Abstract:
A tailored vehicle seat component  12  having at least two portions with different properties that are joined together, such as by an adhesive or in a welding process (e.g., laser weld). These different properties include thickness, grades, surface finishes, coatings, and the like. The laser tailored welded vehicle seat  12  components may be incorporated into seat back frames  16 , seat track assemblies  26 , recliners  20 , seat base frames  18 , head restraints  88 , cushion pans  132 , and the like, to optimize manufacturing operations, mass, performance quality, and costs.

Description:
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS 
     This application is a division of U.S. Pat. No. 8,733,842, filed Apr. 30, 2010, claiming priority to WIPO Application No. PCT/US2008/060834, filed Apr. 18, 2008, and U.S. Provisional Application No. 60/907,832, filed Apr. 18, 2007, which are hereby incorporated by reference in their entireties. 
    
    
     BACKGROUND 
     The present disclosure relates generally to the field of vehicle seating. More specifically, this disclosure relates to the use of tailor welded components included in a vehicle seat. 
     Laser tailor welding involves forming a component from two or more materials with different properties (e.g., thickness, grades, surface finishes, platings, coatings, etc.) to form a tailor welded blank (TWB), and then performing additional operations on the blank (e.g., forming, cutting, rolling, stamping, punching, etc.) to form the finished component. This technique may also be used to form a tailor welded coil (TWC) or a tailored welded tube (TWT). Unlike traditional components formed from a single material a having a single thickness, components formed from TWBs, TWCs, and TWTs may be engineered to provide a portion of the component having a greater thickness, different grade materials and/or a different geometry where needed, and provide portions with lesser thickness, lower grade materials and/or different structures to allow for reductions in mass, size, number of components, and/or cost over traditionally formed seat components and structures. 
     One exemplary laser tailor welding process includes two or more rolls of sheet metal (e.g., cold rolled steel, hot rolled steel, Zinc (Zn) coated steel, stainless steel or an alloy, etc.) that are joined together. The rolls are joined together with a continuous welding operation (e.g., a laser welding operation) to create a single piece of sheet metal. 
     Vehicle seat structures are generally optimized by selecting the material thickness and the material grade and then designing a monolithic component having a structurally advantaged shape. 
     SUMMARY 
     One exemplary embodiment relates to the manufacture and use of tailored seat components within vehicle seats. The tailored seat components are formed from TWBs, TWCs, and TWTs and include components such as a seat frame, a head support, a seat back, a seat cushion support, a seat cushion side member, a track assembly, a seat pan, and the like. The tailored seat component has at least two portions having different properties (e.g., thickness, grades, surface finishes, platings, coatings, etc.) that are welded together to optimize manufacturing operations, mass, performance, quality, and reduced cost. Another exemplary embodiment relates to a vehicle seat having a tube made from a TWB, TWC, or TWT and having a first portion having a first material and/or a first thickness and a second portion having a second material and/or a second thickness. In one alternate exemplary embodiment, the vehicle component is manufactured from a TWB, a TWC or a TWT having more than two portions and each portion has a different, material, a different thickness, and/or a different characteristic such that an optimized vehicle seat component may be manufactured for use in an optimized vehicle seat. 
     Another exemplary embodiment relates to a seat back to be used in a vehicle. The seat back is formed from a TWB, TWC or TWT and includes side members designed to include a top portion, middle portion and a lower portion. Each portion is constructed of metal or a metal composite having differing properties, such as strength and thickness to optimally manage forces directed to the seat back, such as operational, use and vehicle impact forces. 
     Another exemplary embodiment relates to a seat base to be used in a vehicle. The seat base is formed from a TWB or TWC and may include a side member or a side bracket having first and second end portions and a middle portion. Each portion is constructed of metal or a metal composite having differing properties, such as strength and thickness to optimally manage forces directed to the seat back. 
     Another exemplary embodiment relates to a recliner bracket for a seat frame to be used in a vehicle. The recliner bracket is formed from a TWB or TWC and is designed to controllably collapse under selected load conditions. This is accomplished via load limiting “fuses” or areas of where material has been removed from the recliner bracket. The recliner bracket is also designed to include first and second end portions and a middle portion. Each portion is constructed of metal (such as steel or an alloy) having differing properties, such as strength and thickness to optimally manage vehicle collision impact forces directed to the recliner bracket. 
     Another exemplary embodiment relates to a seat track assembly to be used in a vehicle. The seat track is at least partially formed from a TWB or TWC and includes an upper track, a lower track, and ball bearings. The upper track is designed to include a first and second end portion. Each portion is constructed of metal (steel or alloy) having differing properties, such as strength and thickness to provide improved bending resistance performance and improved track adjustment efforts. 
     Another exemplary embodiment relates to a head restraint for a seat to be used in a vehicle. The head restraint is formed from a TWB or TWC and is designed to have an upper head restraint portion and a first and second end portion. Each portion is constructed of metal (steel or alloy) having differing properties, such as strength and thickness to optimally manage vehicle collision impact forces directed to the head restraint. 
     The exemplary embodiments further relate to various features and combinations shown and described herein. Other ways in which the objects and features of the disclosed embodiments are accomplished will be described in the following specification or will become apparent to those skilled in the art. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a perspective view of a vehicle with seats including components formed from TWBs, TWCs and/or TWTs according to an exemplary embodiment. 
         FIG. 2  is a perspective view of a frame for a vehicle seat including components formed from TWBs or TWCs. 
         FIG. 3A  is a side view of one of the side members for the seat back in  FIG. 2  formed from a TWB or TWC with variable thicknesses and/or strengths according to an exemplary embodiment. 
         FIG. 3B  is a side view of one of the side members for the seat back in  FIG. 2  formed from a TWB or TWC with variable thicknesses and/or strengths according to another exemplary embodiment. 
         FIG. 3C  is a side view of one of the side members for the seat back in  FIG. 2  formed from a TWB or TWC with variable thicknesses and/or strengths according to another exemplary embodiment. 
         FIG. 4A  is a side view of a monolithic side member for a vehicle seat base formed from a single material and single thickness. 
         FIG. 4B  is a side view of one of the side members for the seat base in  FIG. 2  formed from a TWB or TWC with variable thicknesses and/or strengths. 
         FIG. 5A  is a perspective view of a seat track assembly made from a single material and single thickness. 
         FIG. 5B  is a front view of a seat track assembly made from a single material and single thickness. 
         FIG. 5C  is a perspective view of a seat track assembly including a member formed at least partially from a TWB or TWC with variable thicknesses and/or strengths. 
         FIG. 5D  is a front view of a seat track assembly including a member formed at least partially from a TWB or TWC with variable thicknesses and/or strengths. 
         FIG. 6A  is perspective view of seat back frame of  FIG. 2  having several weld joints. 
         FIG. 6B  is an exploded perspective view of the seat back frame of  FIG. 2  having several weld joints. 
         FIG. 7A  is a perspective view of a portion of a seat base frame, showing side members and tube cross members and including components formed from TWBs, TWCs and/or TWTs with variable thicknesses and/or strengths. 
         FIG. 7B  is a simplified exploded perspective view of a portion of the seat base frame, showing a side members and tube cross members and including components formed from TWBs, TWCs and/or TWTs with variable thicknesses and/or strengths. 
         FIG. 8A  is a perspective view of a seat base side member with a detached secondary bracket. 
         FIG. 8B  is a perspective view of a seat base side member with an attached secondary bracket. 
         FIG. 8C  is a perspective view of a seat base side member or bracket formed from a TWB or TWC having an integrally formed bracket. 
         FIG. 9  is a perspective view of a seat back frame having a head restraint formed and including components formed from TWBs, TWCs and/or TWTs with variable thicknesses and/or strengths. 
         FIG. 10  is a partial perspective view of a seat frame coupled to a track assembly and including components formed from TWBs, TWCs and/or TWTs with variable thicknesses and/or strengths according to an exemplary embodiment. 
         FIG. 11A  is a rear perspective view of a rear bench seat having a bench seat tube formed from TWB, a TWC or a TWT with variable thicknesses and/or strengths according to one exemplary embodiment. 
         FIG. 11B  is a front cross sectional view of the bench seat tube along the A-A line of the rear bench seat of  FIG. 11A  according to one exemplary embodiment. 
         FIG. 11C  is a top cross sectional view of the bench seat tube along the B-B line of the rear bench seat of  FIG. 11A  according to one exemplary embodiment. 
         FIG. 12A  is a rear view of a back panel including components formed from TWBs or TWCs with variable thicknesses and/or strengths according to an exemplary embodiment. 
         FIG. 12B  is top cross sectional view of the back panel along the A-A line including components formed from TWB or TWCs with variable thicknesses and/or strengths according to an exemplary embodiment. 
         FIG. 12C  is a side view of the back panel including components formed from TWBs or TWCs with variable thicknesses and/or strengths according to an exemplary embodiment. 
         FIG. 12D  is a perspective view of a back panel with separate vertical and horizontal beams. 
         FIG. 12E  is a perspective view of a back panel formed from TWBs or TWCs with integrated vertical beams. 
         FIG. 12F  is a perspective view of a back panel formed from TWBs or TWCs with integrated horizontal beams. 
         FIG. 13A  is a perspective view of a cushion pan formed at least partially from a TWB or TWC with variable thicknesses and/or strengths according to an exemplary embodiment. 
         FIG. 13B  is perspective view of a cushion pan formed at least partially from a TWB or TWC with variable thicknesses and/or strengths according to another exemplary embodiment. 
     
    
    
     DETAILED DESCRIPTION 
     Referring generally to the figures and in particular to  FIG. 1 , a vehicle  10  is shown according an exemplary embodiment. The vehicle  10  includes one or more vehicle seats  12  provided for an occupant of the vehicle  10 . One exemplary embodiment of a vehicle seat structure  14  is shown in  FIG. 2 . While the vehicle  10  shown is a 4-door sedan, it should be understood that the seat  14  may be used in a mini-van, sport utility vehicle or any other means in or by which someone travels or something is carried or conveyed for any market or application including everything from office seating and transportation to planes and space travel and everything in between. The vehicle seat  14  shown includes a seat back  16 , a seat base  18 , and a connection member or recliner  20  coupled to the seat back  16  and the seat base  18 . The vehicle seat  14  further may include a head restraint  88  and base portion  24 . The head restraint  88  extends upward from the seat back  16  and is configured to restrain the head of an occupant during an impact. The base portion  24  (e.g. track assembly  26 ) couples the seat  14  to the vehicle body and may be configured to allow the seat to be selectively positioned (manually or motor driven) relative to the vehicle body. 
     As further shown in  FIG. 2 , the seat back frame  16  may include a first side member  28  and second side member  28  coupled together by an upper cross  22  member and lower cross member  34 . The seat base frame  18  may include a first side member (or B-bracket)  30  and a second side member  44  coupled together by a tube  32  which may be a TWT. The seat back side member  28  may include a lower portion  36 , a middle portion  38 , an upper portion  40 , and each portion may be formed from TWBs or TWCs with variable thicknesses and/or strengths, as will be discussed in greater detail below. The seat base side member  30  may include a first end  42 , a middle portion  44 , and a second end  46  formed from TWBs or TWCs with variable thicknesses and/or strengths, as will be discussed in greater detail below. The track assembly  26  may include a lower track  58  and an upper track  56  having a first end portion  48 , a second end portion  50 , and a middle portion  52  formed from TWBs or TWCs with variable thicknesses and/or strengths, as will be discussed in greater detail below. 
     As shown in  FIGS. 3A-3C  the seat back may be manufactured using a TWB, TWC and/or TWT to help optimize (as in minimize) the weight of the seat back and is also preferably made to maximize the strength of the seat back to meet all performance requirements such as those that are applicable from the federal motor vehicle safety standards. The seat back is preferably made having a seat back side member  28  formed from a TWB or TWC that is stamped to form the side member  28  but may also be manufactured using any known or appropriate process such as stamping, forming, cutting, punching, etc. The side member  28  includes a lower portion  36  that is a higher strength and/or thicker metal to compensate for an increased bending moment applied to the lower portion  36 ; a middle portion  38  that is a lower cost metal (steel or alloy) that may be some thickness or grade different than the lower portion  36  and the upper portion  40 ; and an upper portion  40  that is a thinner, lower cost or higher formability metal (steel or alloy). The various portions of the side member  28  are coupled together via join seams  54 . According to other exemplary embodiments, the TWB or TWC for the side member  28  may have only two portions or may have 4 or more portions. 
     TWBs or TWCs may be used to form other components for the seat frame that act as cantilever beams under certain loading conditions so that the component is stronger near the pivot point. For instance, in a rear seat with a 40/60 division, the two portions of the seat are coupled to the seat tracks on the outside edge and cantilevered over the space below the seat. Because of the seat geometry, the 60% portion forms a larger moment arm and has a larger bending moment about the bracket that couples it to the seat track. The 60% seat base may be formed from a TWB with an outside portion that is a higher strength and/or thicker metal (steel or alloy) to compensate for an increased bending moment applied to the outside portion. 
       FIGS. 4A-4B  show a side member  30  of a seat base frame  18 . Side members  30  or seat B-brackets are used to connect the seat back  16  to the seat track assembly  26  and to locate the cushion pan  132 . During seat use, especially during loading events such as those resulting from a vehicle impact, the side member  30  (commonly known as a B-bracket) is highly loaded in a complex manner and forces can vary between compression and tension. Most of the loading in an impact is applied to the ends of the side member  30  or B-bracket. The primary load paths for the side member  30  are such that the first end  42  of the side member  30  experiences tensile loads from a RWD impact and compressive loads from a FWD impact and the second end  46  of the side member  30  experiences tensile loads from FWD impact and a recliner moment from a rear impact. Current side members are formed from a single thickness and single material type and the width of the side member is varied to compensate for the increased bending moment requirements due to the impact or for packaging requirements. As shown in  FIG. 4B , the side member  30  may be formed from a TWB or TWC that is preferably stamped to form the side member  30 . For load management, the section properties of the side member  30  are optimized by developing highly formed sections. For minimized weight, the vehicle component thickness is minimized to have less material or a lower density material may be used. For maximum strength, high strength metal (steel or alloy) materials are used. As such, side member  30  is designed with the minimum thickness that will meet the loading requirements at the front and rear of the side member  30 . More specifically, the side member  30  or bracket includes end portions  42 ,  46  that are a higher strength and/or thicker metal (steel or alloy) to compensate for an increased bending moment applied to the end portions and a middle portion  44  that is a lower cost and/or thinner metal (steel or alloy) that may be selected for high formability. The high strength material (e.g., steel), highly formed sections, and minimum thickness lead to a high potential for material splitting during forming LTW material, however, allows the placement of high strength material in critical locations for performance and more formable material where required to eliminate splitting. According to other exemplary embodiments, the side member  30  may be formed to manage other load cases (e.g., modal, fatigue, etc.). 
       FIGS. 5A-5B  show a single material, single thickness seat track assembly  26 . Seat tracks  26  are designed to allow the occupant to adjust their seat position relative to the vehicle controls. The design principle involved with the track  26  shown is to minimize the sliding efforts by controlling the spacing between the track sections. The seat track  26  includes an upper track  56  coupled to the vehicle seat  12 , a lower track  58  coupled to the vehicle frame, and a multitude of ball (or roller) bearings  60  trapped between the two tracks  56 ,  58  (or any other known or appropriate anti-friction device). The ball bearings  60  facilitate the sliding of the upper track  56  relative to the lower track  58 . The seat track efforts are determined by the amount of deflection of the rails of the seat tracks  26  caused by the interference of the ball bearings  60  when the ball bearings  60  are inserted between the upper track  56  and the lower track  58 . The amount of deflection is a function of the thickness of the metal (or alloy) used to form the upper and lower tracks  56 ,  58 . In current seat tracks, the thickness of the tracks is dictated by metal (or alloy) utilized and the loading requirements. The track efforts are also affected by the track geometry. As shown in  FIGS. 5C-5D , the upper track  56  may be formed from a TWB or TWC. Interference of the track  26  sections leads to bending forces that can be used to set the amount of effort in adjustment. In order to properly set the bending forces from interferences, the thickness of the metal (steel or alloy) is preferably minimized for improved bending performance. In the sections that do not contribute to or involve bending, however, this thickness is often more than what is required for the particular application. Therefore, by selectively using thicker material only where it is required for managing the bending forces and using thinner material elsewhere, the mass of the seat section may be optimized. A reduced thickness also lends itself to the possibility of freeing up space within the center of the track  26  sections for either larger elements (e.g., transmissions) or allows the possibility of making the outer dimensions smaller while preserving the amount of space within the center of the track  26  sections. A further possibility is that the costs for the seat track  26  sections can be reduced by using less expensive metal in the locations where the bending occurs. By up-gauging, higher forces can be tolerated without having to increase the strength of the material—lower strength material is often cheaper. Yet another possibility is to use very high strength material only in the sections where interference bending occurs and use low cost material in the remainder of the section. The high strength (and high resistance to roller denting) can assist in preventing usage defects, such as dented ball bearing tracks that lead to poor adjustment feel. A further possibility is that by substituting a more formable material in the bending interference areas, the roll forming process can be optimized with tighter radii and more dimensional accuracy. With these principles in mind,  FIGS. 5C-5D  further show a seat track  26  according to an exemplary embodiment where the upper track  56  includes a first end portion  48 , a middle portion  52 , and a second end portion  52  that are coupled via join seams  54  and made of metal (or other alloy) with a thickness and/or strength that is selected to provide an improved bending performance and more closely control the track adjustment efforts. 
     As shown in  FIGS. 6A-6B , the components of the seat back frame  16  may be at least partially assembled with weld joints  62 . For instance, the recliner  20  is coupled to the seat back frame  16  with welding and the side members  28  are joined to the cross members  22 ,  34  by welding. According to various exemplary embodiments, the welding operation can be laser welding, spot welding, gas-metal arc welding (GMAW) or any other suitable welding process. In one particular exemplary embodiment a high energy, focused beam welding technology is used for the welding operation. In another particular exemplary embodiment a high energy, focused beam welding technology utilizing no filler material is used for the welding operation. Current side members, cross members, and recliner brackets are formed from a single thickness and grade of material. The thickness and material selection of the metal may be determined by the welding process. However, the material and thickness needed for the welding location may be greater than the material selection and thickness needed for the rest of the component, which may lead to an over-design of the component. As shown in  FIG. 6B , the components may be formed from a TWB or TWC that is stamped to form the components. These components include a pair of seat back side members  28  having a lower portion  36 , middle portion  38 , and an upper portion  40 ; upper cross member  22  having a first end portion  66 , a middle portion  67 , and a second end portion  68 ; a lower cross member  34  having a first end portion  70 , a middle portion  71 , and a second end portion  72 ; and a recliner bracket  64 . The end portions of these components are made of a metal (or alloy) with a gauge and grade that facilitates the weld joint, whereas the middle portions of these components are made of a metal (steel or alloy) with a different gauge and grade. The interfaces where components are joined together must be manufactured to accommodate the selected joining process (e.g., laser welding, spot welding, GMAW, adhesives, etc.). For example, when using GMAW a gap may be allowable between components but the gap must be removed for spot welding or riveting to be successfully achieved. For GMAW, there is a minimum thickness requirement to be successful in joining materials together. The minimum thickness can drive the thickness of the component that is being joined. For example, when considering the lower cross member of the seat, the primary loads dictate that thin gauge metal (steel or alloy) is sufficient. However, the metal (steel or alloy) would then be too thin to be arc welded without causing significant burn through. By using LTW, the seat back  16  components could be locally thickened where the desired joining process is employed and thinned in the areas where the joining does not occur. Another embodiment of this approach is in the joining of dissimilar materials. Using a process known as Cold Metal Fusion, aluminum can be welded to a zinc coated steel using a process very similar to GMAW. The concern, however, is that because the steel component must be coated with a zinc layer and therefore, greatly increase cost. By using a steel TWB, TWC or TWT, however, the zinc can be used only in the areas to be welded rather than coating the entire component. 
     Components of the seat frame  14  may be swaged together and coupled with an interference fit. According to one exemplary embodiment, shown in  FIG. 7A-7B , a tailored tube  32  is swaged to the side member  30  of the seat base frame  18 . Current side members and tubes are formed from a single thickness and grade. The thickness of the tube may be determined by the swage operation and not by the structural loading requirements. As shown in  FIG. 7B , the side members  30  and tube  32  may be formed from a TWB or TWC that is stamped to form side members  30  or a TWB or TWC that is rolled to form the tube. The side members  30  include a first end portion  42 , a middle portion  44 , and a second end portion  46 . Similarly, the tailored tube  32  includes a first end portion  74 , a middle portion  78 , and a second end portion  76 . The end portions of the side members  30  and the tailored tube  32  are made of a high strength and/or thicker metal (steel or alloy) to accommodate the swaging operation or higher strength to withstand a higher load. The middle portions of the side members  30  and the tailored tube  32  are made of a lower cost and/or thinner metal (steel or alloy) that may be selected for high formability. The creation of a tailored tube  32  with thicker sections at the ends  74 ,  76  will yield a stronger expanded joint at a lower mass. The tailored tube  32  can be created either from stamping of a tailored blank, followed by welding of the seam or by orbital welding of three separate tube sections. In either case, the materials and thicknesses can be optimized for best performance at the lowest weight. 
     TWBs may also be used to form a single seating component that can replace two or more existing components. As shown in  FIGS. 8A-8B , in existing seat frames, a secondary bracket  84  may be required to compensate for additional loads on a side member  30  of the seat base frame  18 . The additional component (i.e., secondary bracket  84 ) adds additional cost and complexity of the seat frame  14 . Two or more components may be replaced by a single component formed from a TWB. According to one exemplary embodiment, as shown in  FIG. 8C , the side member  30  and the secondary bracket  84  are formed as a single component with a first portion  80  that is a lower cost and/or thinner metal (steel or alloy) that may be selected for high formability and/or a lower cost material and a second portion  82  that is a higher strength and/or thicker metal (steel or alloy) to support a greater load. The first and second portions  80 ,  82  of the side member  30  are joined by a join seam  54 . 
     Referring now to  FIG. 9 , a head restraint frame  88  is shown coupled to the seat back frame  16 . The head restraint  88  is a U-shaped body that has first and second end  90 ,  92  that are coupled to the seat back frame  16 . The ends  90 ,  92  of the head restraint frame  88  may include notches that interface with a latching mechanism to selectively position the head restraint  88  relative to the seat back  16 . To reduce occupant head-to-torso rotation under certain impact scenarios, it is desirable to have the seat back upper cross member  22  as torsionally stiff as possible to strengthen the head restraint  88  with respect to rearward bending loads. The joint  86  between the seat back side members  28  and upper cross member  22  is a source of weakness in this respect. Additional welds at the joint  86  between the side members  28  and upper cross member  22  would increase the strength of the joint  86  but also adds cost to the manufacturing. As shown in  FIG. 9 , the side members  28  and upper cross member  22  may be formed from a TWB or TWC that is stamped to form the side members  28  and upper cross member  22 . The side members  28  include a lower portion  36 , a middle portion  38 , and an upper portion  40 . The seat back upper portions  40  are made of a high strength and/or thicker metal (steel or alloy) to provide added strength near the joint  86  between the seat back side member  28  and the upper cross member  22  and to increase the torsional stiffness of the upper cross member  22 . 
     Additionally, the head restraint frame  88  may be formed from a TWB that is rolled and bent to form the head restraint frame  88 . The head restraint frame  88  may include a lower portion  94  that is made of a high strength and/or thicker metal (steel or alloy) and an upper portion  96  that is a lower cost and/or thinner metal (steel or alloy). This optimizes performance in rear impact loading conditions and improves rigidity of the head restraint  88  rods while reducing mass. 
     Referring now to  FIG. 10 , a seat frame  14  with tailor welded components is shown according to another exemplary embodiment. The vehicle seat frame  14  includes a seat back  16 , a seat base  18 , a connection member or recliner  20  coupled to the seat back  16  and the seat base  18 . The vehicle seat frame  14  further includes a pair of seat back side members  28 , a pair of seat base side members  30 , a tailored tube  32 , a lower cross member  34 , an upper cross member  22 , a base portion  24 , and a seat track assembly  26 . As shown in  FIG. 10 , the seat track assembly  26  has an upper track  56  and a lower track  58 . The rear of the tracks  56 ,  58  are usually subjected to higher loads, whereas the middle and front of the tracks are typically subjected to lower loads. The tracks may be formed from a TWB with metal (steel or alloy) of higher thickness or strength proximate to the rear and from a lower thickness or strength metal (steel or alloy) proximate to the front. As such, the upper and lower track  56 ,  58  may include a first end portion  100 , second end portion  102 , and a middle portion  104  made with varying strength and/or thickness of material. For example, the first end portion  100  may be made of thicker and/or stronger material; and the second end portion  102  and the middle portion  104  of the tracks may be made with progressively thinner/lighter material. The various portions  100 ,  102 ,  104  may be coupled (welded) together via join seams  54 . 
     Referring now to  FIGS. 11A-11C , TWBs or TWCs may be used advantageously to form other components of a bench seat frame  106  that form relatively long spans and have relatively large moment gradients, including components that support child seat LATCH wires  108  or any relatively long tube  110 . The ends  112 ,  114  of the seat bench tube  110  typically experience higher stress and loads, whereas the middle portion  116  typically experiences lower stress and loads. As such, the bench seat tube  110  may include a first end portion  112 , a second end portion  114 , and a middle portion  116  wherein the end portions  112 ,  114  may be made of high strength and/or thick gauge material and the middle portion  116  may be made of low cost and/or thin gauge material. The various portions  112 ,  114 ,  116  may be welded together via join seams  54 . 
     TWBs or TWCs may be joined together and used to form other components that experience high localized loads. For example, TWBs may be used to eliminate local reinforcement plates added to back panels to withstand knee and/or cargo retention loads. Referring to  FIGS. 12A-12F , TWBs may also be used to form a back panel  118  that is integrated with the side members  120  or with the top and bottom cross members  122 ,  124 , eliminating two parts from the manufacturing process and resulting vehicle component. The seat back  118  includes side members  120  that may include a first end portion  126 , a second end portion  128 , and a middle portion  130 . The end portions  126 ,  128  of the side members  120  typically experience higher stress and loads, whereas the middle portion  130  typically experiences lower stress and loads. As such, the first and second end portions  126 ,  128  may be made of high strength and/or thick gauge material, whereas the middle portion  130  may be made of low cost and/or thin gauge material. The first end portion  126 , second end portion  128 , and the middle portion  130  may be welded together via join seams  54 . The back panel  118  may also include a bracket frame member  119  for attaching to a seat base. The bracket frame member  119  may include an upper portion  121 , a middle portion  123 , and a lower portion  125 . The middle and lower portion  121 ,  125  of the bracket frame member  119  experience higher stress and loads, whereas the upper portion  123  of the bracket frame member  119  typically experiences lower stress and loads. As such, the middle and lower portions  121 ,  125  may be made of high strength and/or thick gauge material, whereas the upper portion  123  may be made of low cost and/or thin gauge material. The upper portion  121 , middle portion  123 , and lower portion  125  may be manufactured together via join seams  54  by using a TWB or TWC prior to manufacturing the bracket frame member  119  vehicle component. 
     The back panel  118  of  FIGS. 12A ,  12 B and  12 C is shown as including a flat panel member  118  that is made of single material having a single thickness and single set of properties. It is possible to form the back panel as a TWB and/or TWC by coupling together multiple portions of varying materials and thicknesses into flat panel member of the back panel  118  via vertical join seams  54  prior to the integrated (unitary) vertical members  120  being formed as shown in  FIG. 12E . In an alternative exemplary embodiment, it is possible to manufacture the flat panel member of the back panel  188  using a TWB and/or a TWC to and to then manufacture the flat panel member into the vehicle component of the back panel  188  in a forming operation (such as stamping or progressive stamping processes) or other appropriate process to form the integrated (unitary) horizontal cross members  122 ,  124  in the respective portions of the flat panel member of the back panel  118  as shown in  FIG. 12F . In both  FIGS. 12E and 12F  it is shown that the flat panel member of the back panel  118  is first manufactured and then the other components of the back panel member are added. 
     TWBs or TWCs may be used to alter the performance of seat components to enhance the ability to manufacture the part as well as to improve the performance and durability of the part during use. Referring to  FIGS. 13A-13B , an exemplary cushion pan  132  is shown that requires a deep draw to achieve the desired shape. The metal (steel or alloy) selection for the part is generally made based upon the forming requirements. The highly formable (draw quality) metal (steel or alloy) has low strength in order to achieve high formability. The low strength requires an increase in the thickness of the metal (steel or alloy) to achieve satisfactory performance in locations that are highly stressed. A tailor welded metal (steel or alloy) structure can provide thicker and/or higher strength material where stresses are higher (such as the raised bosses  134 ) and/or fatigue issues arise and provide a thinner, highly formable metal (steel or alloy) where it is required (such as in the middle of the pan  134  where fatigue and durability is less of a concern). The various portions (e.g., middle portion  136 ) of the cushion pan  132  may be welded together via join seams  54 . 
     While the above descriptions have generally dealt with tailor welded metal (steel or alloy) components, it should be understood that the metal used to form the seat frame and other components is not limited to metal (steel or alloy). According to other exemplary embodiments, the seat frame and other components may be formed from aluminum, or any other suitable metal or alloy. 
     For purposes of this disclosure, the term “coupled” (in all of its forms, couple, coupling, coupled, etc.) means the joining of two components (electrical or mechanical) directly or indirectly to one another. Such joining may be stationary in nature or movable in nature. Such joining may be achieved with the two components (electrical or mechanical) and any additional intermediate members being integrally formed as a single unitary body with one another or with the two components or the two components and any additional member being attached to one another. Such joining may be permanent in nature or alternatively may be removable or releasable in nature. 
     The foregoing description of embodiments of the invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from practice of the invention. The embodiments were shown and described in order to explain the principals of the invention and its practical application to enable one skilled in the art to utilize the invention in various embodiments and with various modifications as are suited to the particular use contemplated. 
     It is also important to note that the construction and arrangement of the elements of the vehicle seat as shown in the preferred and other exemplary embodiments is illustrative only. Although only a few embodiments of the present innovations have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements shown as multiple parts may be integrally formed, the operation of the interfaces may be reversed or otherwise varied, the length or width of the structures and/or members or connector or other elements of the system may be varied, the nature or number of adjustment positions provided between the elements may be varied. It should be noted that the elements and/or assemblies of the system may be constructed from any of a wide variety of materials that provide sufficient strength or durability, in any of a wide variety of colors, textures and combinations. Accordingly, all such modifications are intended to be included within the scope of the present innovations. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the preferred and other exemplary embodiments without departing from the spirit of the present innovations.