it that secure. Any securement system that involves welding 2e tends to be labour-intensive and therefore expensive, besides z9 being difficult to inspect and test. A welded system generally 3o has to be over-engineered.
3z Also, welding does not lead to high accuracy. The need for 33 accuracy of placement of the headrest on the seat is not high, 34 although the accuracy of the spacing of the pegs and their 3s sockets cannot be too far out; the conventional welded-on system 3s is just about at the limit for accuracy for welding, which means 3~ that, when welding is used as the basis of the attachment method, 3a skilled care has to be taken, which in turn does nothing to ease 39 the cost problem.
41 The invention is aimed at providing a manner of securing a z 1 headrest support tube into a seat frame, in a manner that eases z some of the compromises that have had to be resorted to in the 3 conventional systems.
s Typically, the operations carried out in a conventional seat s manufactory include welding, bending of frame pieces, securing components together, and assembly, all of which tend to have a a higher labour content. It is an aim of the headrest support s system as described herein, to minimise the labour content of the to task of attaching the support tubes to the seat frame piece.
12 Support tubes for headrests are conventionally attached to the 13 seat frame piece by welding a bracket onto the frame piece, and 14 then welding the tube to the bracket. Sometimes, the tube is is pressed into holes in the welded-on bracket; but welding is is nearly always resorted to, to assure that the tube remains in l position on the bracket. Of course, the tubes can be attached 1e securely enough, but the conventional costs of ensuring that is security are high.
z2 GENERAL FEATURES OF THE INVENTION
z4 The invention lies in the manner of attaching the headrest-z5 support-tube. First, the headrest-support-tube is provided with zs a first ring, in which the metal of the headrest-support-tube is z~ expanded radially outwards. The headrest-support-tube is 2e assembled into a hole in the web of the seat-frame-piece, with is the first ring abutting against the web.
31 The frame-piece, with the headrest-support-tube resting therein, 3z is placed in the die of a punch and die set, with the first ring 33 in the die. The punch then is brought down over the other end of 34 the headrest-support-tube, and a second ring is formed on the other side of the web. When the punch is withdrawn, the web lies 3s gripped between the two rings. Usually, another headrest-3~ support-tube is inserted into the frame-piece, in a similar 3e manner. Then, the seat-frame piece is assembled into a seat, and 39 finally the pegs of the headrest are inserted into the headrest-4o support-tubes.
2
3 As mentioned, headrest-support tubes are attached to the seat-a frame-piece by welding. Sometimes, designers have specified s intermediate brackets, rather than just welding the tube to the s frame piece.
s Techniques for mounting a tube into a through-hole in a piece of 9 sheet metal are commonplace, per se. The broad range of options to available include bulk-head fittings generally. Such fittings 11 have included cases where a first bead is provided on the tube on 12 one side of the sheet, then a second bead is swaged into the tube 13 after the tube has been inserted into the through-hole. The 14 technique is commonly known as lock-beading.
is In cases where bulk-head fittings are being designed, a common 1~ requirement is that the fitting by air- or liquid-tight. It is 1e recognised that the lock-beading technique is not suitable for 19 such cases. It is recognised that lock-beading is highly zo suitable for cases where mechanical integrity is paramount, z1 rather than sealing. It is also recognised that lock-beading is z2 highly suitable for cases where access to the beads is only to be z3 had from an axial direction, such as a case where flat-access to 24 the through-hole is denied because the through-hole is surrounded 2s by raised flanges.
2s z~
2s DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
3o By way of further explanation of the invention, exemplary 31 embodiments of the invention will now be described with reference 32 to the accompanying drawings, in which:
34 Fig 1 is a diagram of an automobile seat frame, shown partly in 3s cross-section, carrying a headrest which is mounted in a 3s manner in accordance with the invention;
3~ Fig 2 is a view of some of the components that support the 38 headrest, shown at a preliminary stage of manufacture;
39 Fig 3 is a view of a punch and die set-up, which is used at a 4o stage in the manufacture of one of the headrest supports;
41 Fig 4 is a view corresponding to Fig 3 of another stage during
s Techniques for mounting a tube into a through-hole in a piece of 9 sheet metal are commonplace, per se. The broad range of options to available include bulk-head fittings generally. Such fittings 11 have included cases where a first bead is provided on the tube on 12 one side of the sheet, then a second bead is swaged into the tube 13 after the tube has been inserted into the through-hole. The 14 technique is commonly known as lock-beading.
is In cases where bulk-head fittings are being designed, a common 1~ requirement is that the fitting by air- or liquid-tight. It is 1e recognised that the lock-beading technique is not suitable for 19 such cases. It is recognised that lock-beading is highly zo suitable for cases where mechanical integrity is paramount, z1 rather than sealing. It is also recognised that lock-beading is z2 highly suitable for cases where access to the beads is only to be z3 had from an axial direction, such as a case where flat-access to 24 the through-hole is denied because the through-hole is surrounded 2s by raised flanges.
2s z~
2s DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
3o By way of further explanation of the invention, exemplary 31 embodiments of the invention will now be described with reference 32 to the accompanying drawings, in which:
34 Fig 1 is a diagram of an automobile seat frame, shown partly in 3s cross-section, carrying a headrest which is mounted in a 3s manner in accordance with the invention;
3~ Fig 2 is a view of some of the components that support the 38 headrest, shown at a preliminary stage of manufacture;
39 Fig 3 is a view of a punch and die set-up, which is used at a 4o stage in the manufacture of one of the headrest supports;
41 Fig 4 is a view corresponding to Fig 3 of another stage during
4 1 manufacture;
z Fig 5 is a cross-section of the headrest mounting support, shown 3 at a later stage;
4 Figs 6a,6b,6c are cross-sections of a tooling arrangement for s forming a metal tube locally into an I-section beam;
s Figs 7a,7c are views on the line 7-7 of Fig 6a, corresponding to the conditions shown in Figs 6a and 6c respectively;
s Figs 8a,8b are cross-sections of a hole-punching arrangement, for 9 making a through-hole in the web of the I-beam produced as to in Fig 6c;
11 Fig 9 is a view of a headrest-support-tube, shown prior to final 12 forming;
13 Figs lOa,lOb,lOc are cross-sections of a tooling arrangement for 14 ring-bead-locking the headrest-support-tube of Fig 9 into is the through-hole in the web of the I-beam.
l The apparatuses shown in the accompanying drawings and described is below are examples which embody the invention. It should be 19 noted that the scope of the invention is defined by the zo accompanying claims, and not necessarily by specific features of 21 exemplary embodiments.
23 Fig 1 shows an automobile seat 20, having a seat frame piece 23.
z4 In this case, the seat frame piece 23 made from a length of z5 extruded I-section aluminum. The seat frame piece is bent 2s generally into an inverted U-shape, as shown, in which the 2~ horizontal rail 24 of the U-shape forms the horizontal top rail 2a of the seat.
so The headrest 25 of the seat 20 is formed with two pegs 26, which s1 protrude downwards, as shown. The pegs engage into support tubes 3z 27, which are integral with the frame of the seat. The support 33 tubes 27 are fixed firmly to the horizontal rail 24, and in fact 34 the support tubes pass through holes 28 in the web 29 of the I-3s section that forms the rail 24 (see Fig 2).
3~ The invention is concerned with the manner of attaching the ss support tubes 27 into the holes 28 in the web 29 of the 39 I-section. Usually, headrests are adjustable as to vertical 4o position, and the adjustment is effected by moving the headrest, 41 with its two pegs 26, vertically up or down within the tubes 27.
1 The designer can provide a plastic sleeve 30, which is inserted z into the support tube to provide a bearing for guiding the pegs s for up/down adjustment movement. The designer can provide the 4 pegs with detents (not shown), which interact with the plastic
z Fig 5 is a cross-section of the headrest mounting support, shown 3 at a later stage;
4 Figs 6a,6b,6c are cross-sections of a tooling arrangement for s forming a metal tube locally into an I-section beam;
s Figs 7a,7c are views on the line 7-7 of Fig 6a, corresponding to the conditions shown in Figs 6a and 6c respectively;
s Figs 8a,8b are cross-sections of a hole-punching arrangement, for 9 making a through-hole in the web of the I-beam produced as to in Fig 6c;
11 Fig 9 is a view of a headrest-support-tube, shown prior to final 12 forming;
13 Figs lOa,lOb,lOc are cross-sections of a tooling arrangement for 14 ring-bead-locking the headrest-support-tube of Fig 9 into is the through-hole in the web of the I-beam.
l The apparatuses shown in the accompanying drawings and described is below are examples which embody the invention. It should be 19 noted that the scope of the invention is defined by the zo accompanying claims, and not necessarily by specific features of 21 exemplary embodiments.
23 Fig 1 shows an automobile seat 20, having a seat frame piece 23.
z4 In this case, the seat frame piece 23 made from a length of z5 extruded I-section aluminum. The seat frame piece is bent 2s generally into an inverted U-shape, as shown, in which the 2~ horizontal rail 24 of the U-shape forms the horizontal top rail 2a of the seat.
so The headrest 25 of the seat 20 is formed with two pegs 26, which s1 protrude downwards, as shown. The pegs engage into support tubes 3z 27, which are integral with the frame of the seat. The support 33 tubes 27 are fixed firmly to the horizontal rail 24, and in fact 34 the support tubes pass through holes 28 in the web 29 of the I-3s section that forms the rail 24 (see Fig 2).
3~ The invention is concerned with the manner of attaching the ss support tubes 27 into the holes 28 in the web 29 of the 39 I-section. Usually, headrests are adjustable as to vertical 4o position, and the adjustment is effected by moving the headrest, 41 with its two pegs 26, vertically up or down within the tubes 27.
1 The designer can provide a plastic sleeve 30, which is inserted z into the support tube to provide a bearing for guiding the pegs s for up/down adjustment movement. The designer can provide the 4 pegs with detents (not shown), which interact with the plastic
5 sleeves 30, or with the tubes 27, in order to define some s vertical positions to which the headrest might be set. It is usually necessary to align the plastic sleeve orientationally a with respect to the tube, and the plastic sleeve can be moulded s with a tongue for engagement with a notch 32 (Fig 5) in the tube, to for this purpose.
12 In order to manufacture the seat frame, with the headrest support 13 tubes 27 attached, first the tubes are formed with a single first 14 swaged-out ring 34. The tube in this state is as shown in Fig 2.
16 The swaged-out ring 34 is formed by pressing the ends of a plain 1~ length of tubing axially, and confining the walls thereof la everywhere but at the place where the ring is to be formed. It 1g may be noted that this first operation is carried out on the tube 2o when only the tube itself is present, i.e in the absence of any 21 other components. The operation of forming the first ring is of zz low labour content, and can be easily automated.
24 The job of attaching the tube 27, with its first swaged-out ring 34, into the hole 28 in the web 29 of the I-section, can also be 2s fully automated, as can the job of swaging the first ring into 2z the tube. This may be compared with the job of welding a bracket 2e onto the frame piece, and then locating a tube into holes in the 2s bracket, and then welding the tube to the bracket, in which the labour content is inevitably high.
3z Fig 3 shows the tube 27, with its first swaged-out ring 34, 33 resting in a die 35. The seat frame piece 23 has been placed 3a over the tube 27, with the web 29 resting against the first ring 34. A punch 36 is advanced, and a hole 37 in the punch slides 3s over the upper portion of the tube 27. When the end of the hole 3~ 38 bottoms against the end 39 of the tube 27, further movement of 3a the punch causes the upper portion of the tube to be compressed.
39 A recess 40 in the punch allows the metal of the tube to expand outwards, in response to the axial force, with the result that 41 the action of the punch causes a second ring 42 to be formed in
12 In order to manufacture the seat frame, with the headrest support 13 tubes 27 attached, first the tubes are formed with a single first 14 swaged-out ring 34. The tube in this state is as shown in Fig 2.
16 The swaged-out ring 34 is formed by pressing the ends of a plain 1~ length of tubing axially, and confining the walls thereof la everywhere but at the place where the ring is to be formed. It 1g may be noted that this first operation is carried out on the tube 2o when only the tube itself is present, i.e in the absence of any 21 other components. The operation of forming the first ring is of zz low labour content, and can be easily automated.
24 The job of attaching the tube 27, with its first swaged-out ring 34, into the hole 28 in the web 29 of the I-section, can also be 2s fully automated, as can the job of swaging the first ring into 2z the tube. This may be compared with the job of welding a bracket 2e onto the frame piece, and then locating a tube into holes in the 2s bracket, and then welding the tube to the bracket, in which the labour content is inevitably high.
3z Fig 3 shows the tube 27, with its first swaged-out ring 34, 33 resting in a die 35. The seat frame piece 23 has been placed 3a over the tube 27, with the web 29 resting against the first ring 34. A punch 36 is advanced, and a hole 37 in the punch slides 3s over the upper portion of the tube 27. When the end of the hole 3~ 38 bottoms against the end 39 of the tube 27, further movement of 3a the punch causes the upper portion of the tube to be compressed.
39 A recess 40 in the punch allows the metal of the tube to expand outwards, in response to the axial force, with the result that 41 the action of the punch causes a second ring 42 to be formed in
6 1 the tube.
3 Fig 4 shows the situation when the punch and die are (almost) 4 closed fully together. It will be seen from Fig 4 that the web s 29 is not contacted by either the die 35 or the punch 36 during s the operation of swaging out the second ring 42. At the very end of the operation, the designer might provide that the web is in a fact subjected to a squeeze between the punch and die, as a 9 coining phase to ensure everything is straight; but in general, to throughout the pressing stages indicated in Figs 3 and 4, the web ii 29 floats. As the pressing operation is nearing completion, the 12 press forces also act on the first ring 34, and cause that to be 13 consolidated and even coined.
is The hole 28 in the frame piece is a clearance fit over the is diameter of the tube 27, and so the frame-piece is not held in 1~ position, during the Fig 4 operation, by being held by a tight la fit on the tube 27. Therefore, the frame-piece 23 does need to 19 be held -- at least loosely -- to prevent tipping thereof.
zo However, that kind of holding is simple enough -- at least when 21 compared with securing the components in welding jigs.
z3 It is important, during the Fig 4 pressing operation, that the z4 web 29 remain resting in close touching contact with the first zs ring 34. In an automated system, the designer should ensure that zs the components are presented properly to each other for the z~ operation. Seat-frame-pieces can include bends and twists, and ae be of an awkward shape, but the designer can provide the holding-z9 clamps etc to accommodate whatever shape the seat-frame-pieces 3o are in. The designer can decide whether to insert the head-rest-31 support-tubes into the seat-frame-piece before or after the seat-3z frame-piece is bent and twisted to its final shape.
34 The designer should ensure that, whatever the configuration of 35 the components, the web can and does rest properly (i.e in firm 3s abutment) against the first ring during the operation of pressing 3~ the second ring: if there were to be some clearance between the 3a web and the first ring during pressing, the final joint would be 39 significantly less tight and secure. The ideal is that the web 4o should be under some degree of residual compression after the 41 punch and die have separated, even if only slightly, and that can 1 only happen if the web remains cleanly in abutment against the z first ring throughout the pressing operation.
4 In an alternative, the die and punch set may be arranged with a subsidiary actuable member, which loads the web tightly against s the first ring while the forming of the second ring is taking place.
a g It is important also that the clearance between the hole 28 in to the web and the diameter of the tube 27 be taken up during the 11 pressing operation. The force that causes the metal of the tube 1z to swell out to form the second ring 42, of course also causes 13 the metal to swell out to fill the clearance at the hole 28.
14 Generally, the filling of the hole 28 is so good that any crannies etc caused by burrs or other malformations arising from is the punching of the hole 28, are filled completely and tightly.
is The manner as described above of attaching the headrest support 19 tubes to the seat frame provides a very secure attachment, which is amply able to accommodate the forces and abusive forces z1 encountered in automotive seating equipment. The material costs z2 are somewhat reduced, and the labour costs are very much reduced, 23 as compared with what has to be done in the conventional tasks of z4 welding the tubes to the frames.
zs It is conventional for the frames of automobile seats to be made 2~ from steel tubing. The head-rest-support-posts can be attached 2a into a tubular-steel seat-frame in the manner as will now be z9 described.
31 Figs 6a,6b,6c are views directed axially along the length of the 3z seat-frame-tube 50, and show three stages in the preparation of 33 the seat-frame-tube. Figs 7a,7c are views corresponding to Figs 34 6a,6c in the direction of arrows 7-7 of Fig 6a.
3s In Fig 6a, the seat-frame-tube 50 has been gripped on its outside diameter between two dies 52x,52y. The dies are dimensioned to 3e grip the seat-frame-tube at two spaced locations 53,54. The dies 39 52x,52y are shaped so as not to directly grip the seat-frame-tube 50 in the recess 55 between the locations 53,54.
a i Once the dies 52x,52y are in contact, and the seat-frame-tube 50 2 is firmly held, the two formers 56x,56y are advanced. At first, 3 the seat-frame-tube 50 is flattened, as shown in Fig 6b. As the 4 upper and lower zones 57x,57y of the tube walls are forced s together, the left and right side-zones 58L,58R are forced apart, 6 and these zones of the walls come into contact with the sides 59L,59R of the recess 55.
a s The formers 56x,56y are advanced until they bottom against the io two thicknesses of the wall-zones 57x,57y, as shown in Figs ii 6c,7c. The wall-zones 58L,58R are formed to the shape as shown i2 by virtue of their confinement by the sides 59L,59R of the recess is 55. It will be noted that this manner of forming the seat-frame-i4 tube produces a localised shape which is similar to that of an I-15 beam. The web 60 of the I-beam shape is derived from the wall-i6 zones 57x,57y, and the flanges 62L,62R of the I-beam are derived m from the folded wall-zones 58L,58R.
ie i9 It is noted that the seat-frame-tube 50 is not simply squashed Zo flat. The operations as described produce a configuration that zi is much stronger and more rigid than a flattened tube. The zz flanges 62L,62R, being tall (i.e the height of the flanges is z3 equal to several thicknesses of the walls of the tube), are z4 crucial to the rigidity of the tube against bending forces, which i5 of course is an important consideration in a seat frame.
z~ A hole 63 for receiving the head-rest-support-tube is punched in as the web 60 of the seat-frame-tube, in the manner as shown in Figs zs 8a,8b. A die-button 64 is brought into contact with one side of 3o the web 60. A punch 65, carried in a stripper 67, is advanced, 3i and pierces the hole 63 in the web. The die-button 64 and the 3z stripper 67 are dimensioned to hold the web 60 to its desired 33 shape during the disruption caused by the punching operation and 34 subsequent stripping of the web from the punch 65.
36 The head-rest-support-tube 68 that is to be secured into the hole 3~ 63 in the web 60 is shown in Fig 9. The head-rest-support-tube 3e 68 is of steel, and includes an upper section 69, in which is cut 3s a notch 70, a first ring-bead 72, and a lower section 73, the 4o bottom section 74 of which is swaged down to a slightly smaller 4i diameter than the rest of the head-rest-support-tube. The inside 1 diameter of the bottom section 74 is dimensioned to be a tight 2 location-fit on the peg 26 of the head-rest, and the reduced s outside diameter of the bottom section 74 ensures an easy 4 placement of the head-rest-support-tube 68 into the hole 63 in s the web 60 of the seat-frame-tube 50.
The manner of installing the head-rest-support-tube 68 into the a hole 63 is illustrated in Figs lOa,lOb,lOc. The head-rest-9 support-tube is first positioned into a punch unit 75. The top to end 76 of the head-rest-support-tube abuts against a shoulder 78 11 of the punch 79, and the already-formed first ring-bead 72 abuts 12 against the bottom face of the punch-holder 80.
14 As shown in Fig 10b, the head-rest-support-tube passes through is the hole 63, and the tapered bottom end of the head-rest-support-ls tube enters the recess 82 in the die 83. As the punch 75 and die 1~ 83 approach, the bottom end of the head-rest-support-tube abuts la against the bottom of the recess 82. From then on, further 19 approaching movement of the punch and die are reacted as an 2o axially-directed compressive force on the head-rest-support-tube.
z1 The compressive force is enough the cause the walls of the head-22 rest-support-tube to buckle outwards, whereby the second ring-23 bead 84 is formed. Approaching movement of the punch and die 24 continues until the condition of Fig lOc is reached.
2s The punch and die are then withdrawn, and the seat-frame-tube 50, 2~ with the head-rest-support-tube 68 now firmly attached, can be ze transferred to the next stage in the manufacture of the seat.
3o The manner of attaching the head-rest-support-tube into the seat-31 frame-tube ensures that the web 60 is structurally unitary with 32 the head-rest-support-tube. The first and second ring-beads s3 72,84 grip the web between them, providing a secure base for 34 resisting abusive forces from any direction, which might tend to disrupt the attachment.
s~ Hy forcing the punch unit 75 and the die 83 hard together 3e (Fig 10c) the amount of spring-back upon release can be made very s9 small, whereby the compressive grip on the web is still firmly 4o present upon release.
to 1 The head-rest-support-tube might be subjected to forces tending 2 to rotate it, during use of the automobile, and it is important 3 that rotation forces are resisted. If rotation of the head-rest-4 support-tube were to be permitted, the movement might cause the s attachment to rattle or work loose. Accordingly, the designer s might prefer to make the hole 63 in the web slightly non-circular. In fact, given the fact that the hole occupies a large s area of the tube, it is all too easy for the hole 63 to be non-9 circular in any event. The operation of forming the second ring-to bead 84, however, ensures that the head-rest-support-tube adapts 11 itself completely to whatever out-of-roundness there might be in 12 the hole 63, which helps to ensure freedom from rotation of the 13 head-rest-support-tube.
is The attachment system as described is very strong, as compared is with the conventional welded construction, but apart from that 1~ clear advantage, the attachment system provides excellent and is repeatable accuracy. Now that accuracy of alignment of the two 19 head-rest-support-tubes can be relied upon, the design of the 2o head-rest detents can be free of the compromises needed with the z1 conventional welded attachment; designing a detent is a matter of z2 making sure the force to move the head-rest pegs against the zs detent is neither too light nor too heavy, and the more z4 accurately the components can be positioned, the easier it is to zs ensure the correct force.
Not only is the attachment system as described very strong, and zs accurate, but the system also lends itself to full automation.
Zs The attachment system is in keeping with the kinds of operations so that have to be carried out on seat-frame-tubes, such as bending, s1 piercing, etc, and the machinery for automating such operations s2 is already commonplace. The similarity of those frame-tube 3s operations with the operations required in the attachment system s4 will be clear: the dis-similarity of the frame-tube operations ss with the conventional welding attachment system, is even more ss clear.
10a "The expressions upper, lower, horizontal, vertical, etc, as used in this specification, should not be interpreted to mean that the invention only applies when the actual physical components used in operating the invention are orientated in only that way.
Rather, the expressions should be taken as referring to those directions when the components are represented on paper, which is oriented accordingly."
3 Fig 4 shows the situation when the punch and die are (almost) 4 closed fully together. It will be seen from Fig 4 that the web s 29 is not contacted by either the die 35 or the punch 36 during s the operation of swaging out the second ring 42. At the very end of the operation, the designer might provide that the web is in a fact subjected to a squeeze between the punch and die, as a 9 coining phase to ensure everything is straight; but in general, to throughout the pressing stages indicated in Figs 3 and 4, the web ii 29 floats. As the pressing operation is nearing completion, the 12 press forces also act on the first ring 34, and cause that to be 13 consolidated and even coined.
is The hole 28 in the frame piece is a clearance fit over the is diameter of the tube 27, and so the frame-piece is not held in 1~ position, during the Fig 4 operation, by being held by a tight la fit on the tube 27. Therefore, the frame-piece 23 does need to 19 be held -- at least loosely -- to prevent tipping thereof.
zo However, that kind of holding is simple enough -- at least when 21 compared with securing the components in welding jigs.
z3 It is important, during the Fig 4 pressing operation, that the z4 web 29 remain resting in close touching contact with the first zs ring 34. In an automated system, the designer should ensure that zs the components are presented properly to each other for the z~ operation. Seat-frame-pieces can include bends and twists, and ae be of an awkward shape, but the designer can provide the holding-z9 clamps etc to accommodate whatever shape the seat-frame-pieces 3o are in. The designer can decide whether to insert the head-rest-31 support-tubes into the seat-frame-piece before or after the seat-3z frame-piece is bent and twisted to its final shape.
34 The designer should ensure that, whatever the configuration of 35 the components, the web can and does rest properly (i.e in firm 3s abutment) against the first ring during the operation of pressing 3~ the second ring: if there were to be some clearance between the 3a web and the first ring during pressing, the final joint would be 39 significantly less tight and secure. The ideal is that the web 4o should be under some degree of residual compression after the 41 punch and die have separated, even if only slightly, and that can 1 only happen if the web remains cleanly in abutment against the z first ring throughout the pressing operation.
4 In an alternative, the die and punch set may be arranged with a subsidiary actuable member, which loads the web tightly against s the first ring while the forming of the second ring is taking place.
a g It is important also that the clearance between the hole 28 in to the web and the diameter of the tube 27 be taken up during the 11 pressing operation. The force that causes the metal of the tube 1z to swell out to form the second ring 42, of course also causes 13 the metal to swell out to fill the clearance at the hole 28.
14 Generally, the filling of the hole 28 is so good that any crannies etc caused by burrs or other malformations arising from is the punching of the hole 28, are filled completely and tightly.
is The manner as described above of attaching the headrest support 19 tubes to the seat frame provides a very secure attachment, which is amply able to accommodate the forces and abusive forces z1 encountered in automotive seating equipment. The material costs z2 are somewhat reduced, and the labour costs are very much reduced, 23 as compared with what has to be done in the conventional tasks of z4 welding the tubes to the frames.
zs It is conventional for the frames of automobile seats to be made 2~ from steel tubing. The head-rest-support-posts can be attached 2a into a tubular-steel seat-frame in the manner as will now be z9 described.
31 Figs 6a,6b,6c are views directed axially along the length of the 3z seat-frame-tube 50, and show three stages in the preparation of 33 the seat-frame-tube. Figs 7a,7c are views corresponding to Figs 34 6a,6c in the direction of arrows 7-7 of Fig 6a.
3s In Fig 6a, the seat-frame-tube 50 has been gripped on its outside diameter between two dies 52x,52y. The dies are dimensioned to 3e grip the seat-frame-tube at two spaced locations 53,54. The dies 39 52x,52y are shaped so as not to directly grip the seat-frame-tube 50 in the recess 55 between the locations 53,54.
a i Once the dies 52x,52y are in contact, and the seat-frame-tube 50 2 is firmly held, the two formers 56x,56y are advanced. At first, 3 the seat-frame-tube 50 is flattened, as shown in Fig 6b. As the 4 upper and lower zones 57x,57y of the tube walls are forced s together, the left and right side-zones 58L,58R are forced apart, 6 and these zones of the walls come into contact with the sides 59L,59R of the recess 55.
a s The formers 56x,56y are advanced until they bottom against the io two thicknesses of the wall-zones 57x,57y, as shown in Figs ii 6c,7c. The wall-zones 58L,58R are formed to the shape as shown i2 by virtue of their confinement by the sides 59L,59R of the recess is 55. It will be noted that this manner of forming the seat-frame-i4 tube produces a localised shape which is similar to that of an I-15 beam. The web 60 of the I-beam shape is derived from the wall-i6 zones 57x,57y, and the flanges 62L,62R of the I-beam are derived m from the folded wall-zones 58L,58R.
ie i9 It is noted that the seat-frame-tube 50 is not simply squashed Zo flat. The operations as described produce a configuration that zi is much stronger and more rigid than a flattened tube. The zz flanges 62L,62R, being tall (i.e the height of the flanges is z3 equal to several thicknesses of the walls of the tube), are z4 crucial to the rigidity of the tube against bending forces, which i5 of course is an important consideration in a seat frame.
z~ A hole 63 for receiving the head-rest-support-tube is punched in as the web 60 of the seat-frame-tube, in the manner as shown in Figs zs 8a,8b. A die-button 64 is brought into contact with one side of 3o the web 60. A punch 65, carried in a stripper 67, is advanced, 3i and pierces the hole 63 in the web. The die-button 64 and the 3z stripper 67 are dimensioned to hold the web 60 to its desired 33 shape during the disruption caused by the punching operation and 34 subsequent stripping of the web from the punch 65.
36 The head-rest-support-tube 68 that is to be secured into the hole 3~ 63 in the web 60 is shown in Fig 9. The head-rest-support-tube 3e 68 is of steel, and includes an upper section 69, in which is cut 3s a notch 70, a first ring-bead 72, and a lower section 73, the 4o bottom section 74 of which is swaged down to a slightly smaller 4i diameter than the rest of the head-rest-support-tube. The inside 1 diameter of the bottom section 74 is dimensioned to be a tight 2 location-fit on the peg 26 of the head-rest, and the reduced s outside diameter of the bottom section 74 ensures an easy 4 placement of the head-rest-support-tube 68 into the hole 63 in s the web 60 of the seat-frame-tube 50.
The manner of installing the head-rest-support-tube 68 into the a hole 63 is illustrated in Figs lOa,lOb,lOc. The head-rest-9 support-tube is first positioned into a punch unit 75. The top to end 76 of the head-rest-support-tube abuts against a shoulder 78 11 of the punch 79, and the already-formed first ring-bead 72 abuts 12 against the bottom face of the punch-holder 80.
14 As shown in Fig 10b, the head-rest-support-tube passes through is the hole 63, and the tapered bottom end of the head-rest-support-ls tube enters the recess 82 in the die 83. As the punch 75 and die 1~ 83 approach, the bottom end of the head-rest-support-tube abuts la against the bottom of the recess 82. From then on, further 19 approaching movement of the punch and die are reacted as an 2o axially-directed compressive force on the head-rest-support-tube.
z1 The compressive force is enough the cause the walls of the head-22 rest-support-tube to buckle outwards, whereby the second ring-23 bead 84 is formed. Approaching movement of the punch and die 24 continues until the condition of Fig lOc is reached.
2s The punch and die are then withdrawn, and the seat-frame-tube 50, 2~ with the head-rest-support-tube 68 now firmly attached, can be ze transferred to the next stage in the manufacture of the seat.
3o The manner of attaching the head-rest-support-tube into the seat-31 frame-tube ensures that the web 60 is structurally unitary with 32 the head-rest-support-tube. The first and second ring-beads s3 72,84 grip the web between them, providing a secure base for 34 resisting abusive forces from any direction, which might tend to disrupt the attachment.
s~ Hy forcing the punch unit 75 and the die 83 hard together 3e (Fig 10c) the amount of spring-back upon release can be made very s9 small, whereby the compressive grip on the web is still firmly 4o present upon release.
to 1 The head-rest-support-tube might be subjected to forces tending 2 to rotate it, during use of the automobile, and it is important 3 that rotation forces are resisted. If rotation of the head-rest-4 support-tube were to be permitted, the movement might cause the s attachment to rattle or work loose. Accordingly, the designer s might prefer to make the hole 63 in the web slightly non-circular. In fact, given the fact that the hole occupies a large s area of the tube, it is all too easy for the hole 63 to be non-9 circular in any event. The operation of forming the second ring-to bead 84, however, ensures that the head-rest-support-tube adapts 11 itself completely to whatever out-of-roundness there might be in 12 the hole 63, which helps to ensure freedom from rotation of the 13 head-rest-support-tube.
is The attachment system as described is very strong, as compared is with the conventional welded construction, but apart from that 1~ clear advantage, the attachment system provides excellent and is repeatable accuracy. Now that accuracy of alignment of the two 19 head-rest-support-tubes can be relied upon, the design of the 2o head-rest detents can be free of the compromises needed with the z1 conventional welded attachment; designing a detent is a matter of z2 making sure the force to move the head-rest pegs against the zs detent is neither too light nor too heavy, and the more z4 accurately the components can be positioned, the easier it is to zs ensure the correct force.
Not only is the attachment system as described very strong, and zs accurate, but the system also lends itself to full automation.
Zs The attachment system is in keeping with the kinds of operations so that have to be carried out on seat-frame-tubes, such as bending, s1 piercing, etc, and the machinery for automating such operations s2 is already commonplace. The similarity of those frame-tube 3s operations with the operations required in the attachment system s4 will be clear: the dis-similarity of the frame-tube operations ss with the conventional welding attachment system, is even more ss clear.
10a "The expressions upper, lower, horizontal, vertical, etc, as used in this specification, should not be interpreted to mean that the invention only applies when the actual physical components used in operating the invention are orientated in only that way.
Rather, the expressions should be taken as referring to those directions when the components are represented on paper, which is oriented accordingly."
Claims (21)
- CLAIM 1. Procedure for attaching a headrest-support-tube into a top rail of an automobile seat, wherein the procedure includes the following steps:
providing a through-hole in the top rail, the through-hole being a clearance fit over the headrest-support-tube;
providing the headrest-support-tube with a first ring-bead, in which the metal of the headrest-support-tube is expanded radially outwards;
placing the headrest-support-tube in the through-hole so that the first ring-bead abuts one side of the top rail;
forming a second ring-bead in the headrest-support-tube, in which the metal of the headrest-support-tube is expanded radially outwards;
locating the second ring-bead so that the second ring-bead abuts the opposite side of the top-rail;
whereby the two ring-beads, thus provided and formed on the headrest-support-tube, leave the top-rail gripped between the first and second ring-beads; and compressing the headrest-support-tube with enough force that, for each of the first and second ring-beads, the ring-bead is squashed flat, in that the inside surface of the upper-wall-portion of the ring-bead is squashed flat against the inside surface of the lower-wall-portion of the ring-bead. - Claim 2. Procedure of claim 1, wherein the top rail comprises an aluminum extrusion, which has been extruded in the cross-sectional configuration of an I-beam.
- Claim 3. Procedure of claim 1, wherein the top rail comprises a length of hollow metal tubing, which has been formed into the cross-sectional configuration of an I-beam.
- Claim 4. Procedure of claim 3, wherein the tubing of the top rail is of steel, and the headrest-support-tube is of steel.
- CLAIM 5 Procedure for attaching a headrest-support-tube, being of a ductile metal, to an elongate frame-piece comprising a top rail of an automobile seat, including the steps of:
providing the headrest-support-tube with a first ring-bead, in which the metal of the headrest-support-tube is expanded radially outwards;
providing the top-rail of the seat-frame-piece in the configuration of an I-beam, being a configuration that comprises a web between two flanges;
providing a through-hole in the web of the top-rail, the through-hole being a clearance fit over the headrest-support-tube;
making a sub-assembly by placing the headrest-support-tube in the through-hole in the top-rail, in such a manner that the first ring-bead abuts one side of the web of the top-rail;
providing a die-set;
placing the sub-assembly comprising the headrest-support-tube and the seat-frame-piece in the die-set;
arranging the die-set so as to confine the headrest-support-tube against radial expansion, except in the region of the headrest-support-tube that lies immediately contiguous with the web of the top-rail, being a region on the other side of the web from the side against which abuts the first ring-bead;
applying a heavy compressive force to the die-set, to compress the headrest-support-tube axially therein, while the headrest-support-tube remains in the hole in the web of the top-rail, and the first ring-bead remains in abutment with the one side of the web, the axial direction being the direction of the axis of the through-hole in the web of the top-rail;
compressing the headrest-support-tube with enough force whereby the metal of the headrest-support-tube expands outwards in the said region, and forms a second ring-bead on the headrest-support-tube, and whereby the second ring-bead lies in direct contact with the web, on the other side of the web;
taking the sub-assembly out of the die-set, leaving the web of the top-rail gripped between the first and second ring-beads. - Claim 6. Procedure of claim 5, wherein:
the die-set includes an upper-die having a downwards-facing upper-die-shoulder, and a lower-die having an upwards-facing lower-die-shoulder;
the first ring-bead of the headrest-support-tube includes an upper-wall-portion having an inside surface, and a lower-wall-portion having inside and outside surfaces;
the second ring-bead of the headrest-support-tube includes an upper-wall-portion having an inside surface, and a lower-wall-portion having inside and outside surfaces. - Claim 7. Procedure of claim 6, including the step of compressing the headrest-support-tube with enough force that, for each of the first and second ring-beads, the ring-bead is squashed flat, in that the inside surface of the upper-wall-portion of the ring-bead is squashed flat against the inside surface of the lower-wall-portion of the ring-bead.
- Claim 8. Procedure of claim 7, wherein the arrangement of the die-set is such that, when the die-set is compressed, the shoulders compress the first and second ring-beads flat against the web, above and below the web, before the die-set otherwise bottoms.
- Claim 9. Procedure of claim 8, including the step of forcing the two ring-beads together onto the web of the top-rail with enough force that the outside surface of the lower-wall-portion of the second ring-bead lies squashed flat against the upwards-facing surface of the web, and the outside surface of the upper-wall-portion of the first ring-bead lies squashed flat against the downwards-facing surface of the web.
- Claim 10. Procedure of claim 9, including the step of compressing the headrest-support-tube with enough force that the said surfaces are squeezed and squashed against each other, to the extent that the metal of the surfaces themselves is crushed and distorted, and undergoes a permanent deformation, whereby, when the compression force is released, the metal surfaces substantially do not spring apart, but remain substantially in contact.
- Claim 11. Procedure of claim 6, wherein:
the procedure includes the step of so arranging the headrest-support-tube in the through-hole in the web of the top-rail, and of so arranging the headrest-support-tube and the top-rail in the die-set, that:
the downwards-facing upper-die-shoulder lies flat against the upwards-facing outside surface of the upper-wall-portion of the 1 st ring-bead;
the downwards-facing inside surface of the upper-wall-portion of the 1 st ring-bead lies flat against the inside surface of the lower-wall-portion of the 1 st ring-bead;
the downwards-facing outside surface of the lower wall portion of the 1 st ring bead lies flat against the upwards-facing surface of the web of the top-rail;
the downwards-facing surface of the web of the top-rail lies flat against the upwards-facing surface of the upper-wall portion of the second ring-bead;
the downwards-facing inside surface of the upper-wall-portion of the second ring-bead lies flat against the upwards-facing inside surface of the lower-wall-portion of the second ring-bead;
the downwards-facing outside surface of the lower-wall-portion of the second ring-bead lies flat against the upwards-facing lower-die-shoulder;
the said surfaces thereby forming a stack of surfaces;
the arrangement of the die-set is such that, when the upper-die-shoulder and the lower-die-shoulder are compressed together with a heavy force, the force is reacted through the stack of surfaces;
the die-set is so arranged as to be free of other surfaces that could bottom together and thereby prevent the said heavy force from being reacted through the surfaces;
the procedure includes the step of so compressing the die-set that the upper-die-shoulder and the lower-die-shoulder are compressed together with a heavy force;
the said force is heavy enough that the stack of surfaces is compressed, as a serried stack, until the surfaces are squeezed and squashed one against the other to the extent that the metal of the surfaces themselves is crushed and distorted, and undergoes a permanent deformation, whereby, when the compression force is released, the metal surfaces substantially do not spring apart, but remain substantially in contact. - Claim 12. Procedure of claim 11, wherein, before forming the said stack of surfaces:
the procedure includes the step of forming the first ring-bead on the headrest-support-tube first, as a separate operation;
and of doing so by compressing the headrest-support-tube axially, from the ends thereof, whereby substantially the whole length of the tube is in compression; by arranging dies to confine the tube diametrally except at the location where the first ring-bead is to be formed; of compressing the tube axially until the walls of the tube start to expand at the said location; of continuing compression until the first ring-bead is formed;
the procedure includes the step of then placing the headrest-support-tube in the through hole in the web of the top-rail, with the first ring bead underneath the web;
the lower die is shaped such that, when the upper and lower dies are forced together, the lower die applies force to the headrest-support-tube via the upwards-facing lower-die-shoulder, which is in contact with the downwards-facing surface of the first ring-bead of the headrest-support-tube;
the upper die is so shaped as to apply force to the headrest-support-tube via the top-end-surface of headrest-support-tube;
as the headrest-support-tube is compressed, the second ring-bead starts to form by radial expansion of the walls of the headrest-support-tube between the downwards-facing upper-die-shoulder and the upwards facing surface of the web of the top rail;
as the walls of the tube expand, upper and lower wall-portions of the second ring-bead start to form;
and the procedure includes the step of continuing to force the upper and lower dies together until the upwards-facing surface of the upper-wall-portion of the second ring-bead starts to make contact with, and to lie flat against, the downwards-facing upper-die-shoulder, and until the downwards-facing surface of the lower-wall-portion of the second ring-bead starts to make contact with, and to lie flat against, the upwards-facing surface of the web. - CLAIM 13. Procedure for attaching a headrest-support-tube into a top rail of an automobile seat, wherein the top rail includes a seat-tube comprising a length of hollow metal tubing, and the procedure includes the following steps:
providing a punch and die set, and securing the seat-tube therein, oriented in a horizontal sense;
wherein the punch and die set includes formers, which are so shaped that, when the punch and die are brought together in a vertical direction, the formers squeeze opposed upper and lower portions of the seat-tube wall together, to form a walls-touching-area of the seat-tube;
wherein the formers are so shaped that, when the punch and die are brought together in a vertical direction, left and right side-zones of the seat-tube walls remain clear of the former in the vertical sense, and the left and right side-zones of the seat-tube wall are thereby not squeezed together in the vertical sense, but are left substantially upstanding;
whereby the configuration of the upstanding left and right side-zones of the seat-tube wall, in relation to the walls-touching-area of the seat-tube wall, is that of two side-flanges with a web straddling therebetween;
after the upper and lower portions of the seat-tube wall have been squeezed together, over the walls-touching-area of the seat-tube, then punching a hole right through the walls-touching-area, the through-hole being through both the upper and lower zones of the seat-tube wall;
providing the headrest-support-tube with a first ring-bead, in which the metal of the headrest-support-tube is expanded radially outwards;
after the through-hole has been punched through the walls-touching-area, then placing the headrest-support-tube in the said through-hole, and so locating the headrest-support-tube in the through-hole in the seat-tube that the lower zone of the seat-tube wall makes touching contact with the first ring-bead of the headrest-support-tube;
providing the punch and die set with a first shoulder, and of locating the first ring-bead in touching contact with the first shoulder;
arranging the punch and die set so as to confine a lower region of the headrest-support-tube below the first shoulder, and, thereby, below the first ring-bead, against radial expansion;
providing the punch and die set with a second shoulder;
arranging the punch and die set so as to confine an upper region of the headrest-support-tube above the second shoulder against radial expansion;
wherein the second shoulder is vertically spaced from the upper zone of the seat-tube wall, the resulting space comprising a second-bead-region of the headrest-support-tube, being the region that lies above and immediately contiguous with the upper zone of the seat-tube wall, and immediately below the second shoulder, whereby the second-bead-region of the headrest-support-tube is free to undergo radial expansion;
bringing the punch and die together, and thereby compressing the headrest-support-tube with enough force whereby the metal of the headrest-support-tube expands outwards, in the second-bead-region thereof, and forms a second ring-bead on the headrest-support-tube;
wherein the arrangement of the punch and die set is such that the second ring-bead lies in direct contact with, and above, the upper zone of the seat-tube wall in the walls-touching-area of the seat-tube, and the first ring-bead lies in direct contact with, and below, the lower zone of the seat-tube wall in the walls-touching-area of the seat-tube;
and then compressing the first ring-bead, the upper zone and the lower zone of the seat-tube wall that form the walls-touching-area, and the second ring-bead, between the first and second shoulders of the punch and die set, and of compressing the same tightly enough that, after the seat-tube and the headrest-support-tube are removed from the punch and die set, the walls-touching-area of the seat-tube remains tightly and securely gripped between the first and second ring-beads of the headrest-support-tube. - Claim 14. Procedure of claim 13, wherein the configuration of the upstanding left and right side-zones of the seat-tube wall, in relation to the walls-touching-area of the seat-tube wall, has, as to its cross-section, the form of an I-beam, the left and right side-flanges extending both upwards and downwards, and the web being flat, and symmetrical with respect to the side-flanges.
- Claim 15. Procedure of claim 13, wherein:
the former is circular, having an axis that intersects, and is perpendicular to, the axis of the seat-tube;
whereby the walls-touching area of the seat-tube is correspondingly circular;
and the configuration of the upstanding left and right side-zones of the seat-tube wall, in relation to the walls-touching-area of the seat=tube wall, obtains at a cross-section of the seat-tube taken in the plane that includes the axis of the former, and which is perpendicular to the axis of the seat-tube. - Claim 16. Procedure of claim 13, wherein the procedure further includes the step of keeping the seat-tube secured in the punch and die set throughout the two steps of first squeezing the opposed upper and lower zones of the seat-tube wall together, and then of punching the hole right through the walls-touching-area.
- Claim 17. Procedure of claim 16, wherein the punch and die set includes a hole-punch, for punching the through-hole; and the hole-punch is located co-axially inside the former, and the former is so arranged as to serve as a stripper to assist in withdrawing the hole-punch back out of the through-hole, prior to inserting the headrest-tube in the through-hole.
- Claim 18. Procedure of claim 13, including forming the first ring-bead by the steps of:
providing a preliminary punch and die set, for applying axial force to the headrest-support-tube, wherein the punch and die thereof are so dimensioned as to confine the tube against radial expansion during axial pressing, except for a recess therein;
compressing the headrest-support-tube axially in the preliminary punch and die set;
whereby the metal of the headrest-support-tube expands into the recess, and forms a first ring-bead on the headrest-support-tube;
and taking the headrest-support-tube out of the preliminary punch and die set. - Claim 19. Procedure of claim 13, wherein the procedure includes the step of inserting two of the said headrest-support-tubes into the top rail.
- Claim 20. Procedure of claim 13, including the step of making the through-hole in the web of a non-round configuration,
- Claim 21. Procedure for manufacturing an automobile seat with a headrest, including attaching a headrest-support-tube, being of a ductile metal, to an elongate seat-frame-piece comprising a top rail of an automobile seat, by means of the following steps:
attaching the headrest-support-tube into the seat-frame-piece by the procedure of claim 15;
attaching a second headrest-support-tube into the seat-frame-piece, alongside, by the procedure of claim 13;
assembling the seat-frame-piece with the two headrest-support-tubes into an automobile seat;
providing a headrest, the headrest having pegs;
and assembling the pegs of the headrest into the headrest-support-tubes.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9708394.3 | 1997-04-25 | ||
| GBGB9708394.3A GB9708394D0 (en) | 1997-04-25 | 1997-04-25 | Securement of head rest support into automobile seat frame |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2328857 Division CA2328857C (en) | 1997-04-25 | 1998-04-23 | Securement of head rest support into automobile seat frame |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2235636A1 CA2235636A1 (en) | 1998-10-25 |
| CA2235636C true CA2235636C (en) | 2002-10-15 |
Family
ID=10811339
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2235636 Expired - Fee Related CA2235636C (en) | 1997-04-25 | 1998-04-23 | Securement of head rest support into automobile seat frame |
| CA 2328857 Expired - Fee Related CA2328857C (en) | 1997-04-25 | 1998-04-23 | Securement of head rest support into automobile seat frame |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2328857 Expired - Fee Related CA2328857C (en) | 1997-04-25 | 1998-04-23 | Securement of head rest support into automobile seat frame |
Country Status (1)
| Country | Link |
|---|---|
| CA (2) | CA2235636C (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2370811A1 (en) | 2002-02-06 | 2003-08-06 | Bill Frenke | Seat frame structure and method for forming |
-
1998
- 1998-04-23 CA CA 2235636 patent/CA2235636C/en not_active Expired - Fee Related
- 1998-04-23 CA CA 2328857 patent/CA2328857C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2328857A1 (en) | 1998-10-25 |
| CA2235636A1 (en) | 1998-10-25 |
| CA2328857C (en) | 2002-09-17 |
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