CN210027675U - Backrest framework of passenger car seat - Google Patents

Backrest framework of passenger car seat Download PDF

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Publication number
CN210027675U
CN210027675U CN201920368655.2U CN201920368655U CN210027675U CN 210027675 U CN210027675 U CN 210027675U CN 201920368655 U CN201920368655 U CN 201920368655U CN 210027675 U CN210027675 U CN 210027675U
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seat back
framework
hole
frame
seat
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张君媛
郑丹枫
房强
纪梦雪
陈家乐
宁立男
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Jilin University
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Jilin University
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Abstract

The utility model discloses a passenger car seat back frame, which overcomes the problems of mass increase and design blindness existing at present, and comprises a seat back frame (1), a seat back frame upper back plate (2) and a seat back frame lower back plate (3); the seat back framework frame (1) is a steel pipe structural member which is symmetrical left and right, the front surface of the seat back framework frame (1) is in an inverted U shape, and the side surface of the seat back framework frame is bent at the middle and lower ends; the upper back plate (2) and the lower back plate (3) of the seat back framework are both steel curved plate structural members which are symmetrical left and right, and the upper back plate (2) and the lower back plate (3) are both fixedly connected with the upper end, the middle end and the lower end of a frame (1) of the seat back framework in a spot welding mode; the total length L of this kind of passenger train seat back skeleton is 458mm, and total width W is 256mm, and overall height H is 792 mm.

Description

Backrest framework of passenger car seat
Technical Field
The utility model relates to a passenger train seat, more precisely, the utility model relates to a passenger train backrest skeleton.
Background
With the continuous increase of the usage amount of the passenger cars in China, the traffic accident amount is also increased, and great loss is brought to the lives and properties of people. The seat of the passenger car is in direct contact with a driver and passengers, directly influences the life safety of the driver and the passengers, and is one of important safety devices on the passenger car.
Aiming at the safety problem of the passenger car seat, the safety regulation GB13057 of the passenger car seat and the strength of the passenger car seat and the vehicle fixing piece thereof 2003 is provided in 2003 in China, and is revised in 2014, and the static test is replaced by the dynamic test in newly revised GB 13057-2014. In the GB13057-2014 dynamic test, a passenger car seat is installed on a test platform, an acceleration-time curve is applied to the passenger car seat according to requirements, the passenger car is simulated to collide, a passenger on a rear auxiliary seat moves forwards to collide with the test seat, and fig. 1 is a schematic diagram of the process. The utility model discloses call this operating mode "operating mode that leans forward". Under the forward leaning working condition, any part of the trunk and the head of the dummy after the test is displaced forwards and does not exceed the transverse vertical plane which is 1.6m before the R point of the auxiliary seat; passenger car seat and installed part or annex etc. should not cause the injury to the passenger, and seat part and mounting will stabilize, and the seat does not take place serious deformation, fracture, inefficacy or other serious damage phenomena, and the passenger injury should satisfy following requirement:
1. head tolerance index (HIC): less than 500;
2. chest allowance index (ThAC): less than 30g (except for the peak with lasting action time less than 3 ms) (g is 9.81m/s2)；
3. Leg allowance index (FAC): less than 10 kN; when the duration of action is greater than 20ms, it should be less than 8 kN.
In addition to GB 13057-. The utility model discloses be called "hypsokinesis operating mode" with this operating mode, under the hypsokinesis operating mode, in the testing process and experimental back, backrest, seat fixing device, adjusting device all should not become invalid, allow to produce the permanent deformation (including the fracture) that can not increase the injury degree and can bear the regulation load. The utility model discloses increase the hypsokinesis operating mode on the operating mode basis that leans forward, carry out the security design of multiplex condition to the seat back, make its security performance more comprehensive reliable.
A relatively complete passenger vehicle seat structure typically contains a seat frame, foam, a face cover, a seat adjustment device, etc., wherein the seat frame has a relatively large impact on safety performance. The seat frame includes a back frame and a seat frame, and is generally made of steel. In order to meet the safety requirement, most enterprises generally choose to increase the caliber of a circular pipe of the backrest framework, increase the thickness of a back plate of the backrest framework and the like. On one hand, the method greatly increases the seat quality, and because the number of seats of the passenger car is large, the power performance and the fuel economy of the whole car are seriously influenced, the exhaust emission of the car is increased, and the environmental pollution is aggravated; on the other hand, the method needs repeated design and verification, and has great design blindness. Therefore, on the premise of meeting the requirements of safety regulations, the light weight design of the passenger car seat framework is particularly important.
At present, the main three ways for realizing the lightweight of the seat framework are as follows:
(1) the structure is light: namely, the seat framework structure is optimized and redesigned, and the optimization means comprises topology optimization, size optimization and the like;
(2) the process is light: updating the lightweight means for the processing technology and the connecting technology of the parts in the seat;
(3) material lightweight: the novel light material is used for replacing the traditional steel with higher density.
Topological optimization is an optimization method for seeking optimal material distribution in a given design space under given loading conditions, boundary constraints and performance index requirements. The technology is applied to the product concept design stage, a force transmission path is obtained, the structural design is guided, the structural performance requirement is guaranteed, meanwhile, the lightweight is achieved, the blindness of the traditional design method is avoided, the development time is shortened, and the development cost is reduced.
The technique is mainly realized by finite element analysis, sensitivity calculation and multiple iterations of seeking optimal distribution of materials. When the material distribution tends to be stable, the iteration is terminated, and a topological result is obtained. And (4) performing engineering interpretation on the topological result by an engineer according to experience and considering process feasibility and the like to obtain a final design scheme.
Disclosure of Invention
The utility model aims to solve the technical problem that the quality that has overcome prior art exists increases the problem, provides a passenger train backrest skeleton.
In order to solve the technical problem, the utility model discloses an adopt following technical scheme to realize: the passenger car seat back framework comprises a seat back framework frame, a seat back framework upper back plate and a seat back framework lower back plate;
the frame of the seat back framework is a steel pipe structural member which is symmetrical left and right, the wall thickness of the steel pipe is 2mm, the front surface of the frame of the seat back framework is in an inverted U shape, and the side surface of the frame of the seat back framework is bent at the middle and lower ends;
the upper back plate of the seat back framework and the lower back plate of the seat back framework are steel curved plate structural parts which are symmetrical left and right, and the upper back plate of the seat back framework and the lower back plate of the seat back framework are fixedly connected with the upper end and the lower end of a frame of the seat back framework in a spot welding mode; this passenger train seat back skeleton overall length L is 458mm, and total width W is 256mm, and total height H is 792 mm.
The frame of the seat back framework in the technical scheme consists of a left frame of the seat back framework, a right frame of the seat back framework and an upper cross beam; the left side frame of the seat back framework and the right side frame of the seat back framework are two symmetrical and equal pipe fittings, the cross sections of the left side frame of the seat back framework and the right side frame of the seat back framework are both circular, the inner diameter is 26mm, the middle ends of the left side frame of the seat back framework and the right side frame of the seat back framework are bent backwards to form an angle of 158 degrees, the upper ends of the left side frame of the seat back framework and the right side frame of the seat back framework are bent forwards to form an angle of 152 degrees, meanwhile, the upper ends of the left side frame of the seat back framework and the right side frame of the seat back framework are bent inwards, namely, the right side and the left side are bent to form an angle of 108 degrees, the bottom ends of the left side frame of the seat back framework and the right side frame of the seat; the upper cross beam is a structural member with an equal rectangular cross section and is formed by flattening a circular tube with the same structure as the left side frame and the right side frame of the seat back framework, and the left end and the right end of the upper cross beam and the top end of the left side frame and the right side frame of the seat back framework are connected into a whole.
In the technical scheme, the upper back plate of the seat back framework is a plate type structural member which is symmetrical left and right, the plate thickness is 0.8mm, and the left and right width sizes of the upper back plate of the seat back framework are equal to those of the upper end of the frame of the seat back framework; the upper back plate of the seat back framework consists of a middle trunk, a left branch and a right branch; the width of the lower part of the middle trunk is larger than that of the upper part, two side edges of the lower part of the middle trunk are linear edges, and the width D of the lower part is 118 mm; the two side edges of the upper part of the middle trunk are curved edges, the width of the middle trunk from bottom to top is gradually reduced, the width of the middle trunk is gradually increased after reaching the minimum, and the minimum width d is 30 mm; the bottom end edge of the middle trunk is a curve edge, and the top end edge is a straight line edge; the left branch and the right branch are symmetrical about a symmetrical center line of the middle trunk, the front shapes of the left branch and the right branch are similar to a flat letter Y, and the right side of the left branch and the left side of the right branch are shared with the two lower sides of the middle trunk; left branch from right to left, upper of left branchThe lower length is gradually reduced and then gradually increased, a bifurcation appears at the position where c is 80mm, the upper bifurcation extends towards the upper left, the lower bifurcation extends towards the lower left, the upper and lower lengths of the upper bifurcation are small, the upper and lower lengths of the lower bifurcation are large, but the upper and lower lengths of the upper bifurcation and the lower bifurcation are gradually reduced from right to left and then gradually increased, the left sides of the upper bifurcation and the lower bifurcation are both straight sides, the structural shape of the right branch is completely symmetrical and equal to the structural shape of the left branch, and the structural size and the connecting process are completely the same as those of the left branch; the upper back plate of the seat backrest framework is a curved plate type structural member, and the longitudinal curvature of the upper back plate is 0.0013mm-1The upper branch and the lower branch of the left branch and the right branch also have certain curvature in the transverse direction, and the transverse curvature of the upper branch is 0.00023mm-1Transverse curvature of lower bifurcation of 0.00032mm-1。
In the technical scheme, the lower back plate of the seat back framework is a plate type structural member which is symmetrical left and right, the thickness of the plate is 0.8mm, and the lower back plate of the seat back framework is provided with 6 through holes with different shapes and sizes, namely an upper through hole, a middle left through hole, a middle right through hole, a middle through hole, a lower left through hole and a lower right through hole; wherein: the upper through hole is in a pentagonal shape with left and right symmetry, is arranged at the upper end of the lower back plate of the seat back framework, the upper hole edge of the upper through hole is parallel to the top back plate edge of the lower back plate of the seat back framework, and the joint of the hole edges, namely the adjacent two hole edges, are in transitional connection by adopting an arc edge; the middle left through hole and the middle right through hole are 2 through holes which are symmetrical and have the same structural size, the middle left through hole and the middle right through hole are symmetrically distributed below the upper through hole, and the upper hole edge of the middle left through hole and the middle right through hole and the left lower hole edge and the right lower hole edge of the upper through hole are parallel; the middle through holes are distributed in the middle positions of the middle left through hole and the middle right through hole, the middle through holes are isosceles triangle-shaped through holes, and the joints of the hole edges of the middle through holes are also in transition connection by adopting circular arc edges; the lower part left side through hole and the lower part right side through hole are symmetrical through holes with the same structure size, and the lower part left side through hole and the lower part right side through holeThe side through holes are symmetrically distributed below the middle left side through hole and the middle right side through hole; the bottom back plate edge of the lower back plate of the seat back framework, the middle part of the left lower back plate flanging and the right lower back plate flanging which are formed by bending forwards are provided with openings, and the curvature of the lower back plate of the seat back framework is 0.0011mm-1The structural shapes of the front end edges of the left lower back plate flanging and the right lower back plate flanging of the lower back plate of the seat back framework are the same as the structural shapes of the middle ends and the lower ends of the left side frame of the seat back framework and the right side frame of the seat back framework in the frame of the seat back framework; the left and right width sizes of the lower back plate of the seat back framework are equal to the left and right width sizes of the middle and lower ends of the frame of the seat back framework; the upper portion through-hole top is provided with the horizontal back that can provide effective support to passenger's back and supports, and the backplate is whole blanking plate under the backrest skeleton.
Compared with the prior art, the beneficial effects of the utility model are that:
1. passenger train seat back skeleton can satisfy simultaneously multiple operating mode (GB 13057 with one's milk 2014 intensity of passenger train seat and vehicle mounting)'s "forward lean" dynamic test and GB15083 with one's milk 2006 "car seat, seat fixing device and headrest intensity requirement and test method" the quiet intensity test of "hypsokinesis" of regulation) the prerequisite of security requirement under realization passenger train seat's lightweight, overcome the quality increase problem that exists in the present passenger train seat security design process, improve whole car dynamic nature and fuel economy.
2. The design method of the passenger car seat backrest framework is based on the topology optimization technology, the optimal material distribution can be obtained in the given design space, on one hand, the blindness of repeated modification according to experience in the traditional design is avoided, the development time is shortened, and the development cost is saved; on the other hand, the design method obtains the force transmission path through a topological optimization technology, arranges materials by taking the force transmission path as a guide, improves the material utilization rate, and restrains the mass fraction in the optimization process, so that the designed passenger car seat backrest framework meets the lightweight requirement at the beginning of design; moreover, the passenger car seat can bear loads of various working conditions when in actual use, the requirements of various working conditions need to be met, the design method can be used for simultaneously designing the safety and the light weight of the backrest framework of the passenger car seat according to various working conditions, and the passenger car seat designed by the method has more comprehensive and reliable performance; in addition, the design method also provides a thought and a method for reading the topological result, and can better assist engineers in reading the topological result.
Drawings
The invention will be further described with reference to the accompanying drawings:
FIG. 1 is a schematic diagram of forward tilting working conditions of forward movement of an occupant in a rear auxiliary seat and collision of a test seat in a simulated passenger car specified in GB13057-2014 dynamic test;
FIG. 2-a is a front view of a structural assembly of a backrest of a passenger car seat according to the present invention;
FIG. 2-b is a left side view of the structural assembly of the backrest frame of the passenger car seat according to the present invention; (ii) a
FIG. 3-a is a front view of a frame structure of a seat back frame used in a seat back frame of a passenger car according to the present invention;
fig. 3-b is a left side view of a frame structure of a seat back frame adopted in a seat back frame of a passenger car according to the present invention;
FIG. 4-a is a front view of the back plate structure of the seat back frame used in the seat back frame of the passenger car according to the present invention;
fig. 4-b is a left side view of the structure of the upper back plate of the seat back frame adopted in the seat back frame of the passenger car according to the present invention;
FIG. 5-a is a front view of a lower back plate structure of a seat back frame used in a seat back frame of a passenger car according to the present invention;
FIG. 5-b is a left side view of a lower back plate structure of a seat back frame used in a passenger car seat back frame according to the present invention;
fig. 6 is a block flow diagram of a design method of a passenger car seat back frame aiming at multi-working condition safety and light weight according to the present invention;
FIG. 7 is a schematic view of a passenger car seat finite element model in a forward-leaning condition in a passenger car seat back frame design method according to the present invention;
FIG. 8 is a front view of a multi-rigid-body model of a dummy and an auxiliary seat under a forward-leaning condition in the design method of the backrest frame of the passenger car seat of the present invention;
fig. 9 is an axonometric view of a passenger car seat-dummy coupling model under a forward-leaning working condition in the passenger car seat back frame design method of the present invention;
fig. 10 is a graph of acceleration-time curves applied to a passenger car floor and an auxiliary seat during forward-tilting condition safety simulation analysis in the passenger car seat back frame design method according to the present invention;
FIG. 11-a is a graph showing the load of the dummy head in the X direction versus time when no seat belt is restrained in a forward-tilting condition according to the method for designing a passenger car seat back frame of the present invention;
FIG. 11-b is a Z-direction load-time curve diagram of a dummy head when no seat belt is restrained in a forward-tilting working condition in the design method of the backrest frame of the passenger car seat according to the present invention;
FIG. 12-a is a graph showing the X-direction relative displacement-time curve of the dummy head and the passenger car floor when no seat belt is restrained in a forward-tilting condition according to the method for designing a passenger car seat back frame of the present invention;
FIG. 12-b is a Z-direction relative displacement-time curve diagram of the dummy head and the passenger car floor when no seat belt is restrained in a forward-tilting condition in the method for designing the passenger car seat back frame according to the present invention;
FIG. 13 is a front view of the initial assembly of the passenger car seat frame in the method for designing a passenger car seat back frame of the present invention;
FIG. 14-a is a front view of an initial optimized space of a backrest frame of a passenger car seat in a method for designing a backrest frame of a passenger car seat according to the present invention;
FIG. 14-b is a left side view of an initial optimized space of a backrest frame of a passenger car seat in a method for designing a backrest frame of a passenger car seat according to the present invention;
FIG. 15-a is a graph showing the relationship between the load in the X direction and the relative displacement of the dummy head when no seat belt is used for restraining in the method for designing the backrest frame of a passenger car seat according to the present invention;
FIG. 15-b is a Z-direction load-relative displacement curve of the dummy head when no seat belt is restrained according to the method for designing a passenger car seat back frame of the present invention;
fig. 16-a is a front view of the passenger car seat back frame loaded in the passenger car seat back frame topology optimization forward-leaning working condition in the passenger car seat back frame design method of the present invention;
fig. 16-b is a left side view of the passenger car seat back frame loaded in the passenger car seat back frame topology optimization forward leaning working condition in the passenger car seat back frame design method of the present invention;
FIG. 17-a is a front view of a passenger car seat back frame loaded in a topology optimized back-tilting condition in a passenger car seat back frame design method according to the present invention;
FIG. 17-b is a schematic view of a passenger car seat back frame topology optimization back-tilt working condition loading left side view in a passenger car seat back frame design method of the present invention;
FIG. 18-a is a front view of the passenger car seat back frame in the design method of the passenger car seat back frame according to the present invention for multi-condition topology optimization loading;
FIG. 18-b is a left side view of the passenger car seat back frame multi-condition topology optimization loading in the method for designing a passenger car seat back frame of the present invention;
FIG. 19-a is a topological result diagram of a multi-condition orthogonal test of the backrest frame of the passenger car seat in the design method of the backrest frame of the passenger car seat according to the present invention;
FIG. 19-b is a topological result diagram of a single-working-condition orthogonal test of the backrest frame of the passenger car seat in the design method of the backrest frame of the passenger car seat according to the present invention;
FIG. 20 is a topological result diagram when the weight ratio of 1:1 is 10% in the design method of the passenger car seat back frame of the present invention;
in the figure: 1. the seat back frame comprises a seat back frame, 2, a seat back frame upper back plate, 3, a seat back frame lower back plate, 4, a seat back frame left side frame, 5, a seat back frame right side frame, 6, an upper cross beam, 7, pin holes, 8, a middle main body, 9, a left branch, 10, a right branch, 11, an upper through hole, 12, a middle left through hole, 13, a middle right through hole, 14, a middle through hole, 15, a lower left through hole, 16, a lower right through hole, 17, a transverse back support, 18, an initial optimized space, 19, an upper herringbone path, 20, a lower transverse path, 21, a lower left longitudinal path and 22, a lower right longitudinal path.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings:
referring to fig. 2-a and 2-b, passenger train backrest skeleton be left and right symmetrical structure, it is including backplate 2 under backrest skeleton frame 1, the backrest skeleton and backplate 3 under the backrest skeleton, backplate 2 all adopts steel to make under backrest skeleton frame 1, the backrest skeleton and backplate 3 all adopt spot welding mode and backrest skeleton frame 1 fixed connection under backrest skeleton frame 2 and the backrest skeleton on the backrest skeleton. This passenger train seat back skeleton overall length L is 458mm, and total width W is 256mm, and total height H is 792 mm.
Referring to fig. 3-a and 3-b, the frame 1 of the seat back frame is a thin-walled tubular structural member with a wall thickness of 2mm, and the front surface of the frame is in an inverted U shape when viewed from the front; the side shape is bent forward and backward in consideration of the requirement of the riding comfort of the passengers from the left side view.
The seat back framework frame 1 consists of a seat back framework left side frame 4, a seat back framework right side frame 5 and an upper cross beam 6; the left side frame 4 of the seat back framework and the right side frame 5 of the seat back framework are two symmetrical pipe fittings, the cross sections of the left side frame 4 of the seat back framework and the right side frame 5 of the seat back framework are both circular rings, and the inner diameter is 26 mm. The middle end of backrest skeleton left side frame 4 and backrest skeleton right side frame 5 backward with bending into 158 degrees angle, backrest skeleton left side frame 4 forward with bending into 152 degrees angle with the upper end of backrest skeleton right side frame 5, simultaneously backrest skeleton left side frame 4 and the upper end of backrest skeleton right side frame 5 inwards (right, left) with bending into 108 degrees angle, backrest skeleton left side frame 4 flattens with the bottom of backrest skeleton right side frame 5, and be provided with the pinhole 7 that the diameter of coaxial line is 9mm in flattening department, pinhole 7 is used for linking to each other with the connecting plate, and then links to each other with the cushion skeleton through the connecting plate.
The upper cross beam 6 is a structural member with an equal rectangular cross section and is formed by flattening a circular tube with the same structure as the left side frame 4 and the right side frame 5 of the seat back framework, and the left end and the right end of the upper cross beam 6 and the left side frame 4 of the seat back framework are connected with the top end of the right side frame 5 of the seat back framework into a whole.
In actual processing, the frame 1 of the seat back framework is formed by processing a cut pipe fitting in batches through a plurality of pressing, bending and drilling processes.
Referring to fig. 4-a and 4-b, the upper back plate 2 of the seat back frame is a plate type structural member with left and right symmetry, the plate thickness is 0.8mm, and the left and right width dimensions of the upper back plate 2 of the seat back frame are equal to the left and right width dimensions of the upper end of the frame 1 of the seat back frame. For the convenient structural shape who describes backplate 2 on the backrest skeleton, the utility model discloses use the dotted line to divide backplate 2 on the backrest skeleton into middle trunk 8, left side branch 9 and right side branch 10 on the elevation, in fact backplate 2 is the integrated into one piece structure on the backrest skeleton.
The lower part of the middle trunk 8 has larger width, and the upper part of the middle trunk has smaller width. Two lower side edges of the middle trunk 8 are straight line edges, and the width D of the lower part is 118 mm; the two side edges of the upper part of the middle trunk 8 are curved edges, the width of the middle trunk 8 is gradually reduced from bottom to top, and is gradually increased after reaching the minimum width, and the minimum width d is 30 mm; the bottom limit of middle trunk 8 is the curve limit, and the top limit is the straight line limit, and the top is connected with upper portion crossbeam 6 in the backrest skeleton frame 1 through spot welding technology.
The left branch 9 and the right branch 10 are symmetrical about the middle line of symmetry of the middle trunk 8, and the front shapes of the left branch 9 and the right branch 10 are similar to the letter "Y" lying down. The right side edge of the left branch 9 and the left side edge of the right branch 10 are shared with the two lower side edges of the middle trunk 8; the left branch 9 extends towards the left from the right to the left, the upper and lower lengths of the left branch 9 are gradually reduced and then gradually increased, a fork appears at a position where c is 80mm, the upper fork extends towards the left upper side, the lower fork extends towards the left lower side, the upper and lower lengths of the upper fork are smaller, the upper and lower lengths of the lower fork are larger, but the upper and lower lengths of the upper branch and the lower fork are gradually reduced and then gradually increased from the right to the left, the left sides of the upper fork and the lower fork are both straight sides, and the left end parts of the upper fork and the lower fork are fixedly connected with the rear side of a left side frame 4 of a seat back framework in the seat back framework frame 1 by adopting a; the shape of the right branch 10 is completely symmetrical and equal to that of the left branch 9, and the structural size and the connection process are completely the same as those of the left branch 9, which are not described herein again.
The middle trunk 8, the left branch 9, the right branch 10, the upper branches and the lower branches of the left branch 9 and the right branch 10 in the upper back plate 2 of the seat back framework are small in middle width and large in end width, so that the light weight is facilitated, and the connection strength can be guaranteed; the branch structure of the upper back plate 2 of the seat back framework can ensure a reasonable force transmission path, ensure safety and realize light weight to the maximum extent; the seat backrest framework upper back plate 2 is integrally manufactured by adopting a blanking forming process.
The back plate 2 of the backrest frame is a curved plate structure with the longitudinal curvature of 0.0013mm when viewed from the left side-1. In addition, the upper branch structure and the lower branch structure of the left branch 9 and the right branch 10 also have certain curvature in the transverse direction, and the transverse curvature of the upper branch structure is 0.00023mm-1And the transverse curvature of the lower bifurcation structure is 0.00032mm-1。
Referring to fig. 5-a and 5-b, the lower back plate 3 of the seat back frame is also a plate type structural member with left and right symmetry, and the plate thickness is 0.8 mm. In a front view, the lower back plate 3 of the seat back framework is provided with 6 through holes with different shapes and sizes; wherein:
the upper through hole 11 is approximately a pentagonal through hole with symmetrical left and right shapes, the upper through hole 11 is arranged at the upper end of the lower back plate 3 of the seat back framework, the upper hole edge of the upper through hole 11 is parallel to the top end back plate edge of the lower back plate 3 of the seat back framework, and the joint of the hole edges, namely the adjacent two hole edges, are in transition connection by adopting an arc edge;
middle part left side through-hole 12 and middle part right side through-hole 13 be 2 through-holes that the symmetry, structural dimension equal, middle part left side through-hole 12 and middle part right side through-hole 13 distribute in the below of upper portion through-hole 11 symmetrically to middle part left side through-hole 12 parallels with the lower left hole limit of upper portion through-hole 11 with the upper hole limit of middle part right side through-hole 13 and the lower left hole limit of upper portion through-hole 11.
The middle through holes 14 are distributed in the middle positions of the middle left through hole 12 and the middle right through hole 13, the middle through holes 14 are approximate to isosceles triangle-shaped through holes, and the joints of the hole edges of the middle through holes 14 are also in transition connection by adopting circular arc edges;
the lower left through hole 15 and the lower right through hole 16 are 2 symmetrical through holes with the same structural size, and the lower left through hole 15 and the lower right through hole 16 are symmetrically distributed below the middle left through hole 12 and the middle right through hole 13.
The bottom back plate edge of the back plate 3 under the seat backrest framework, the middle part of the lower back plate left side flanging formed by bending forwards and the lower back plate right side flanging are respectively provided with a notch, and the purpose is to reduce the weight. 6 through-holes that set up on backplate 3 under the seat back skeleton can effectively alleviate seat back skeleton weight, and the biography power route that the surplus material formed can transmit collision load effectively, guarantees seat security, and the horizontal back support 17 of upper portion through-hole 11 top can provide effective support to passenger's back, improves the seat travelling comfort. The whole lower back plate 3 of the seat back framework is formed by adopting a blanking process.
The lower back plate 3 of the seat back framework is a curved plate structure with certain longitudinal curvature when viewed from the left side, and the longitudinal curvature of the lower back plate 3 of the seat back framework is 0.0011mm-1And is andthe structural shapes of the front end edges of the left side flanging and the right side flanging of the seat back framework lower back plate 3 are the same as the structural shapes of the middle ends and the lower ends of the seat back framework left side frame 4 and the seat back framework right side frame 5 in the seat back framework frame 1, and the seat back framework lower back plate 3 is conveniently connected to the lower end of the seat back framework frame 1 through spot welding.
Referring to fig. 6, in order to obtain the passenger car seat back frame, the design method of the passenger car seat back frame comprises the following steps:
1. initial passenger car seat safety simulation analysis
1) Safety simulation analysis for forward tilting working condition of initial passenger car seat
(1) Establishing passenger car seat-dummy coupling model under forward-leaning working condition
a. Establishing passenger car seat finite element model under forward-leaning working condition
Referring to fig. 7, according to the specification of the dynamic test of the passenger car seat in GB13057-2014, geometric cleaning, mesh division, mesh quality inspection, material and attribute assignment, contact and connection setting, boundary condition application (applying an acceleration-time curve satisfying the regulatory requirements to the passenger car floor), output information definition (defining animation, contact load, node displacement, and unit stress information that need to be output) are sequentially performed in the finite element simulation software HyperMesh, thereby establishing the passenger car seat finite element model shown in fig. 7.
b. Establishing multi-rigid-body model of dummy and auxiliary seat under forward-leaning working condition
Referring to fig. 8, according to the specification of the passenger car seat dynamic test in GB13057-2014, model control parameters are set in the multi-rigid-body simulation software MADYMO, an auxiliary seat model is established, a dummy model is imported, the dummy posture and position are adjusted, contact is established, an acceleration field is defined (an acceleration-time curve meeting the regulatory requirements is applied to the auxiliary seat), output information is defined (animation to be output, acceleration, load, injury, displacement information of the dummy head and leg are defined), and thereby the dummy and auxiliary seat multi-rigid-body model shown in fig. 8 is established.
c. Coupling finite element model with multi-rigid-body model
Referring to fig. 9, in the Coupling module Coupling Assistant of MADYMO software, a passenger car seat finite element model and dummy and booster seat multi-rigid body models are introduced, positions of the multi-rigid body models are adjusted, a Coupling set and contact are established, and a calculation space is established, so that the passenger car seat finite element model shown in fig. 7 and the dummy and booster seat multi-rigid body models shown in fig. 8 are coupled to obtain a passenger car seat-dummy Coupling model shown in fig. 9.
(2) Submitting calculations and post-processing
a. Commit computation
And generating a K file and an XML file for Coupling calculation while generating a passenger car seat-dummy Coupling model by using a Coupling assembly Assistant of MADYMO software, and submitting the generated K file and the XML file to calculation under a LINUX system.
b. Post-treatment
After the calculation is finished, importing the kn3 file generated by calculation into HyperView software under a Windows system, observing the simulation animation in the HyperView software, and checking whether the forward displacement of the trunk and the head of the dummy exceeds a transverse vertical plane 1.6m before the R point of the auxiliary seat, and whether the seat is seriously deformed or separated by fracture; importing an injury file generated by calculation into HyperGraph software under a Windows system, drawing and outputting a load-time curve of the head and the legs of the dummy by using the HyperGraph software, and reading a leg injury value FAC of the dummy; importing the calculated d3plot file into a post-processing module of LS-DYMA software under a Windows system, drawing and outputting displacement-time curves of the head, the leg and the floor of the passenger car by using the post-processing module of the LS-DYMA software, and drawing and outputting relative displacement-time curves of the head, the leg and the floor of the passenger car by using originPro software; and reading the head injury value HIC and the chest injury value ThAC of the dummy from the PEAK file generated by calculation under a Windows system.
The head injury value HIC, the chest injury value ThAC and the leg injury value FAC of the dummy are used for judging whether the safety of the passenger car seat under the forward-leaning working condition meets the requirements of the regulations. The load-time curves of the head and the leg of the dummy and the relative displacement-time curves of the head and the leg of the dummy and the floor of the passenger car are used for drawing the load-relative displacement curves of the head and the leg of the dummy required by the subsequent optimization design.
2) Simulation analysis of safety of backward tilting working condition of initial passenger car seat
(1) Finite element model of passenger car seat under condition of backward tilting
According to the provisions of the static strength test of the seat back in GB15083-2006, a finite element simulation software Hypermesh is used to modify boundary conditions (delete an acceleration-time curve applied to the floor of a passenger car and change the acceleration-time curve into a load which is applied to the seat back along the longitudinal direction backwards and is relative to the 530Nm moment of a seat 'R' point) on the basis of a forward tilting working condition passenger car seat finite element model shown in FIG. 7), so as to establish the passenger car seat finite element model under a backward tilting working condition.
(2) Submitting calculations and post-processing
And submitting the finite element model of the passenger car seat under the backward tilting working condition into computation in Hypermesh software, observing simulation animation in HyperView software after the computation is finished, and checking whether the seat framework, the seat fixing device, the adjusting device and the shifting and folding device fail or not and whether the applied load can be borne or not, thereby judging whether the safety of the passenger car seat under the backward tilting working condition meets the requirements of regulations or not.
2. Establishing a topological optimization model of a passenger car seat backrest framework
1) Determining design and non-design domains
Based on the existing passenger car seat finite element model, according to the structural characteristics of a passenger car seat backrest framework, a design target, boundary conditions of multi-working condition loading and restriction and the response characteristics of the passenger car seat backrest framework under corresponding working conditions, a main bearing structure is used as a design domain, a non-bearing structure or a secondary bearing structure is used as a non-design domain, the material of the design domain is redistributed in subsequent topological calculation, and the material of the non-design domain is not changed;
2) establishing an initial optimization space
On the basis of an initial passenger car seat backrest framework structure, completely filling a design domain material, thereby establishing an initial optimization space;
3) load on working conditions
(1) Loading in forward leaning regime
Under the forward-leaning working condition, the dynamic impact load is equivalent to a static load by adopting an equation (1), namely a local average collision load P:
Figure DEST_PATH_GDA0002233691020000111
in the formula: f (S) is the history of the collision load along with the displacement in the peak range of the collision load, S1And S2Respectively the displacement at the beginning and the displacement at the end of the collision load peak value range;
therefore, the dummy head and leg load-time curve, and the relative displacement-time curve of the dummy head and leg and the passenger car floor output in the step 1, which is obtained by the initial passenger car seat safety simulation analysis, need to be integrated into a dummy head and leg load-relative displacement curve, a part in a load peak range is intercepted on the curve, and a local average collision load P is calculated by adopting an equation (1), namely, the local average collision load P is an equivalent static load of the dummy head and leg.
Observing and finding out the contact areas of the head and the legs of the dummy and the backrest skeleton of the passenger car seat in the collision process by using HyperView software from the simulation animation, and then uniformly applying corresponding equivalent static loads on the areas; the constraint is applied with the same attention as the dynamic impact effect;
(2) load under retroversion conditions
Under the backward leaning working condition, the load relative to the 530Nm moment of the R point of the seat is required to be applied to the seat back backward along the longitudinal direction according to GB15083-2006 for the static working condition;
3. setting topology optimization parameters and submitting calculations
1) Defining design variables
In topology optimization simulation software Genesis, defining a design variable of topology optimization as a material density of an optimization space;
2) defining an optimization objective
In a topological optimization simulation software Genesis, defining an optimization target of topological optimization as the minimum optimization space strain energy, and setting different working condition weight ratios in the optimization target to study the corresponding relation between each force transmission path and each working condition for two working conditions of a forward tilting working condition and a backward tilting working condition in order to better assist engineering interpretation;
3) defining constraints
In the topology optimization simulation software Genesis, defining the constraint condition of topology optimization as a mass fraction (namely the mass percentage of the residual material after optimization in an optimization space to the mass of the material before optimization), and respectively setting a plurality of groups of mass fractions in the constraint condition to research the importance degree of each force transmission path in order to better assist engineering interpretation;
4) commit computation
And submitting calculation in a topological optimization simulation software Genesis to obtain an orthogonal test topological result of the passenger car seat backrest framework with various working condition weight ratios and various mass fractions.
4. Topology result engineering interpretation
1) Comparing different quality fraction topological results with the same weight ratio
Comparing topological results with the same weight ratio and different quality scores, and analyzing the importance degree of each force transmission path; when the mass fraction is minimum, the force transmission path appearing in the topological result is the most important force transmission path under the weight ratio, and the importance degree of the force transmission paths appearing in sequence is gradually reduced along with the increase of the mass fraction;
2) comparing topological results with different weight ratios according to the same quality fraction
Comparing topological results with the same mass fraction and different weight ratios, and analyzing the corresponding relation between each force transmission path and each working condition;
3) determining optimization scheme of passenger car seat backrest framework
Based on the comparative analysis of the topological result of the orthogonal test, when determining the optimization scheme of the passenger car seat back framework, firstly considering the working condition requirement of the passenger car seat back framework, wherein the most important force transmission path under the working condition is required to be reserved;
then, residual materials are arranged by considering a light weight target (allowed maximum mass) of the design of the backrest framework of the passenger car seat, and the arrangement principle is that the materials on corresponding paths are added in sequence from high to low according to the importance degree of a force transmission path, and the original path is properly widened;
and finally, refining and modifying the local structure according to the requirements of the comfort and the process feasibility of the seat to obtain an optimization scheme of the backrest framework of the passenger car seat.
5. Passenger car seat backrest framework structure design and safety verification
And (4) optimally designing the structure of the backrest frame of the passenger car seat according to the optimization scheme determined in the step 4, replacing the backrest frame in the initial passenger car seat model with the optimally designed backrest frame of the passenger car seat, recalculating, and verifying whether the optimally designed passenger car seat meets the dynamic test requirements of the passenger car seat specified in GB13057 and 2014 and the static strength test requirements of the backrest specified in GB15083 and 2006.
If the requirements of the regulations are met, taking the backrest framework structure of the passenger car seat as a final design scheme; if the requirements of the regulations are not met, the thicknesses of the frame pipe fitting 1 of the seat back framework, the upper back plate 2 of the seat back framework and the lower back plate 3 of the seat back framework are adjusted, or the arrangement of a force transmission path is adjusted according to an orthogonal test topological result until the requirements of the regulations are met.
Examples
The initial weight of the backrest framework of the passenger car seat in the embodiment is 7.72kg, and the initial weight of the whole seat framework is 29.46 kg. On the basis of this passenger train seat model, utilize the utility model provides a design method carries out multiplex condition security and lightweight design to this section passenger train seat.
1. Initial passenger car seat safety simulation analysis
1) Safety simulation analysis for forward tilting working condition of initial passenger car seat
(1) Establishing passenger car seat-dummy coupling model under forward-leaning working condition
a. Establishing passenger car seat finite element model under forward-leaning working condition
Referring to fig. 7 and 10, referring to the specification of the dynamic test of the passenger car seat in GB13057-2014, geometric cleaning, mesh division, mesh quality inspection, material and attribute assignment, contact and connection setting, boundary condition application (applying the acceleration-time curve shown in fig. 10 to the passenger car floor), and output information definition are sequentially performed in the finite element simulation software HyperMesh, thereby establishing a passenger car seat finite element model;
b. establishing multi-rigid-body model of dummy and auxiliary seat under forward-leaning working condition
Referring to fig. 8 and 10, referring to the specification of the dynamic test of the passenger car seat in GB13057-2014, model control parameters are set in the multi-rigid-body simulation software MADYMO, an auxiliary seat model is established, a dummy model is introduced, the posture and position of the dummy are adjusted, contact is established, an acceleration field is defined (the acceleration-time curve shown in fig. 10 is applied to the auxiliary seat), output information is defined, and thus a dummy and an auxiliary seat multi-rigid-body model are established;
c. coupling finite element model with multi-rigid-body model
Referring to fig. 9, a Coupling module Coupling assist of MADYMO software is used to couple the finite element model of the passenger car seat shown in fig. 7 with the multi-rigid-body model of the dummy and the auxiliary seat shown in fig. 8 to obtain a passenger car seat-dummy Coupling model shown in fig. 9;
(2) submitting calculations and post-processing
a. Commit computation
Submitting the K file and the XML file generated by coupling to a computer under an LINUX system;
b. post-treatment
Referring to fig. 11-a, 11-b, 12-a, 12-b and table 1, after the calculations are completed under LINUX system, the simulation animation is observed using HyperView software under Windows system, the seat is not severely deformed or broken and separated because any part of the trunk and head of the dummy is displaced forward by not more than 1.6m of the transverse vertical plane before the R point of the auxiliary seat; using HyperGraph software under a Windows system to draw and output a dummy head and leg load-time curve (taking the dummy head curve without safety belt restraint as an example, see a figure 11-a and a figure 11-b), and reading a dummy leg injury value FAC (see a table 1); using LS-DYMA software post-processing module and originPro software under Windows system to draw and output relative displacement-time curves of the head, the legs and the floor of the passenger car (taking the head curve of the dummy without the restraint of the safety belt as an example, see figure 12-a and figure 12-b); the dummy head injury value HIC and chest injury value ThAC were read from the computationally generated PEAK file under the Windows system (see table 1).
TABLE 1 injury values of various parts of dummy in forward-leaning working condition
Figure DEST_PATH_GDA0002233691020000131
The HIC values of the heads of the left and right dummy persons under the condition of no safety belt restraint exceed 500 of the regulation limit value, and the requirements of the regulation are met when safety belts are restrained. In general, when no safety belt is restrained, the regulation is satisfied, and when the safety belt is restrained, the regulation is satisfied. Consequently to the operating mode that leans forward, the utility model discloses only optimize to the condition of no safety belt restraint, nevertheless all verify the condition of no safety belt and having the safety belt restraint when final security is verified.
2) Simulation analysis of safety of backward tilting working condition of initial passenger car seat
(1) Finite element model of passenger car seat under condition of backward tilting
Referring to the specification of a seat back static strength test in GB15083-2006, a finite element simulation software Hypermesh is used for deleting an acceleration-time curve applied to a floor of a passenger car in a passenger car seat finite element model under a forward tilting working condition, a load of 530Nm moment relative to a seat R point is longitudinally and backwards applied to the seat back, and a passenger car seat finite element model under a backward tilting working condition is established.
(2) Submitting calculations and post-processing
And submitting the finite element model of the passenger car seat under the backward tilting working condition into computation in Hypermesh software, and observing simulation animation in HyperView software after the computation is finished, wherein the animation shows that the backward tilting working condition meets the regulation requirements, and the seat backrest, the seat fixing device, the adjusting device and the shifting and folding device do not lose efficacy and can bear the added load.
2. Establishing a topological optimization model of a passenger car seat backrest framework
1) Determining design and non-design domains
Referring to FIG. 13, an initial passenger vehicle seat frame configuration is shown. Because the dynamic test of GB13057-2014 and the static strength test of GB15083-2006 all have higher requirements on the strength of the seat backs, the seat backs of the passenger cars are main bearing structures under two working conditions, and the improvement space of frame pipe fittings of the seat backs is not large, the back plate area of the frame of the seat backs of the passenger cars is defined as a design area, and the rest areas such as the frame 1 of the seat backs of the frames, the cushion frames and the like are non-design areas.
2) Establishing an initial optimization space
Referring to fig. 14-a and 14-b, the initial optimized space 18 of fig. 14-a and 14-b is created by completely filling the material in the design area, i.e., the back panel area of the seat back frame, based on the initial passenger car seat back frame structure of fig. 13.
3) Load on working conditions
(1) Loading in forward leaning regime
Referring to fig. 15-a and 15-b, the load-time curve of the dummy head in fig. 11-a and 11-b and the relative displacement-time curve of the dummy head and the passenger car floor in fig. 12-a and 12-b are integrated into a load-relative displacement curve of the dummy head, the peak time range of the load in the X direction is taken as 96ms-132ms, and the equivalent dead load P in the X direction of the head is calculated according to the formula (1)XIs 982 kN; taking the Z-direction load peak time range as 80ms-122ms, and calculating the Z-direction equivalent static load P of the head according to the formula (1)ZIs 171 kN; the Y-direction load is small and can be ignored;
referring to fig. 16-a and 16-b, X-direction and Z-direction equivalent static loads are uniformly applied to the contact area between the back plate of the backrest framework and the head of the dummy, and the number of the nodes of the contact area is 93, so that a load of 11kN is applied to each contact node X in the positive direction, a load of 2kN is applied to each contact node Z in the negative direction, and six degrees of freedom of the lower end node of the pipe fitting of the frame of the backrest framework of the seat are restrained; the leg equivalent static load calculation method and the loading method of the dummy are the same as those of the head.
(2) Load under retroversion conditions
Referring to FIG. 17-a and FIG. 17-b, referring to GB 15083-;
referring to fig. 18-a and 18-b, the application of the working condition loading for the multi-working condition topological optimization of the passenger car seat back framework is completed.
3. Setting topology optimization parameters and submitting calculations
1) Defining design variables
In the topology optimization simulation software Genesis, a design variable for topology optimization is defined as a material density of an optimization space.
2) Defining an optimization objective
In a topological optimization simulation software Genesis, an optimization target of topological optimization is defined as the minimum strain energy of an optimization space, the weight ratios of forward tilting working conditions and backward tilting working conditions are set to be 100:1, 20:1, 1:1, 1:20 and 1:100 respectively in the optimization target, and single working conditions when the two working conditions exist independently are set respectively.
3) Defining constraints
In the topology optimization simulation software Genesis, the constraint conditions of topology optimization are defined as that the mass fractions respectively do not exceed 10%, 20%, 30%, 40% and 50%.
4) Commit computation
The calculations were submitted in the topology optimization simulation software Genesis.
Referring to FIGS. 19-a and 19-b, the results of a multi-condition and single-condition orthogonal test topology for a passenger vehicle seat back frame are shown.
4. Topology result engineering interpretation
1) Comparing different quality fraction topological results with the same weight ratio
(1) Referring to fig. 20, the most important force transmission path is determined by observing the topological result when the weight ratio is 1:1 and the mass fraction is 10%; to facilitate the description of the various force transfer paths, the present invention uses dashed lines to divide the resulting force transfer paths of the topology into an upper "herringbone" path 19, a lower transverse path 20, a lower left longitudinal path 21, and a lower right longitudinal path 22 on fig. 20.
For the anteversion condition, the most important force transfer paths are the upper "chevron" path 19, the occurrence of which is due to the head loading force, and the lower transverse path 20, the occurrence of which is due to the leg loading force;
for the recline condition, the most important force transfer paths are the lower left longitudinal path 21 and the lower right longitudinal path 22; the recline load point is located at a mid-point of the upper cross member 5 of the seat back frame side frame 1, where force is transferred through the seat back frame side frame 1 and the lower left and right longitudinal paths 21, 22.
(2) Referring to fig. 19-a and 19-b, the effect of changes in mass fraction on the force path is observed. When the mass fraction is increased, the topological result always shows that the original path is widened firstly, and when the original path is widened to a certain degree, a new force transmission path appears, so that the effect of increasing the new path is better than that of continuously widening the existing path. The mass fraction continues to increase, the new path continues to widen to a certain extent, a new force transmission path occurs again, and the importance degree of the new path is lower than that of the previously occurring path.
2) Comparing topological results with different weight ratios according to the same quality fraction
(1) Referring to fig. 19-a and 19-b, when the weight of the forward lean condition is the same as the weight of the backward lean condition, all force paths for forward lean remain, and only the upper transverse path remains in the backward lean force path.
(2) Referring to fig. 19-a and 19-b, when the weight of the forward tilting condition is large, the multi-condition topology optimization result is almost the same as the forward tilting single-condition topology result, and no force transmission path occurs in the backward tilting condition because the force can be transmitted only by the frame 1 of the seat back framework in the backward tilting condition. Therefore, when the forward tilting condition is weighted more heavily, the forward tilting condition "includes" the backward tilting condition.
(3) Referring to fig. 19-a and 19-b, when the recline condition weight is greater, the multi-condition topology optimization results are about the same as the recline single condition topology results, but have more lower lateral paths in the forward tilt condition than the recline results, which are due to leg loading forces. This path, which is still present even when the lean condition weight reaches 100, proves to be of paramount importance, should be preserved as long as the optimization objective includes the forward lean condition, i.e., the lean condition "cannot include" the forward lean condition.
3) Determining optimization scheme of passenger car seat backrest framework
With reference to fig. 2-a and fig. 2-b, by integrating the above topological optimization analysis of the passenger car seat back frame and the topological result analysis of different weight ratios and different mass fractions, the safety of the forward tilting working condition and the backward tilting working condition is satisfied when the passenger car seat back frame is designed, so that the most important upper herringbone path, the most important lower transverse path and the most important lower side longitudinal paths in the backward tilting working condition are all reserved; then considering that the lightweight target (maximum design mass) of the design of the backrest framework of the passenger car seat is 7kg, sequentially adding a lower middle X-shaped path and an upper transverse path from high to low according to the importance degree of a force transmission path, and properly widening the original path; finally, considering the requirement of comfortable back support of the seat, a transverse back support 17 is added; the utility model discloses definite passenger train backrest skeleton texture optimal design scheme is as shown in the figure.
5. Passenger car seat backrest framework structure design and safety verification
Referring to table 2, the passenger car seat back frame structure is optimally designed according to the optimization scheme determined in the step 4, the passenger car seat back frame after the optimal design is replaced by the back frame in the initial model, calculation is performed again, and the safety of the passenger car seat after the optimal design under the forward tilting working condition and the backward tilting working condition is verified respectively.
In the forward-leaning working condition safety simulation analysis process, under the restraint of a safety belt and no safety belt, any part of the trunk and the head of the dummy moves forwards and does not exceed the transverse vertical plane 1.6m before the R point of the auxiliary seat, the passenger car seat is not seriously deformed or broken and separated, and the injury of passengers (see table 2) is lower than the regulation limit value. In the backward tilting working condition safety simulation analysis process, the seat back, the seat fixing device, the adjusting device and the shifting and folding device are not invalid, and can bear the applied load. Therefore, the passenger car seat after optimized design meets the requirements of regulations.
TABLE 2 injury values of various parts of dummy in forward leaning working condition after optimized design
Figure DEST_PATH_GDA0002233691020000171
After the optimized design, the weight of the backrest framework of the passenger car seat is 6.99kg, and the weight is reduced by about 9.5%; after the optimal design, the weight of the whole chair framework is 28.04kg, and the weight is reduced by about 4.8%. Because passenger train seat is numerous, the event passenger train seat back skeleton and design method thereof to realizing that the passenger train lightweight has apparent effect.

Claims (4)

1. The passenger car seat backrest framework is characterized by comprising a seat backrest framework frame (1), a seat backrest framework upper back plate (2) and a seat backrest framework lower back plate (3);
the seat back framework frame (1) is a steel pipe structural member which is symmetrical left and right, the wall thickness of the steel pipe is 2mm, the front surface of the seat back framework frame (1) is in an inverted U shape, and the side surface of the seat back framework frame is bent at the middle and lower ends;
the upper back plate (2) of the seat back framework and the lower back plate (3) of the seat back framework are both steel curved plate structural members which are symmetrical left and right, and the upper back plate (2) of the seat back framework and the lower back plate (3) of the seat back framework are fixedly connected with the upper end and the lower end of a frame (1) of the seat back framework in a spot welding mode; this passenger train seat back skeleton overall length L is 458mm, and total width W is 256mm, and total height H is 792 mm.
2. A passenger car seat back frame according to claim 1, characterized in that the seat back frame (1) is composed of a seat back frame left side frame (4), a seat back frame right side frame (5) and an upper cross beam (6);
the left side frame (4) of the seat back framework and the right side frame (5) of the seat back framework are two symmetrical and equal pipe fittings, the cross sections of the left side frame (4) of the seat back framework and the right side frame (5) of the seat back framework are both circular rings, the inner diameter is 26mm, the middle ends of the left side frame (4) of the seat back framework and the right side frame (5) of the seat back framework are bent backwards to form an angle of 158 degrees, the upper ends of the left side frame (4) of the seat back framework and the right side frame (5) of the seat back framework are bent forwards to form an angle of 152 degrees, meanwhile, the upper ends of the left side frame (4) of the seat back framework and the right side frame (5) of the seat back framework are bent inwards, namely, towards the right and left, to form an angle of 108 degrees, the bottom ends of the left side frame (4) of the seat back framework and the right side frame (5) of the seat back framework are flattened, a coaxial pin hole (7) used for being connected with the connecting plate is arranged at the flattening position;
the upper cross beam (6) is a structural member with an equal rectangular cross section and is formed by flattening a circular tube with the same structure as the left side frame (4) and the right side frame (5) of the seat back framework, and the left end and the right end of the upper cross beam (6) are connected with the top end of the left side frame (4) and the right side frame (5) of the seat back framework into a whole.
3. The passenger car seat back frame as claimed in claim 1, wherein the seat back frame upper back plate (2) is a plate type structural member with left and right symmetry, the plate thickness is 0.8mm, and the left and right width dimensions of the seat back frame upper back plate (2) are equal to the left and right width dimensions of the upper end of the seat back frame (1);
the upper back plate (2) of the seat back framework consists of a middle trunk (8), a left branch (9) and a right branch (10);
the width of the lower part of the middle trunk (8) is larger than that of the upper part, two side edges of the lower part of the middle trunk (8) are straight edges, and the width D of the lower part is 118 mm; the two side edges of the upper part of the middle trunk (8) are curved edges, the width of the middle trunk (8) is gradually reduced from bottom to top, and is gradually increased after reaching the minimum width, and the minimum width d is 30 mm; the bottom end edge of the middle trunk (8) is a curve edge, and the top end edge is a straight line edge;
the left branch (9) and the right branch (10) are symmetrical pieces about a symmetrical central line of the middle trunk (8), the front shapes of the left branch (9) and the right branch (10) are similar to a flat letter Y, and the right side of the left branch (9) and the left side of the right branch (10) are shared with the two lower side edges of the middle trunk (8); the left branch (9) extends from right to left, the upper and lower lengths of the left branch (9) are gradually reduced and then gradually increased, a fork appears at a position where c is 80mm, the upper fork extends towards the upper left, the lower fork extends towards the lower left, the upper and lower lengths of the upper fork are small, the upper and lower lengths of the lower fork are large, but the upper and lower lengths of the upper and lower branches are gradually reduced and then gradually increased from right to left, the left sides of the upper fork and the lower fork are both straight sides, the structural shape of the right branch (10) is completely symmetrical and equal to that of the left branch (9), and the structural size and the connection process are completely the same as those of the left branch (9);
the upper back plate (2) of the seat backrest framework is a curved plate type structural member, and the longitudinal curvature of the upper back plate is 0.0013mm-1The upper branch and the lower branch of the left branch (9) and the right branch (10) have certain curvature in the transverse direction, and the transverse curvature of the upper branch is 0.00023mm-1Transverse curvature of lower bifurcation of 0.00032mm-1。
4. The passenger car seat back frame according to claim 1, characterized in that the seat back frame lower back plate (3) is a plate type structural member with left and right symmetry, the plate thickness is 0.8mm, 6 through holes with different shapes and sizes are arranged on the seat back frame lower back plate (3), and the through holes are respectively an upper through hole (11), a middle left through hole (12), a middle right through hole (13), a middle through hole (14), a lower left through hole (15) and a lower right through hole (16); wherein:
the upper through hole (11) is a pentagonal through hole which is symmetrical left and right, the upper through hole (11) is arranged at the upper end of the lower back plate (3) of the seat back framework, the upper hole edge of the upper through hole (11) is parallel to the top end back plate edge of the lower back plate (3) of the seat back framework, and the joint of the hole edges, namely the adjacent two hole edges, are in transitional connection by adopting an arc edge;
the middle left through hole (12) and the middle right through hole (13) are 2 symmetrical through holes with the same structural size, the middle left through hole (12) and the middle right through hole (13) are symmetrically distributed below the upper through hole (11), and the upper hole edges of the middle left through hole (12) and the middle right through hole (13) are parallel to the left lower hole edge and the right lower hole edge of the upper through hole (11);
the middle through holes (14) are distributed in the middle positions of the middle left through hole (12) and the middle right through hole (13), the middle through holes (14) are isosceles triangle-shaped through holes, and the joints of the hole edges of the middle through holes (14) are also in transition connection by adopting circular arc edges;
the lower left through hole (15) and the lower right through hole (16) are symmetrical through holes with the same structural size, and the lower left through hole (15) and the lower right through hole (16) are symmetrically distributed below the middle left through hole (12) and the middle right through hole (13);
the bottom back plate edge of the lower back plate (3) of the seat back framework, the middle parts of the left lower back plate flanging and the right lower back plate flanging which are formed by bending forwards are provided with openings, and the lower back plate (3) of the seat back framework has the curvature of 0.0011mm-1The structural shapes of the front end edges of a left lower back plate flanging and a right lower back plate flanging of the seat back framework lower back plate (3) are the same as the structural shapes of the middle ends and the lower ends of a seat back framework left side frame (4) and a seat back framework right side frame (5) in the seat back framework frame (1); the left and right width dimensions of the lower back plate (3) of the seat back framework are equal to the left and right width dimensions of the middle and lower ends of the frame (1) of the seat back framework;
a transverse back support (17) capable of effectively supporting the back of a passenger is arranged above the upper through hole (11), and the lower back plate (3) of the seat back framework is a whole blanking plate.
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