Patent Publication Number: US-2016221485-A1

Title: Reinforcement for vehicle seat structures and components

Description:
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS 
     This application claims priority to and the benefit of U.S. Provisional Patent Application No. 61/892,958, filed Oct. 18, 2013, the entire disclosure of which is incorporated herein by reference. 
    
    
     FIELD 
     The present application relates generally to reinforcement systems for vehicle seat structural members, such as, for example, a reinforcement member for a seat back. 
     BACKGROUND 
     Seat structures, such as seat back frames, for vehicle seats are required to provide a certain level of structural support. Due to such requirements, they may be relatively heavy and may require a relatively high cost to manufacture. Otherwise, the seat structure may not be able to withstand the forces within the vehicle. 
     SUMMARY 
     According to one embodiment, a method of reinforcing a vehicle seat structural member may include identifying a reinforcement region of the vehicle seat structural member based on an area of the vehicle seat structural member that will be subjected to higher operational stress than another area of the vehicle seat structural member and attaching a reinforcement member to the reinforcement region of the vehicle seat structural member. The reinforcement member may include at least one of structural epoxy, a plastic, a metallic member, and a composite member. The reinforcement member may be configured to reinforce the vehicle seat structural member in the reinforcement region. 
     According to another embodiment, a reinforcement system for a vehicle seat structural member may include a vehicle seat structural member with a reinforcement region identified based on an area of the vehicle seat structural member that will be subjected to higher stress than another area of the vehicle seat structural member and a reinforcement member attached to the reinforcement region of the vehicle seat structural member. The reinforcement member may include at least one of structural epoxy, a plastic, a metallic member, and a composite member. The reinforcement member may be configured to reinforce the vehicle seat structural member along high stress areas. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a perspective view of a vehicle according to one embodiment. 
         FIG. 2  is a perspective view of a vehicle seat that can be disposed in the vehicle of  FIG. 1 . 
         FIG. 3A  is a perspective, front view of a back frame of a vehicle seat according to one embodiment. 
         FIG. 3B  is a perspective, front view of a back frame of a vehicle seat according to one embodiment. 
         FIG. 4  is a perspective, front view of a back frame of a vehicle seat according to another embodiment. 
         FIG. 5A  are perspective, side, and front views, respectively, of the back frame of  FIG. 4 . 
         FIGS. 6A-6C  are cross-sectional views of the back frame of a vehicle seat with a reinforcing member. 
         FIG. 7A  is a perspective view of a metal cylindrical structure. 
         FIG. 7B  is a close-up view of the metal cylindrical structure of  FIG. 7A . 
         FIG. 8A  is a graph of test results of a rear impact analysis of the reinforced back frame. 
         FIG. 8B  is a table of the test results of  FIG. 8A . 
         FIGS. 9A-9B  are side and perspective views, respectively, of a reinforced seat with a passenger and a non-reinforced seat with a passenger in a rear impact analysis. 
         FIGS. 10A-10B  are side and front views, respectively, of a reinforced seat and a non-reinforced seat in a rear impact analysis. 
         FIG. 11  is a perspective, back view of a back frame of a vehicle seat according to one embodiment. 
         FIG. 12  is a perspective, exploded, back view of a back frame of a vehicle seat according to another embodiment. 
         FIGS. 13A-13D  are cross-sectional views of the back frame being reinforced through indirect resistance heating. 
         FIG. 14  is a perspective view of the back frame being reinforced through indirect resistance heating. 
         FIG. 15  is a cross-sectional view of an indirect resistance heating element surrounded by copper to reinforce the back frame according to one embodiment. 
         FIG. 16  is a perspective view of an indirect resistance heating element. 
         FIG. 17  is a perspective view of an indirect resistance heating element configured in a standard welding machine. 
         FIG. 18  is a circuit diagram of the current flowing through the indirect resistance heating element. 
         FIG. 19  is a perspective view of a testing setup for a specimen. 
         FIG. 20  is an exemplary graphical depiction of bending test results. 
     
    
    
     DETAILED DESCRIPTION 
     Referring generally to the figures, disclosed herein is a reinforcement system for a vehicle seat structural member and method for reinforcing a vehicle seat structural member, as shown according to exemplary embodiments. The present disclosure relates generally to a reinforcement system for adding strength to a vehicle seat structural member, while minimizing the weight. 
       FIG. 1  illustrates an exemplary embodiment in which the reinforcement system may be used in a vehicle  20 . The vehicle  20  may include an interior passenger compartment containing a vehicle seat  22  for providing seating to an occupant. Although a four door sedan automobile is shown in  FIG. 1 , the reinforcement system may be used in a variety of applications, but is particularly useful within a vehicle seat in any type of vehicle, such as a two door or four door automobile, a truck, a SUV, a van, a train, a boat, an airplane, or other suitable vehicular conveyance. 
     The overall structure of the vehicle seat  22 , as shown in  FIG. 2 , including its structural frame, padding, and covering can be any known seat known in the art. For example, the overall structure of the seat may be, for example, any of the vehicle seats disclosed in U.S. Patent Application Publication Nos. 2012/0032486, 2011/0316317, 2011/0260514, 2011/0080026, 2011/0074199, 2010/0320816, 2007/0132266, and 2002/0171282 and PCT Application Publication No. WO 2011103501 A3, the entireties of which are incorporated by reference. The vehicle seat  22  may include a seat cushion  24  (with a corresponding seat cushion frame) and a seat back  26  (with a corresponding seat back frame  30 ). 
     The vehicle seat  22  and its various components (including the vehicle seat structural member) may be constructed out of a variety of materials including, but not limited to steel, aluminum, composite, and plastic. 
     The reinforcement system may include a vehicle seat structural part or member and at least one reinforcement part or member  40 . The reinforcement member  40  may be attached to the seat structural member through a variety of different methods, as described further herein. 
     The vehicle seat structural member may be a variety of different components or structures within the vehicle seat  22  that provide structural rigidity and integrity for the vehicle seating including, but not limited to, the load floor of folding vehicle seats (e.g., in the second and third rows of the vehicle), the seat frame (e.g., the seat back frame  30  and/or the seat cushion frame), or other functional and/or aesthetic components that can be reinforced. According to one embodiment, the load floor may be the portion of the folding seat that becomes the floor when the vehicle seat is folded and, therefore, must maintain structural integrity. According to another embodiment, the seat back frame  30  may be an internal, one-piece back frame, as shown in  FIG. 3A . Although the seat back frame  30  is referred to in the present application, it is anticipated that the reinforcement system may be used with any of the vehicle seat structural members, according to the desired configuration. 
     In order to increase the overall strength and stiffness and optimize and improve the performance, strength, and structure of the vehicle seat structural member without needlessly increasing the mass, weight, and volume of the vehicle seat structural member, the vehicle seat structural member may be selectively reinforced along at least one key and specific high stress region or area (e.g., a reinforcement region  38 ). With the selective reinforcement, the vehicle seat structural member may adequately manage loads or applied forces. This increase in strength may preserve the vehicle seat integrity, improve the overall performance, and prevent failure and deformation of the vehicle seat  22  structure or components, while minimizing the mass, weight, volume, and, therefore, cost. 
     Consequently, the reinforcement member  40  may enable the wall material of the vehicle seat structural member to be a thinner material, weigh less and use less mass without sacrificing the effective strength of the vehicle seat  22 . The reduced part weight of the vehicle seat structural member and the vehicle seat  22  may improve the fuel economy. The added weight of the reinforcement member  40  is negligible compared to the reduced weight of the overall seat  22 . Additionally, use of the selective reinforcement and reduction in required materials may reduce the overall cost and the manufacturing cost of the vehicle seat  22  structure and components, while being highly manufacturable. Additionally, providing sufficient structural support with the reinforcement member  40  may abate the vibration of the vehicle seat  22  due to the increase in strength and stiffness. 
     Accordingly, the reinforcement regions  38  may be positioned to improve the seat performance in specific situations, such as a rearward impact accident. The reinforcement member  40  may improve how the seat  22  performs under certain high stresses in particular directions. 
     The reinforcement region  38  and, therefore, the reinforcement member  40 , may be located anywhere along the surface of the vehicle seat structural member and components. The reinforcement region  38  may be an entire area or section, a pinpointed area, or a thin/weak spot of the vehicle seat structural member that may be reinforced and may be subjected to a higher stress than another area of the vehicle seat structural member, depending on the need. The exact location of the reinforcement region  38  may be identified through, for example, testing and applying stress to the vehicle seat structural member to mimic crash conditions in order to determine the regions that require extra strength and to optimize the structure and weight of the vehicle seat structural member. 
     Accordingly, to reinforce the vehicle seat structural member with the reinforcement member  40 , the reinforcement member  40  may directly correspond to, attach to, reinforce, and support only the reinforcement regions  38 . Other areas that not considered reinforcement regions  38  may not have a reinforcement member  40  attached to minimize the overall mass, weight, and volume of the vehicle seat structural member. 
     The seat back frame  30  may include multiple reinforcement areas or regions  38  located in different areas on the seat back frame  30 . According to one embodiment as shown in  FIG. 3A , the reinforcement regions  38  may be located along an inside region of the seat back frame  30  in order to allow the reinforcement member  40  reinforce under tension, rather than compression. The reinforcement region  38  may be positioned along the upper cross bar or member  32 , the lower cross bar or member  34 , and the side bar or member  36 . Accordingly, the reinforcement member  40  may be attached to and selectively reinforce these reinforcement regions  38 . However, it is anticipated that the reinforcement regions  38  may be located in a different area along the seat back frame  30 , depending on, for example, the particular configuration of the seat  22  and the stresses on the seat  22 . The areas that are not considered reinforcement regions  38  are, accordingly, not reinforced by a reinforcement member  40 . According to another embodiment as shown in  FIG. 3B , the reinforcement regions  38  may be located along the outside of the seat back frame  30  on a side member  36 . 
     As shown in  FIGS. 4 and 5A-5C , the reinforcement region  38  may not extend along the entire length or width of the seat back frame  30  and may be concentrated in a particular area. The reinforcement region  38  may be (and the reinforcement member  40  may accordingly attach to) an inner surface on a lower region of the side member  36  of the seat back frame  30 . More specifically, the reinforcement region  38  may extend along a portion of the length of the seat back frame  30  (e.g., along the z-axis) from a portion overlapping the vertical positioning of the lower cross member  34  to a portion above the lower cross member  34  and the recliner mechanism and below the vertical midpoint of the seat back frame  30 . Accordingly, the reinforcement region  38  may extend around, lie next to, and share the same vertical position as the lower cross member  34 . Alternatively, the reinforcement region  38  may overlap a portion of the lower cross member  34 . 
     The reinforcement region  38  may also extend between the edges of the portion of the side member  36  extending parallel to the x-axis (as shown in  FIGS. 4 and 5B ). The reinforcement region  38  may further extend between the edges of the portion of the side member  36  extending parallel to the y-axis (as shown in  FIGS. 4 and 5C ). 
     To improve the load management methodology, the reinforcement member  40  may include a variety of different materials and may be attached or applied to reinforcement region  38  of the vehicle seat structural member through a variety of different methods, according to the desired configuration. For example, the reinforcement member  40  may include at least one of a structural epoxy, plastic (such as injection-molded plastic), a metallic member, or a composite member, as described further herein. Accordingly, the reinforcement member  40  and the vehicle seat structural member may be a variety of different material combinations with each other, according to the desired configuration. The specific materials used may depend on the desired method of attachment. 
     According to one embodiment, the reinforcement member  40  may include structural epoxy, such as a structural epoxy  42 , as shown in  FIGS. 3A-3B, 4, 5A-5C, 6A-6C, and 7 . The structural epoxy  42  (such as structural epoxy sealant) may be directly applied or laminated to the vehicle seat structural member for reinforcement. According to one embodiment, the reinforcement member  40  may be constructed out of the Henkel Terocore® 16301™ material, which is a fiberglass reinforcing layer laminated by an expandable, heat curing epoxy sealant. According to another embodiment, the reinforcement member may be a thermal bond composite or steel and carbon fiber composite. 
     According to one embodiment as shown in  FIG. 6A , the reinforcement member  40  may be a layered region comprising two separate and attachable layers on the seat back frame  30 : the structural epoxy  42  and a reinforcing or structural layer  44 . The structural epoxy  42  may be positioned on either side of the structural layer  44 . The structural layer  44  may be a variety of different materials, including, but not limited to fiberglass, composite, and metal. 
     According to another embodiment as shown in  FIG. 6B , the structural epoxy  42  may be directly applied to the back frame  30  without the structural layer  44 . The structural epoxy  42  may have reinforcing properties to provide additional support to the back frame  30 . 
     Alternatively, as shown in  FIG. 6C , the reinforcement member  40  may comprise the structural epoxy  42  and the structural layer  44  as one composite layer  46 , attached to and supporting the back frame  30 . The thickness of each of the layers may vary depending on the individual strengths of the layers and the desired outcome of strength, stiffness, and weight. The layers shown in  FIGS. 6A-6C  may not be drawn proportionally in order to depict the layers. 
     The reinforcement member  40  may be formed directly on the back frame  30  (and adhered with the structural epoxy) or may be pre-formed and then attached to the back frame  30  by conventional attachment mechanisms, like an epoxy adhesive, welding, thermal bonding, or screws. For example, the fiberglass material may be secured to the back frame  30  with an epoxy adhesive to add strength. Alternatively, metal foils with high strength properties may be secured to the back frame  30  through epoxy or welding (e.g. resistance welding or ultrasonic welding). 
     The reinforcement member  40  with the structural epoxy  42  may conform to the contours and configuration of the seat back frame  30 . As an example of the effectiveness of the reinforcement member  40 ,  FIGS. 7A and 7B  depict an example of Henkel Terocore 16301, in which a metal cylindrical structure  50  has a reinforcement member  40  disposed thereon, thereby improving the structural properties of the metal cylindrical structure  50  and preventing any deformation.  FIG. 7B  shows a close-up view of an example of the surface of the reinforcement member  40 , but it is anticipated that the surface may have a variety of different configurations. 
     As shown in  FIGS. 8A-8B, 9A-9B, and 10A-10B , the seat back frame  30  of  FIG. 4  with and without the Henkel Terocore material was tested with rear impact conditions. As shown in the graph in  FIG. 8A , the back angle was correlated with the recliner moment. The recliner moment refers to the amount of load applied to the seat back. The back angle refers to the degree of deformation or rotation of the seat back as a result of the recliner moment. The recliner moment was measured on both the inboard (“IB”) side and the outboard (“OB”) side of both a back frame with reinforcement (i.e., with Terocore) and a back frame without any reinforcement (i.e., the baseline). The inboard side corresponds to the side of the seat back frame closer to the center of the vehicle  22 , while the outboard side corresponds to the side of the seat back frame closer to the door of the vehicle  22 . 
     The maximum moment of the inboard side of the seat back with Terocore reinforcement is 1354.0 Nm at 10.6°. The maximum moment of the outboard side of the seat back with Terocore reinforcement is 1408.8 Nm at 14.0°. The maximum moment of the inboard side of the seat back without reinforcement is 1325.0 Nm at 10.5°. The maximum moment of the outboard side of the seat back without reinforcement is 1398.0 Nm at 14.0°. The different in back angle between the inboard side and the outboard side of the seat back with Terocore reinforcement is 14°. The different in back angle between the inboard side and the outboard side of the seat back without reinforcement is 21°. 
     The quantitative results of the rear impact testing are displayed in  FIG. 8B . The maximum dynamic and the set of both sides of both the seat back without reinforcement (the “baseline”) and the seat back with reinforcement (i.e., with Terocore) are shown. The maximum dynamic is the maximum back angle of the seat back during the crash testing. The set is a measurement of the back angle of the seatback after the crash impact is complete (e.g., when the recliner moment is zero after the crash testing). The average (“aye”) of the inboard side and the outboard side indicates the back angle in the center of the seat back. The twist is the different between the back angle of the outboard side and the inboard side and therefore indicates how unsymmetrical the deformation is as a result of the crash testing. A greater back angle indicates more rotation and deformation along the seat back. 
     As shown in  FIG. 8B , the seat back frame  30  with the reinforcement member  40  has measureable improvements in seat performance compared to the baseline (e.g., with no reinforcement), with a reduced maximum dynamic and a reduced set. By adding reinforcement (e.g., Terocore) to the vehicle seat, the amount of twisting and deformation is reduced along the seat back. For example, both the inboard side and the outboard side of the vehicle seat  22  with reinforcement has less twisting than that of a vehicle seat  12  without reinforcement. Therefore, an occupant  23  in the vehicle seat  22  with reinforcement is also twisted less than the occupant  13  in the vehicle seat  12  without reinforcement. 
     As shown in  FIGS. 9A-9B and 10A-10B , a non-reinforced vehicle seat  12  with a passenger  13  is compared to the same vehicle seat  22  with a reinforcement system in a rear impact analysis. As shown, the reinforced seat  22  has better performance than the non-reinforced seat  12 . For example, the reinforced seat  22  deforms, bends, and twists less than the non-reinforced seat  12  and is more symmetrical under crash conditions, thus better protecting the passenger  23  within the seat  22 , as well as keeping the passenger centered in the seat. 
     As shown in  FIG. 10A , the inboard side  54  of the vehicle seat  22  with reinforcement twists, deforms, and bends less than the inboard side  64  of the vehicle seat  12  without reinforcement. As shown in  FIGS. 10A-10B , the outboard sides  56  and  66  of both of the vehicle seats  12  and  22  twists less than the inboard sides  54  and  64  of both of the vehicle seats  12  and  22  due to the particular configuration of the seats. The difference in deformation and twisting between the outboard and inboard sides may be due to a variety of different factors, such as the overall structure of the seat or the lower components of the seat (e.g., the track mechanism, the lift mechanism, or the for-aft adjustment mechanism). 
     Accordingly, the twist and deformation of the seat back is reduced and the performance of the seat back is improved by attaching the reinforcement structure. The degree of allowed twist and overall deformation depends on the desired configuration by the original equipment manufacturer (OEM). 
     According to another embodiment, the reinforcement member may include an injection-molded plastic (e.g., injection-molded reinforcement parts  140 ), as shown in  FIG. 11 . The injection-molded reinforcement parts  140  may reinforce the vehicle seat structural member (e.g., the seat back frame  30 ) and components. Injection molding may be used to directly bond, mold, or attach injection-molded reinforcement parts  140  onto the back frame  30  in order to reinforce and stiffen thin material sections and high stress areas. 
     The injection-molded reinforcement parts  140  may be configured in a variety of different shapes and sizes according to optimally reinforce the vehicle seat structural component. According to one embodiment as shown in  FIG. 11 , the injection-molded reinforcement parts  140  is in a lattice configuration that reduces material consumption while providing additional strength. 
     Various material combinations may be used with the injection-molded reinforcement parts  140 . For example, the injection-molded reinforcement parts  140  may be made of the material provided by the Taiseiplas “NMT” (Nano Molding Technology), in which a patterned indented surface may be created on an aluminum alloy surface, allowing additional components to be attached to various specific locations along the metal surface (e.g., the vehicle seat structural member). The injection-molded reinforcement parts  140  can provide the same reinforcing benefits as the reinforcement member  40 . 
     According to yet another embodiment, the reinforcement member may include a metallic member (e.g., metallic reinforcement parts  240 ), as shown in  FIG. 12 . The metallic reinforcement parts  240  may reinforce the vehicle seat structural member (e.g., the seat back frame  30 ) and components. Welding may be used to directly bond or attach metallic reinforcement parts  240  onto the back frame  30  in order to reinforce and stiffen thin material sections and high stress areas. 
     Various types of welding may be used to add a reinforcement part  240  to specific locations along the back frame  30 . For example, resistance welding or ultrasonic welding may be used to join the metallic reinforcement parts  240  to the back frame  30 . Although the metallic reinforcement parts  240  may be made of metal, it is anticipated that another reinforcement part may be constructed out of a different material (e.g., plastic) and welded to the back frame  30 . The metallic reinforcement part  240  can provide the same reinforcing benefits as the reinforcement member  40  and the injection-molded reinforcement part  140 . 
     According to still another embodiment, the reinforcement member  40  may include a composite reinforcement part or member  340 , as shown in  FIGS. 13A-18 . The composite reinforcement part  340  may reinforce the vehicle seat structural member (e.g., the seat back frame  30 ) and components. Indirect resistance heating may be used to directly bond or attach composite reinforcement part  340  onto the back frame  30  in order to reinforce and stiffen thin material sections and high stress areas. Thermal bonding, through indirect resistance heating as described in patent application No. PCT/US2013/59920 (the entirety of which is incorporated by reference), may be used to attain selective hardening to reinforce the vehicle seat  22 . 
       FIGS. 13A-13D  depict the process of thermal bonding through indirect resistance heating, in which heat  322  is applied through an indirect resistance heating element  300  to the back frame  30 . The back frame  30  is at least touching a composite reinforcement part  340 . The heat  322  transfers through the back frame  30 , melts the composite reinforcement part  340 , and bonds the composite reinforcement part  340  to the back frame  30 , thus creating a bonded area  342  between the components. The heating element  300  (and therefore the heat  322 ) only needs to be applied to one side of the elements to be bonded (i.e. to the back frame  30 ). Due to the thermal conductivity of the materials, the system may be cooled  324  by drawing the heat  322  back out of the system after the heat  322  has been applied to the system. 
     The back frame  30  and the composite reinforcement part  340  may be selectively attached with the indirect resistance heating according to the desired configuration or attachment. The bonded area  342  (i.e. the bonded joint) results with the portions of the composite reinforcement part  340  that are within the direct line of applied heat  322  and interface with the back frame  30 . These portions are melted and bonded to the back frame  30 , while the other portions of the composite reinforcement part  340  remain intact and unattached to the back frame  30 , thus achieving selective reinforcement. 
     The heating element  300  may apply sufficient heat to reach or surpass the melting point of the composite reinforcement part  340 . For example, 250° C. may be applied to the back frame  30  to melt and bond the composite reinforcement part  340  to the back frame  30 . The heating and cooling may take place over a relatively short time period, such as about 0.3 seconds (the heating element  300  may reach the desired temperature within about 0.05 seconds and reach a steady state temperature within 0.30 seconds per  1 mm gauge). Pressure  320  may additionally be applied during the process to insure proper bonding between the back frame  30  and the composite reinforcement part  340 . 
     For the indirect resistance heating, a variety of materials may be used. For example, the back frame  30  may be a metal (such as steel (i.e. HSLA, dual phase, and TWIP) or stainless steel, aluminum, or magnesium grades) and the composite reinforcement part  340  may be a composite material (such as a thermoplastic material (i.e. PA6 with glass fibers) or carbon fiber). The surfaces between the back frame  30  and the composite reinforcement part  340  may optionally be treated to enhance the bonding. For example, a surface treatment, texturing, and/or coating may be applied. More specifically, phosphate coatings, nano surface treatment, Surfi-Sculpt™ process, and/or laser surface texturing may be used on the back frame  30 . An adhesive is not required between the back frame  30  and the composite reinforcement part  340 . 
       FIG. 14  depicts the back frame  30  bonding with the composite reinforcement part  340  through indirect resistance heating. The back frame  30  and the composite reinforcement part  340  are placed within a heating press tool  328 . One side of the heating press tool  328  is the heating element  300 . The back frame  30  is sandwiched between the heating element  300  and the composite reinforcement part  340 . As the heating element  300  is heated and then cooled, pressure is applied by the heating press tool  328  to the back frame  30  and the composite reinforcement part  340  to insure proper bonding. 
       FIG. 15  depicts the indirect resistance heating element  300 . The heating element  300  may include a conductive material, such as copper  310 , a heating material  312 , and a thermal coating  314 . The copper  310  may at least partially encompass the outside of the heating elements  300  and be exposed to a heat source, such as an electrical current. The heating material  312  may be at least partially recessed within or attached to the top of the copper  310 . The thermal coating  314  may at least partially rest on top of the heating material  312 . Alternatively, the thermal coating  314  may be thermally sprayed onto the heating material  312 . The back frame  30  may be in direct contact with the thermal coating  314 . The thermal coating  314  may increase the contact between the heating material  312  and the back frame  30 , allow heat to transfer into the back frame  30 , provide uniformity in the heating process, provide electrical insulation, and prevent the system from shorting.  FIG. 16  depicts the indirect resistance heating element  300  without the copper  310  covering. 
     The thermal coating  314  may be a thermal conductivity ceramic, such as a plasma spray coating of 10% aluminum nitride (AIN) distributed in a Yttrium Stablized Zirconia (YSZ) matrix. The heating material may be TZM molybdenum. TZM molybdenum is an alloy of molybdenum with 0.50% titanium, 0.08% zirconium, and 0.02% carbon. 
       FIG. 17  depicts the indirect resistance heating element within a standard welding machine. A power supply  326  may be connected to the copper  310  to apply a current through and heat the copper  310 . The heat  322  is transferred to the heating material  312  and subsequently through the thermal coating  314  and into the back frame  30  and the composite reinforcement part  340 . Cooling tubes  330  draw heat out of the system and prevent over-heating. 
       FIG. 18  depicts an electrical and thermal schematic of the current flowing from the MFDC power supply  326  and through the upper heating element  300  with the thermal coating  314  or electrical insulation over the workpiece (e.g., the back frame  30  and the composite reinforcement part  340 ). This system heats the back frame  30  that is connected to the composite reinforcement part  340  and subsequently melts the composite reinforcement part  340  to the back frame  30 . 
       FIG. 19  depicts a physical testing setup to compare reinforced specimens to bare specimens. More specifically,  FIG. 19  depicts a three-point bending test. Loads  72  are placed on either side of the specimen  70  to bend the specimen  70  and thus test the physical strength of the specimen  70 . The specimen  70  is either bare or includes a reinforcement layer, such as reinforcement members  40 ,  140 ,  240 , or  340 . By way of example, the specimen  70  in  FIG. 19  is a steel sheet. 
       FIG. 20  depicts a graph of exemplary  340 XF bending test results of the physical testing setup of  FIG. 19  comparing the strengths of unreinforced material and reinforce material (e.g. material reinforced with technology from Henkel). The punch displacement (in millimeters) is correlated with the punch load (in Newtons). As shown by the graph, the bare specimens  80  are not able to maintain the same punch load as the reinforced specimens  82 . For example, in order for the bare steel specimen to have the same stiffness as the reinforced steel specimen, the bare steel would have to be 1.2 mm thick (instead of 1 mm thick), and therefore also heavier. The peak load of the bare steel would only be 122N (instead of 223N) and have a normalized mass of 9.36 kg/m 3  (instead of 8.71 kg/m 3 ). 
     In order for the bare steel specimen to have the same peak load as the reinforced steel specimen, the bare steel would have to be 1.62 mm thick (instead of 1 mm thick), also increasing the heaviness. The normalized mass of this bare steel would be 12.6 kg/m 3  (instead of 8.71 kg/m 3 ). Therefore, reinforced steel performs better and weighs less than bare steel. Thus, it would be beneficial to have the back frame  30  with the reinforcement members  40  or reinforcement parts  140 ,  240 , or  340  to increase the overall strength and minimize the overall weight, as well as to add components and features to the vehicle seat  22 . 
     According to yet another embodiment and in addition to the structural reinforcement, load distribution, and the weight reduction, the reinforcement members may enable additional seat components to attach to the vehicle seat structural member. For example, additional features, components, or attachments may be added or incorporated with the reinforcement members  40 ,  140 ,  240 , or  340  into the back frame  30  with the attachment methods described further herein. These features may be aesthetic and/or functional, thereby improving the craftsmanship of the back frame  30  and reducing the required part assembly. For example, attachment features may be added to enable the attachment of seat features to the surface of the vehicle seat  22 . As shown in  FIG. 12 , for example, plastic attachment features may be attached to specific locations along the surface of the back frame  30 . More specifically, additional features and components  242  for a map pocket may be integrated into the back frame  30 . Alternatively or additionally, trim attachments, such as J-hooks, to attach a seat fabric material or covering to the vehicle seat structure may be integrated into the back frame  30 . This may decrease the required assembly and decrease the required seat fabric material. 
     The embodiments disclosed herein a reinforcement system, with a vehicle seat structural member and at least a reinforcement member, to increase the strength and decrease the weight of a vehicle seat. Besides those embodiments depicted in the figures and described in the above description, other embodiments of the present invention are also contemplated. For example, any single feature of one embodiment of the present invention may be used in any other embodiment of the present invention. 
     Given the disclosure of the present invention, one versed in the art would appreciate that there may be other embodiments and modifications within the scope and spirit of the invention. Accordingly, all modifications attainable by one versed in the art from the present invention within the scope and spirit of the present invention are to be included as further embodiments of the present invention.