CN116723958A

CN116723958A - Seat for vehicle

Info

Publication number: CN116723958A
Application number: CN202280010009.3A
Authority: CN
Inventors: 和田仁明; 渡边弘规; 亀井聡一郎; 田辺仁一
Original assignee: TS Tech Co Ltd
Current assignee: TS Tech Co Ltd
Priority date: 2021-01-14
Filing date: 2022-01-12
Publication date: 2023-09-08
Also published as: JP2022147818A

Abstract

Provided is a vehicle seat which can ensure the rigidity of a reclining device and can reduce the manufacturing cost. The vehicle seat includes a reclining device (30) rotatably coupling a seat back to a seat cushion. The tilting device (30) has: a rotation shaft (32) which is disposed on the left and right sides in the seat width direction and serves as the rotation center of the seat back; and a plate-shaped connecting member (40) that extends in the seat width direction and connects the left and right rotation shafts (32). The connecting member (40) has: a connecting body (41) extending in a longitudinal direction in the seat width direction; and a shaft mounting portion (42) provided at the extending end of the connecting body portion (41) and for mounting the rotating shaft (32). The shaft mounting portion (42) has an open cross-sectional shape with an opening formed on the upper side thereof, and supports an extension portion of the rotating shaft (32).

Description

Seat for vehicle

Technical Field

The present invention relates to a vehicle seat, and more particularly, to a vehicle seat including a reclining device that rotatably couples a seat back to a seat cushion.

Background

Conventionally, as described in patent document 1, a vehicle seat including a reclining device is known. The tilting device mainly comprises: a tilting body that is driven when the seat cushion is rotated; the rotating shafts are arranged at the left side and the right side and serve as the rotating center of the seat cushion pad; a tubular connecting rod for connecting the left and right rotation shafts; and an operation lever that is operated to release the locked state of the seat cushion.

In this structure, the connecting rod is connected to rotate together with the rotating shaft in accordance with the rotation operation of the rotating shaft. Specifically, the connecting rod is connected to the rotation shaft via the cover member, so that the connecting rod can be operated in synchronization with the rotation operation of the rotation shaft.

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open No. 2008-136552

Disclosure of Invention

Problems to be solved by the invention

In addition, in the vehicle seat as in patent document 1, it is required to manufacture the constituent parts while securing rigidity required for good operability of the reclining device and also suppressing manufacturing costs as compared with the conventional art.

For example, by manufacturing a component part such as a connecting rod by press molding, manufacturing costs can be reduced as compared with the case of manufacturing by conventional die molding.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle seat that can suppress the manufacturing cost of a reclining device while ensuring the rigidity of the reclining device.

Another object of the present invention is to provide a vehicle seat in which the manufacturing cost of the reclining device can be reduced by manufacturing constituent parts by press molding.

[ means of solving the problems ]

The above object is achieved by a vehicle seat according to the present invention, comprising: a seat body having a seat cushion and a seat back; and a reclining device that rotatably couples the seat back to the seat cushion, wherein the reclining device includes: a rotation shaft disposed on the right and left sides in the seat width direction and serving as a rotation center of the seat back; and a coupling member that extends in the seat width direction and couples the left and right rotation shafts, the coupling member having: a connecting body portion extending in a longitudinal direction in the seat width direction; and a shaft mounting portion provided at an extension end portion of the coupling main body portion and configured to mount the rotating shaft, the shaft mounting portion having an open cross-sectional shape in which an opening is formed at one side in a vertical direction or one side in a seat front-rear direction, and supporting an extension portion of the rotating shaft.

With this structure, a vehicle seat that can suppress the manufacturing cost of the reclining device while ensuring the rigidity of the device can be realized.

In detail, the shaft mounting portion has an open cross-sectional shape in which an opening is formed on one side in the up-down direction or one side in the seat front-rear direction, and supports an extension portion of the rotating shaft. Therefore, the assembling rigidity of the coupling member and the rotation shaft can be ensured with a simple structure, and the manufacturing cost can be suppressed as compared with the case of the conventional tubular coupling member.

In this case, the coupling member is preferably formed of a plate-like member, and the shaft mounting portion has a pair of opposing wall portions provided at a predetermined interval, and a coupling wall portion coupling the pair of opposing wall portions, and is supported so as to surround an extension portion of the rotation shaft.

With this structure, the joining member can be manufactured by, for example, press forming. As a result, the manufacturing cost can be reduced as compared with the conventional one.

In this case, the pair of opposed wall portions are preferably provided at predetermined intervals in the seat front-rear direction, the connecting wall portions connect lower end portions of the pair of opposed wall portions, and the connecting member has an open cross-sectional shape in which the opening is formed on an upper side of the connecting member.

The rotation shaft can be supported from below by the structure of the connecting member. In addition, the rotation shaft can be easily assembled to the coupling member.

In this case, it is preferable that welding is performed in a state where the shaft mounting portion and the rotation shaft are in contact with each other, and at least one of the shaft mounting portion and the rotation shaft is formed with a weld mark, and the weld mark is formed in a plurality at predetermined intervals in the seat front-rear direction or the up-down direction, and extends along the rotation shaft.

With this structure, the rotation shaft can be firmly assembled to the coupling member. That is, as a result of applying a torsional stress to the coupling member in response to the rotational movement of the rotational shaft, the torsional rigidity of the coupling member can be appropriately ensured. In addition, the rotating shaft can be easily assembled.

In this case, the shaft mounting portion preferably has a first flange portion and a second flange portion formed to protrude from the extending end portions of the pair of opposing wall portions toward opposite sides from each other, and the extending portion of the rotation shaft is accommodated in a region surrounded by the pair of opposing wall portions and the connecting wall portion.

With this structure, the rigidity of the connecting member can be improved. In addition, by housing the rotation shaft at a predetermined position of the coupling member, the rotation shaft can be assembled more easily.

In this case, the connecting body portion preferably has a reinforcing portion which is formed as a convex portion or a concave portion on an outer surface of the connecting body portion and extends along an extending direction of the connecting body portion or a direction intersecting the extending direction.

With this structure, the rigidity of the coupling member can be improved while suppressing the manufacturing cost of the coupling member.

In this case, the connecting body portion preferably has a plurality of reinforcing convex portions and reinforcing concave portions formed alternately in the extending direction of the connecting body portion, and the reinforcing convex portions and the reinforcing concave portions have a bellows shape.

Alternatively, the connecting body portion may have a reinforcing portion which is formed in an X-shape and is provided with a convex portion or a concave portion on an outer surface of the connecting body portion.

Alternatively, the coupling member may be formed by bending a plate-like member, the coupling body portion may have an open cross-sectional shape in which an opening is formed in one side in the up-down direction or the seat front-rear direction, and the opening of the coupling body portion may be formed to be oriented to the same side as the opening of the shaft mounting portion.

With this structure, the rigidity of the connecting member can be further improved while suppressing the manufacturing cost of the connecting member.

In this case, the shaft mounting portion preferably includes a positioning portion that is formed as a convex portion on an outer surface of the shaft mounting portion, and positions the rotating shaft by abutting an extension end portion of the rotating shaft.

With this structure, the rotating shaft can be more easily assembled to the coupling member (shaft mounting portion). That is, the rotation shaft is easily assembled to the assembly position by abutting the rotation shaft against the positioning portion of the coupling member from the outer side in the seat width direction.

In this case, it is preferable that the seat cushion further includes a cushion frame as a skeleton of the seat cushion, the cushion frame having: side frames disposed on the left and right sides in the seat width direction and extending in the seat front-rear direction; and a connecting frame connecting the front or rear portions of the left and right side frames, the connecting frame having an open cross-sectional shape in which an opening is formed on one of the front and rear sides of the seat or on one of the front and rear sides of the seat, and extending toward the inner side surface of the side frame.

With this structure, a vehicle seat that can suppress manufacturing costs while ensuring rigidity of the seat frame can be realized.

In detail, the connecting frame has an open cross-sectional shape in which an opening is formed on one side in the up-down direction or one side in the seat front-rear direction, and extends toward the inner side surface of the side frame. Thus, the joining frame can be manufactured by, for example, press forming. As a result, the manufacturing cost can be reduced as compared with the case of the conventional connecting pipe (the conventional connecting pipe cannot be manufactured by press forming).

That is, by forming the connecting frame in an open cross-sectional shape, the manufacturing cost of the connecting frame can be suppressed while ensuring rigidity.

In this case, the connecting frame is preferably formed of a plate-shaped frame, and includes a pair of opposing wall portions provided at a predetermined interval, and a connecting wall portion connecting the pair of opposing wall portions.

With this structure, the rigidity of the connection frame can be improved while suppressing the manufacturing cost of the connection frame.

In this case, the seat cushion preferably includes a seat cushion frame as a skeleton, and a connecting member, the seat cushion frame having a pair of side frames provided separately in a width direction of the vehicle seat, the pair of side frames being connected by the connecting member, the connecting member being formed by joining a first portion formed of a first material and a second portion formed of a second material different from the first material.

With this structure, the material used for the connecting member of the vehicle seat can be flexibly selected between the first portion and the second portion.

In this case, the first material is preferably a material having a smaller specific gravity than the second material.

According to the above configuration, the use of a material having a small specific gravity can reduce the weight of the vehicle seat.

In this case, it is preferable that the seat back frame includes a headrest provided on the seat back and a seat back frame forming a skeleton of the seat back, the seat back frame includes a pair of back side frames, an upper frame connecting the pair of back side frames, and a headrest guide holding a stay of the headrest, the upper frame includes a first plate-shaped base frame and a second plate-shaped base frame, the first base frame is sandwiched between the headrest guide from a front side of the seat back to support the headrest guide, and the second base frame is sandwiched between the headrest guide from a rear side of the seat back to support the headrest guide.

According to the vehicle seat, the headrest guide is supported by sandwiching the headrest guide in the front-rear direction by the first base frame and the second base frame. If the first base frame and the second base frame are joined with the headrest sandwiched from the front-rear direction, the headrest guides may be fixed together. Therefore, the headrest guide can be fixed to the seat back frame with a relatively simple structure.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the present invention, a vehicle seat that can suppress the manufacturing cost of a reclining device while ensuring the rigidity of the device can be realized.

In addition, by the present invention, the connecting member can be manufactured by, for example, press forming. As a result, the manufacturing cost can be reduced as compared with the conventional one.

In addition, by the present invention, the rotating shaft can be suitably supported. In addition, the rotation shaft can be easily assembled to the coupling member.

In addition, by the present invention, the rotation shaft can be firmly assembled to the coupling member. That is, the torsional rigidity of the rotational motion of the coupling member with respect to the rotation shaft can be suitably ensured.

In addition, according to the present invention, the rotation shaft can be easily assembled to the coupling member. In addition, the rotating shaft can be easily assembled to the assembling position.

Further, according to the present invention, a vehicle seat that can suppress manufacturing costs while ensuring rigidity of a seat frame can be realized.

In addition, according to the present invention, the material used for the connecting member of the vehicle seat can be flexibly selected between the first portion and the second portion.

In addition, according to the present invention, the headrest guide can be fixed to the seat back frame with a relatively simple structure.

Drawings

Fig. 1 is a perspective view of a vehicle seat according to a first embodiment.

Fig. 2 is a perspective view of a seat frame as a skeleton of a vehicle seat.

Fig. 3 is an enlarged view of a main portion of the seat frame, and is a perspective view of the reclining device.

Fig. 4 is a perspective view of the tilting device viewed from another angle.

Fig. 5A is a perspective view of the coupling member and the rotation shaft.

Fig. 5B is a perspective view of the coupling member and the rotation shaft viewed from another angle.

Fig. 6A is a perspective view of a connecting member according to modification 1.

Fig. 6B is a perspective view of the coupling member of modification 1 viewed from another angle.

Fig. 7A is a perspective view of a coupling member according to modification 2.

Fig. 7B is a perspective view of the coupling member of modification 2 viewed from another angle.

Fig. 8A is a perspective view of a coupling member according to modification 3.

Fig. 8B is a perspective view of the coupling member of modification 3 viewed from another angle.

Fig. 9A is a perspective view of a coupling member according to modification 3.

Fig. 9B is a perspective view of the coupling member of modification 3 viewed from another angle.

Fig. 10 is a perspective view of a vehicle seat according to a second embodiment.

Fig. 11 is a perspective view of a seat frame as a skeleton of a vehicle seat.

FIG. 12 is an enlarged view of a main portion of the cushion frame, and is a perspective view of the side frames and the connecting frame.

Fig. 13 is a perspective view of the coupling frame.

Fig. 14 is a perspective view of the base frame.

FIG. 15 is a cross-sectional view of XV-XV of FIG. 14.

Fig. 16A is a perspective view of modification 1 of the coupling frame.

Fig. 16B is a perspective view of modification 2 of the coupling frame.

Fig. 16C is a perspective view of modification 3 of the coupling frame.

Fig. 17 is a perspective view of modification 1 of the side frame.

Fig. 18 is a perspective view of a vehicle seat according to a third embodiment.

Fig. 19 is a perspective view of a seat frame included in the vehicle seat.

Fig. 20 is a top view of the seat frame.

Fig. 21 is an enlarged view for explaining the structure of the rear side connection pipe periphery of the seat frame.

Fig. 22 is a perspective view showing the structure of the rear connection pipe.

FIG. 23 is a cross-sectional view A-A of FIG. 22.

FIG. 24 is a sectional view of the rear connection pipe according to the modification corresponding to the section A-A in FIG. 22.

FIG. 25 is a sectional view of the rear connection pipe according to the modification corresponding to the section A-A in FIG. 22.

FIG. 26 is a sectional view of the rear connection pipe according to the modification corresponding to the section A-A in FIG. 22.

Fig. 27 is a perspective view of a seat frame included in the vehicle seat according to the modification.

Fig. 28 is a side view of a seat frame included in a vehicle seat according to a modification.

Fig. 29 is a perspective view of a base frame included in the vehicle seat according to the modified example.

FIG. 30 is a sectional view B-B of FIG. 29.

Fig. 31 is a perspective view of the vehicle seat according to the fourth embodiment, as viewed from the obliquely front. Fig. 32 is a perspective view of a seat frame of a vehicle seat, viewed from the obliquely front.

Fig. 33 is a view of the upper frame of the seat back frame as seen from the front.

Fig. 34 is a view of the upper frame of the seat back frame as seen from the rear.

Fig. 35 is a perspective view showing the inner side of the first base frame constituting the upper frame.

Fig. 36 is a perspective view showing the inner side of the second base frame constituting the upper frame.

FIG. 37 is an end view along line XXXVII-XXXVII of FIG. 33.

FIG. 38 is a cross-sectional view taken along line XXXVIII-XXXVIII of FIG. 33.

Fig. 39 is a perspective view of another example of the upper frame.

Fig. 40 is a perspective view of the vehicle seat according to the fifth embodiment, as viewed from the obliquely front. Fig. 41 is a perspective view of a seat frame of a vehicle seat, as viewed obliquely from the front.

Fig. 42 is a view of the upper frame of the seat back frame as seen from the front.

Fig. 43 is a view of the upper frame of the seat back frame as seen from the rear.

Fig. 44 is a view of the upper frame from which the headrest guide is removed as viewed from the front.

Fig. 45 is a cross-sectional view of the third member along the XLV-XLV line of fig. 42.

Fig. 46 is a cross-sectional view of the third member along line XLVI-XLVI of fig. 42.

Fig. 47 is an end view of the first member along xlviii-xlviii line of fig. 42.

Fig. 48 is a perspective view of the vehicle seat according to the sixth embodiment, as seen obliquely from the front. Fig. 49 is a perspective view of a seat frame of a vehicle seat, viewed from the obliquely front.

Fig. 50 is a view of the upper frame of the seat back frame as seen from the front.

Fig. 51 is a view of the upper frame of the seat back frame as seen from the rear.

Fig. 52 is a plan view along line LII-LII of fig. 50.

FIG. 53 is a cross-sectional view taken along line LIII-LIII of FIG. 50.

FIG. 54A is a cross-sectional view taken along the LIV-LIV line of FIG. 50.

FIG. 54B is a cross-sectional view showing another example of the upper frame.

FIG. 54C is a cross-sectional view showing another example of the upper frame.

Fig. 55 is a perspective view of a vehicle seat according to a seventh embodiment.

Fig. 56 is a perspective view of a seat frame as a skeleton of a vehicle seat.

FIG. 57 is an enlarged view of a main part of the cushion frame, showing a side frame and a base frame in perspective.

Fig. 58 is a plan view of the side frames and the base frame.

FIG. 59 is a side view of the side frames and the base frame.

Fig. 60 is a view illustrating a state in which the base frame (engagement jig) is engaged with the side frame (engagement hole).

FIG. 61 is a cross-sectional view of LXI-LXI of FIG. 59.

Fig. 62 is a schematic perspective view of a vehicle seat according to an eighth embodiment.

Fig. 63 is a schematic perspective view of a seat frame of the vehicle seat.

Fig. 64 is a schematic view showing a state in which an occupant is seated in a vehicle seat, and is a view showing a state in which a load from the occupant is applied to the vehicle and the back of the occupant is supported by a neck brace or the like.

Fig. 65 is a front view of the frame of the neck brace as seen from the front.

Fig. 66A is a side view of the frame of the neck brace as seen from the side.

Fig. 66B is a side view of another example of the frame of the neck brace when viewed from the side.

FIG. 67 is a cross-sectional view taken along line LXVII-LXVII of FIGS. 65 and 66A.

Fig. 68 is a front view showing a seat back frame to which the neck brace is attached.

Fig. 69A is an explanatory view showing a position where the guide member of the neck brace is fixed.

Fig. 69B is an explanatory view showing a position where the guide member of the neck brace is fixed.

Fig. 69C is an explanatory view showing a position where the guide member of the neck brace is fixed.

Fig. 70 is a perspective view of a headrest-integrated vehicle seat including a neck brace.

FIG. 71 is a cross-sectional view taken along line LXI-LXI of FIG. 70.

Fig. 72 is a perspective view of a vehicle seat according to a ninth embodiment.

Fig. 73 is a perspective view of a seat frame as a skeleton of the seat.

FIG. 74 is an enlarged view of a main portion of the cushion frame, and is a perspective view of the side frames and the base frame.

Fig. 75A is a perspective view of the side frame and the base frame when viewed from the back side, and shows the frame contact portion and the second frame contact portion.

Fig. 75B is a perspective view of the frame contact portion and the second frame contact portion.

Fig. 76 is a plan view showing the side frames and the base frame.

Fig. 77 is a perspective view of a frame contact portion according to modification 1.

Fig. 78 is a perspective view of a frame contact portion according to modification 2.

Fig. 79 is a perspective view of a vehicle seat according to a tenth embodiment.

Fig. 80 is a perspective view of a seat frame as a skeleton of the seat.

FIG. 81 is an enlarged view of a main portion of FIG. 80, showing a perspective view of the periphery of the tilting device.

Fig. 82 is an exploded perspective view of the tilting device and the connecting bracket.

Fig. 83A is a perspective view of the connection bracket.

Fig. 83B is a perspective view of the coupling bracket from another angle.

FIG. 84 is a perspective view of the periphery of the tilting device from another angle.

FIG. 85 is a cross-sectional view of LXXXV-LXXXV of FIG. 84, illustrating the positional relationship of the connecting bracket, back side frame, and link.

Detailed Description

Hereinafter, an embodiment of the present invention will be described with reference to fig. 1 to 85.

Further, the side on which the occupant sits is referred to as the seat front side with respect to the seat back of the vehicle seat.

< first embodiment >, first embodiment

The vehicle seat S1 according to the first embodiment will be described with reference to fig. 1 to 9B.

The vehicle seat S1 mainly includes: as shown in fig. 1, the seat main body includes a seat back 1 and a seat cushion 2; as shown in fig. 2, the slide rail device 3 supports the seat body to the floor so as to be movable back and forth, the height link device 4 connects the seat body to the floor so as to be movable up and down, and the reclining device 30 connects the seat back 1 to the seat cushion 2 so as to be rotatable.

As shown in fig. 1, the seat back 1 is a backrest portion for supporting a seated person from behind, and is configured by placing a cushion material 1a on a back frame 10 shown in fig. 2 as a skeleton and covering the cushion material with a skin material 1 b.

The seat cushion 2 is a seating part for supporting a seated person from below, and is configured such that a cushion material 2a is placed on a cushion frame 20 shown in fig. 2 as a skeleton and covered with a skin material 2 b.

As shown in fig. 2, the slide rail device 3 is disposed between the seat main body and the vehicle body floor in the up-down direction, and mainly includes: left and right lower rails 3a fixed to the vehicle body floor and extending in the seat front-rear direction; left and right upper rails 3b supported slidably along the lower rails 3 a; a locking member, not shown, that locks the upper rail 3b so as not to slide with respect to the lower rail 3 a; and a rail operation lever 3c for releasing the lock state of the lock member.

Cushion frames 20 are provided on the upper surfaces of the left and right upper rails 3b via height link devices 4.

As shown in fig. 2, the height link device 4 is installed between the slide rail device 3 and the cushion frame 20, and mainly includes: left and right first links 4a disposed on the seat front side; left and right second links 4b disposed on the seat rear side; a locking member, not shown, for locking the seat body to be unable to be lifted; and a height operation lever 4c for releasing the lock state of the lock member. The second link 4b is a drive link, and is a device capable of adjusting the height of the seat body.

As shown in fig. 2, the back frame 10 includes a frame-like body having a substantially rectangular shape, and mainly includes: a back side frame 11 disposed on the left and right sides; an upper frame 12 connecting upper end portions of the back side frames 11 and having an inverted U-shape; a lower frame 13 connecting lower end portions of the back side frames 11 and having a plate shape; and elastic springs, not shown, which are hooked to the back side frames 11 and extend in a serpentine shape.

The back side frame 11 is a sheet metal member having a substantially C-shaped cross section and extending in the vertical direction, and a lower end portion thereof is connected to a rear end portion of the side frame 21 via a tilting device 30.

A fitting hole 11a for fitting the tilting body 31 and the rotation shaft 32 is formed in the outer surface of the back side frame 11 in the seat width direction.

As shown in fig. 2, the cushion frame 20 includes a substantially rectangular frame body, and mainly includes: a side frame 21 disposed laterally and extending in the seat front-rear direction; a base frame 22 that connects the front end portions of the side frames 21 and has a plate shape; a front connecting frame 23 connecting front portions of the side frames 21; a rear connecting frame 24 connecting rear portions of the side frames 21; and an elastic spring, not shown, which is hooked to the base frame 22 and the rear connecting frame 24 and extends in a serpentine shape in the seat front-rear direction.

The side frames 21 are plate-like frames elongated in the seat front-rear direction, and the reclining device 30 is attached to the rear end portions of the side frames 21.

A fitting hole 21a for fitting the tilting body 31 and the rotation shaft 32 is formed in the outer surface of the side frame 21 in the seat width direction.

The front connecting frame 23 and the rear connecting frame 24 are tubular frames, respectively, and connect the left and right side frames 21, respectively, and connect the left and right links (the first link 4a and the second link 4 b).

As shown in fig. 2 and 3, the tilting device 30 is as follows: the state of the back frame 10 can be adjusted by switching between a locked state and an unlocked state in which the back frame 10 is locked in a predetermined raised posture, and by operating the tilting lever 34 shown in fig. 1 to unlock the locked state.

As shown in fig. 2 to 4, the tilting device 30 includes: a tilting body 31 disposed on the left side in the seat width direction and driven when the back frame 10 is rotated; a rotation shaft 32 disposed on the left and right sides in the seat width direction and serving as the rotation center of the back frame; and a connecting member 40 that extends in the seat width direction and connects the left and right rotation shafts 32.

In addition, the tilting device 30 further includes: a coil spring 33 disposed on the left side in the seat width direction and biasing the back frame 10 to rotate forward; and an inclination operation lever 34 shown in fig. 1, which is operated to release the locked state of the back frame 10.

The tilting body 31 has a known locking mechanism, and can switch the state of the back frame 10 between a locked state fixed to the cushion frame 20 and an unlocked state rotatable to the cushion frame 20.

The rotation shaft 32 is supported by the back frame 10 side and the cushion frame 20 side in the seat width direction, and an extension end portion (inner end portion) of the rotation shaft 32 is attached to the coupling member 40.

The coil spring 33 is a biasing spring for biasing the back frame 10 toward the seat front side, and has one end portion thereof locked to a spring locking bracket 35 attached to the outer side surface of the back side frame 11 and the other end portion thereof locked to a spring locking member 36 attached to the outer side surface of the side frame 21.

As shown in fig. 3 to 5 and A, B, the connecting member 40 is formed by processing a plate-like member by press forming, and mainly includes: a connecting body 41 extending in a longitudinal direction in the seat width direction; and a shaft mounting portion 42 provided at an extending end portion of the coupling body portion 41 and for mounting the rotation shaft 32.

The connecting body 41 has a plurality of reinforcing convex portions 43 and reinforcing concave portions 44 formed so as to be alternately adjacent to each other in the extending direction, and has a bellows shape by the reinforcing convex portions 43 and the reinforcing concave portions 44.

The reinforcing convex portion 43 and the reinforcing concave portion 44 are formed as a convex portion having a substantially semicircular shape and a concave portion having a substantially semicircular shape on the outer surface of the connecting body portion 41, respectively, and extend so as to be elongated in a direction (orthogonal direction) intersecting the extending direction of the connecting body portion 41.

Further, the reinforcing convex portion 43 is formed such that a central portion thereof in the seat front-rear direction is deeper than front-rear end portions thereof. The same is true of the reinforcement recesses 44. Therefore, the rigidity of the coupling member 40 is increased, and interference between the coupling member 40 and other components can be suppressed when the coupling member 40 rotates together with the rotation shaft 32.

The shaft mounting portion 42 has an open cross-sectional shape with an opening formed on an upper side thereof, and is supported so as to surround an extension portion of the rotation shaft 32.

Specifically, the shaft mounting portion 42 includes: a pair of opposing wall portions 42a, 42b provided at a predetermined interval in the seat front-rear direction; a connecting wall 42c connecting lower end portions of the pair of opposing wall portions 42a, 42 b; and first and second flange portions 42d, 42e formed to protrude toward opposite sides from extending end portions of the pair of opposing wall portions 42a, 42 b.

In this structure, as shown in fig. 5A and 5B, the extension portion of the rotation shaft 32 is accommodated in the region surrounded by the pair of opposing wall portions 42a and 42B and the connecting wall portion 42 c.

Therefore, the rotation shaft 32 can be easily assembled to the coupling member 40 (the shaft mounting portion 42). In addition, the coupling member 40 can suitably hold the rotation shaft 32.

In the above-described structure, as shown in fig. 4, 5A, and 5B, welding is performed in a state where the shaft mounting portion 42 and the rotation shaft 32 are in contact with each other, whereby a weld mark 45 is formed in the shaft mounting portion 42. The weld lines 45 are formed in plural at predetermined intervals in the seat front-rear direction, and extend along the rotation shaft 32. In other words, the plurality of weld marks 45 are provided to sandwich the extension portion of the rotation shaft 32 in the seat front-rear direction.

Accordingly, the rotation shaft 32 can be firmly assembled to the coupling member 40. In particular, the torsional rigidity of the connecting member 40 can be improved. In addition, the rotation shaft 32 can be easily assembled.

In this structure, as shown in fig. 5A and 5B, the connecting body 41 has a bellows shape by forming the reinforcing convex portion 43 and the reinforcing concave portion 44 in the extending direction.

Accordingly, the coupling member 40 can be manufactured by press forming. In addition, the rigidity of the connecting member 40 can be improved.

Further, since the connecting member 40 is not as large as possible when the rigidity of the connecting member 40 is increased, interference between the connecting member 40 and other components can be suppressed when the seat back 1 is rotated.

With the above configuration, the vehicle seat S can be realized that can suppress the manufacturing cost of the reclining device 30 while ensuring the rigidity of the reclining device 30 (the coupling member 40).

Modification examples 1 to 4 of connecting Member

Next, modification 1 to modification 4 of the connecting member will be described with reference to fig. 6A, B to fig. 9A, B.

The description of the repetition of the connection member 40 will be omitted. In fig. 6A, B to 9A, B, weld marks are not illustrated.

As shown in fig. 6A, B, the connecting member 140 according to modification 1 is formed by press forming, for example, and mainly includes: a connecting body portion 141 elongated in the seat width direction, and a shaft mounting portion 142.

The coupling body 141 has a reinforcing protrusion 143, and the reinforcing protrusion 143 is formed as a substantially semicircular protrusion on the outer surface of the coupling body 141, and extends along the extending direction of the coupling member 140. The reinforcing protruding portions 143 are formed in plurality at predetermined intervals in the seat front-rear direction.

The shaft mounting portion 142 has an open cross-sectional shape with an opening formed on an upper side thereof, and is supported so as to surround an extension portion of the rotation shaft 132.

Specifically, the shaft mounting portion 142 includes a pair of opposing wall portions 142a, 142b, a connecting wall portion 142c, and first and second flange portions 142d, 142e.

A concave reinforcing recess 144 extending in the extending direction of the coupling member 140 is formed on the outer surface of the first flange portion 142 d. The reinforcing concave portion 144 is also formed on the outer surface of the second flange portion 142e in the same manner.

The shaft mounting portion 142 includes a positioning portion 146, and the positioning portion 146 is formed as a convex portion on the outer surface of the shaft mounting portion 142, and positions the rotation shaft 132 by abutting the extension end portion of the rotation shaft 132.

The positioning portion 146 is formed at the inner end portion of the shaft mounting portion 142 in the seat width direction, and extends in a direction (orthogonal direction) intersecting the extending direction of the coupling member 140.

Therefore, by abutting the rotation shaft 132 against the positioning portion 146 from the outside in the seat width direction, the rotation shaft 132 can be easily assembled.

Even with the above configuration, a vehicle seat that can ensure the rigidity of the coupling member 140 and suppress the manufacturing cost can be realized.

As shown in fig. 7 and A, B, the connecting member 240 according to modification 2 is formed by press forming, for example, and mainly includes: a connecting body portion 241 elongated in the seat width direction, and a shaft mounting portion 242.

The coupling body 241 has a reinforcing protrusion 243, and the reinforcing protrusion 243 is formed as a protrusion on the outer surface of the coupling body 241 and extends along the extending direction of the coupling member 240. The reinforcing convex portions 243 are formed in plurality at intervals in the seat front-rear direction.

The connecting body portion 241 has a second reinforcing protrusion 244, and the second reinforcing protrusion 244 is formed in an X-shape on the outer surface of the connecting body portion 241. The second reinforcing convex portions 244 are formed in plural adjacently in the seat front-rear direction, and are formed in plural at intervals in the seat width direction.

The shaft mounting portion 242 has an open cross-sectional shape with an opening formed on an upper side thereof, and is held so as to surround an extension portion of the rotation shaft 232.

The shaft mounting portion 242 has a pair of opposing wall portions 242a, 242b, a connecting wall portion 242c, and first and second flange portions 242d, 242e.

Concave reinforcing recesses 245 are formed on the outer surfaces of the first flange portion 242d and the second flange portion 242e, respectively.

The shaft mounting portion 242 has a positioning portion 246, and the positioning portion 246 is formed as a convex portion on the outer surface of the shaft mounting portion 242, and positions the rotation shaft 232 by abutting the extension end portion of the rotation shaft 132.

Even with the above configuration, a vehicle seat that can ensure the rigidity of the connecting member 240 and suppress the manufacturing cost can be realized.

As shown in fig. 8A, B, the connecting member 340 according to modification 3 is formed by bending a plate-like member by press forming, and mainly includes: a connecting body portion 341 elongated in the seat width direction, and a shaft mounting portion 342.

The connection body portion 341 has an open cross-sectional shape with an opening formed on the upper side thereof, and has a substantially triangular cross-section.

Specifically, the connecting body portion 341 includes a pair of opposing wall portions 341a, 341b, and a connecting wall portion 341c connecting lower end portions of the pair of opposing wall portions 341a, 341 b.

The pair of opposing wall portions 341a, 341b are inclined upward so as to approach each other from the lower side toward the upper side.

Convex reinforcing protrusions 343 extending along the extending direction of the connecting member 340 are formed on the outer surfaces of the pair of opposing wall portions 341a, 341b and the connecting wall portion 341c, respectively.

The shaft mounting portion 342 has an open cross-sectional shape with an opening formed at an upper side thereof, and is supported so as to surround an extension portion of the rotation shaft 332.

Specifically, the shaft mounting portion 342 includes a pair of opposing wall portions 342a, 342b, and a connecting wall portion 342c.

In this structure, the opening of the coupling body 341 and the opening of the shaft mounting 342 are formed to face the same side. Therefore, the connecting member 340 is formed in a simple shape, and the manufacturing cost can be suppressed.

Even with the above configuration, a vehicle seat that can ensure the rigidity of the coupling member 340 and suppress the manufacturing cost can be realized.

As shown in fig. 9A, B, the connecting member 440 according to modification 4 is formed by bending a plate-like member by press forming, and mainly includes: a connecting body portion 441 elongated in the seat width direction, and a shaft mounting portion 442.

The connection body portion 441 has an open cross-sectional shape with an opening formed at an upper side thereof, and has a substantially U-shaped cross-section.

Specifically, the coupling body portion 441 includes a pair of opposing wall portions 441a and 441b, and a coupling wall portion 441c that couples lower end portions of the pair of opposing wall portions 441a and 441 b.

The pair of opposing wall portions 441a, 441b extend in the up-down direction, respectively. In other words, the connection wall portion 441c is erected directly above.

A convex reinforcing protrusion 443 extending in the extending direction of the connecting member 440 is formed on the outer surface of the connecting wall portion 441c.

The reinforcing protrusion 443 is formed in plurality at intervals in the extending direction. Further, through holes 444 are formed between the reinforcing protrusions 443, so that the weight of the coupling member 440 can be reduced.

The shaft mounting portion 442 has an open cross-sectional shape in which an opening is formed on an upper side thereof, and is supported so as to surround an extension portion of the rotation shaft 432.

Specifically, the shaft mounting portion 442 includes a pair of opposing wall portions 442a, 442b and a connecting wall portion 442c.

In this structure, when the rotation shaft 432 is attached to the coupling member 440, the extending end portion of the rotation shaft 432 abuts against the reinforcing protrusion 443. That is, the reinforcing protrusion 443 functions as a positioning portion that positions the rotation shaft 432.

Accordingly, the rotation shaft 432 can be easily assembled.

Even with the above configuration, a vehicle seat that can ensure the rigidity of the coupling member 440 and suppress the manufacturing cost can be realized.

Other embodiments

In the above embodiment, as shown in fig. 3, the connecting member 40 is a component of the tilting device 30, but is not particularly limited and can be modified.

For example, the connecting member 40 may be a component of the height link device 4, and may be employed as a connecting member for connecting a left and right rotation shafts, not shown, in the height link device 4.

For example, the connecting member 40 may be a component of the slide rail device 3, and may be used as a connecting member for connecting the left and right upper rails 3 b.

Besides, the pedal device may be a component.

In the above embodiment, as shown in fig. 3 and 4, the shaft mounting portion 42 has an open cross-sectional shape in which an opening is formed on the upper side thereof, but is not particularly limited and can be modified.

For example, the shaft mounting portion 42 may have an open cross-sectional shape in which an opening is formed on a lower side, a front side, or a rear side thereof.

For example, the shaft mounting portion 42 may have an open cross-sectional shape in which an opening is formed on a front obliquely lower side, a front obliquely upper side, a rear obliquely lower side, or a rear obliquely upper side thereof.

That is, the shaft mounting portion 42 may be "have an open cross-sectional shape having an opening formed in one of the upper and lower sides or one of the front and rear sides of the seat". This case includes all of the structures.

In the above embodiment, as shown in fig. 5B, the rotation shaft 32 is mounted to the shaft mounting portion 42 by welding, but the present invention is not limited to the mounting means by welding, and can be modified.

For example, the rotary shaft 32 may be attached to the shaft attachment portion 42 using an adhesive.

< second embodiment >

Next, a vehicle seat S2 according to a second embodiment will be described with reference to fig. 10 to 17.

The description of the same as that of the vehicle seat S1 will be omitted.

The vehicle seat S2 can suppress the manufacturing cost of the seat frame while ensuring the rigidity of the seat frame as a skeleton.

In addition, by manufacturing the frame constituent members by press forming, the manufacturing cost of the seat frame can be suppressed.

As shown in fig. 10, the vehicle seat S2 is a vehicle seat and mainly includes: a seat body including a seat back 501 and a seat cushion 502; as shown in fig. 11, the rail device 503 supports the seat body to the floor so as to be movable back and forth, the height link device 504 connects the seat body to the floor so as to be movable up and down, and the reclining device 505 connects the seat back 501 to the seat cushion 502 so as to be rotatable.

As shown in fig. 10, the seat back 501 is a back portion for supporting a seated person from behind, and is formed by placing a cushion material 501a on a back frame 510 shown in fig. 11 as a skeleton and covering the cushion material 501a with a skin material 501 b.

The seat cushion 502 is a seating part that supports a seated person from below, and is configured such that a cushion material 502a is placed on a cushion frame 520 shown in fig. 11 as a skeleton and covered with a skin material 502 b.

As shown in fig. 11, the rail device 503 is disposed between the seat main body and the vehicle body floor in the up-down direction, and mainly includes: left and right lower rails 503a fixed to the vehicle body floor and extending in the seat front-rear direction; left and right upper rails 503b supported slidably along the lower rails 503 a; a locking member, not shown, locks the upper rail 503b so as not to slide with respect to the lower rail 503 a; and a rail operation lever 503c for releasing the lock state of the lock member.

A cushion frame 520 is mounted on the upper surfaces of the left and right upper rails 503b via a height link device 504.

As shown in fig. 11, the height link device 504 is installed between the rail device 503 and the cushion frame 520, and mainly includes: left and right first links 504a disposed on the seat front side; left and right second links 504b disposed on the seat rear side; a locking member, not shown, for locking the seat body to be unable to be lifted; and a height operation lever 504c for releasing the lock state of the lock member. The second link 504b is a drive link, and is a device capable of adjusting the height of the seat body.

As shown in fig. 11, the tilting device 505 mainly includes: a tilting body 505a driven when the back frame 510 is rotated; a rotation shaft 505b; a coil spring 505c for biasing the back frame 510 to rotate forward about the rotation shaft 505b; and an inclination operation lever 505d shown in fig. 1, which is operated to release the locked state of the back frame 510.

The tilting body 505a has a known locking mechanism, and can switch the state of the back frame 510 between a locked state fixed to the cushion frame 520 and an unlocked state rotatable to the cushion frame 520.

The rotation shaft 505b is supported by the back frame 510 and the cushion frame 520 in the seat width direction, and one end of the coil spring 505c is locked to the back frame 510 and the other end is locked to the cushion frame 520.

As shown in fig. 11, the back frame 510 includes a frame-like body having a substantially rectangular shape, and mainly includes: a back side frame 511 disposed on the left and right sides; an upper frame 512 connecting upper end portions of the back side frames 511 and having an inverted U-shape; a lower frame 513 connecting lower end portions of the back side frames 511 and having a plate shape; and elastic springs, not shown, which are hooked to the back side frames 511 and extend in a serpentine shape.

The back side frame 511 is a sheet metal member having a substantially C-shaped cross section and extends in the vertical direction, and has a lower end portion connected to a rear end portion of the side frame 521 via the tilting device 505.

As shown in fig. 11 to 14, the cushion frame 520 includes a substantially rectangular frame body, and mainly includes: a side frame 521 disposed laterally and extending in the seat front-rear direction; a base frame 522 that connects the front end portions of the side frames 521 and has a plate shape; a front connection frame 530 connecting front portions of the side frames 521; a rear connection frame 540 connecting rear portions of the side frames 521; and a plurality of elastic springs 523 hooked to the base frame 22 and the rear connection frame 540 and extending in a serpentine shape in the seat front-rear direction.

As shown in fig. 11 to 13, the side frame 521 is a plate-like frame elongated in the seat front-rear direction, and includes: a frame main body 521a, and an upper end flange 521b and a lower end flange 521c that are bent and projected inward in the seat width direction from each of the upper end and the lower end of the frame main body 521 a.

The side frame 521 includes a skin hooking portion 521d, which is formed by cutting and raising a part of the side surface of the side frame 521, for hooking the terminal end portion of the skin material 502 b.

The skin hooking portions 521d are formed in plural at predetermined intervals in the seat front-rear direction.

Further, a tilting device 505 is attached to the rear end of the side frame 521.

As shown in fig. 11, 14, and 15, the seat frame 522 is a frame that supports the thigh of the seated person, and includes a substantially rectangular plate block, and both end portions in the seat width direction thereof are mounted on and attached to the upper surface of the side frame 521.

A bent portion 522a formed by bending the front end of the front end portion upward is formed at the front end portion of the mount frame 522.

The seat width direction both end portions of the base frame 22 are also formed with bent portions 522b and 522c in the same manner.

The bent portion 522a is continuously formed so as to extend in the seat width direction, specifically, is formed by crimping.

The bent portions 522b and 522c are continuously formed so as to extend in the seat front-rear direction.

Therefore, compared with the conventional hemming or drawing, the manufacturing cost (die cost) can be suppressed.

As shown in fig. 11, the elastic springs 523 are elastic support members that support the buttocks of the seated person, and are provided in plural at predetermined intervals in the seat width direction.

The tip end portion of the elastic spring 523 is hooked to an edge of a hooking hole, not shown, formed on the upper surface of the mount frame 522. The rear end portion of the elastic spring 523 is attached to the rear coupling frame 540 via a hook member.

As shown in fig. 12 and 13, the front connecting frame 530 and the rear connecting frame 540 have an open cross-sectional shape with an opening formed on the lower side thereof, and are frames elongated in the seat width direction.

The connecting frames 530 and 540 are formed of plate-like frames by press molding, for example.

The connecting frames 530 and 540 connect the left and right side frames 521, and connect the left and right links (the first link 504a and the second link 504 b).

Specifically, the front connecting frame 530 extends in a long shape in the seat width direction, and includes: a frame body 531 having an open cross-sectional shape; and a flange portion 532 provided at an extension end portion of the frame body portion 531, and having a cutout formed so as to protrude outward from the extension end portion.

The rear coupling frame 540 has the same structure and includes a frame body 541 and a flange 542.

The rear coupling frame 540 is described in detail below with reference to fig. 12 and 13, and details of the front coupling frame 530 are omitted.

The frame body 541 has a pair of opposed walls 541a and 541b provided at predetermined intervals in the seat front-rear direction, and a connecting wall 541c connecting upper ends of the pair of opposed walls 541a and 541 b.

A reinforcing concave portion 543 is formed on the outer surfaces of the opposing wall portions 541a and 541b, and the reinforcing concave portion 543 is formed as a concave portion and extends along the extending direction of the rear coupling frame 540.

Further, a reinforcing protrusion 544 is formed on the outer surface of the coupling wall 541c, and the reinforcing protrusion 544 is formed as a protrusion and extends along the extending direction of the rear coupling frame 540.

The flange 542 is formed along the inner surface of the side frame 521 and abuts against the inner surface of the side frame 521.

Specifically, the flange portion 542 has: the first flange portion 542a and the second flange portion 542b are formed to protrude toward opposite sides from the extending end portions of the pair of opposing wall portions 541a and 541 b; and a third flange portion 542c formed to protrude outward (upward) from an extending end portion of the connection wall portion 541c.

In this structure, as shown in fig. 13, welding lines 545 are formed in the flange portions 542a, 542b, and 542c by welding (e.g., laser welding) in a state where the flange portions 542 are in contact with the side frames 521.

Therefore, the rear coupling frame 540 can be firmly assembled to the inner side surface of the side frame 521.

The present invention is not limited to the mounting means by fusion bonding, and can be appropriately modified. For example, the rear coupling frame 540 (flange portion 542) may be attached to the side frame 521 using an attachment member.

In this structure, as shown in fig. 12, the front connecting frame 530 is disposed at a position between the plurality of skin hooking portions 521d on the side surface of the side frame 521. And is mounted in abutment with the planar portion of the side frame 521.

Therefore, the front connecting frame 530 can be firmly attached to the side surface of the side frame 521 while suppressing interference with the skin hooking portion 521 d.

In addition, the rigidity of the skin hooking portion 521d and the peripheral portion thereof can be improved.

In the above-described structure, as shown in fig. 11 and 12, the front connecting frame 530 is formed such that the upper surface thereof is planar, and is disposed at a position rearward of the mount frame 522 and at a position downward of the plurality of elastic springs 523.

Therefore, when the elastic spring 523 receives a seating load by a seated person and deflects in the up-down direction, the front connecting frame 530 can receive the elastic spring 523 through the surface. As a result, the sitting feeling of the occupant can be maintained appropriately even when the occupant sits deep in the vehicle seat S2, as compared with the case of the conventional connecting pipe.

Modification examples 1 to 3 of the connection frame

Next, modification examples 1 to 3 of the coupling frame will be described with reference to fig. 16 and A, B, C.

The description of the overlapping parts with the connecting frames 530 and 540 will be omitted.

The connecting frames of modification examples 1 to 3 have different open cross-sectional shapes from those of the connecting frames 530 and 540.

Hereinafter, the rear coupling frame 640, the rear coupling frame 740, and the rear coupling frame 840 will be described in detail, and details of the front coupling frame will be omitted.

As shown in fig. 16A, the rear connection frame 640 of modification 1 includes: a frame body 641 having an open cross-sectional shape; and a flange portion 642 formed to protrude outward from the extended end portion of the frame body portion 641.

The frame body 641 has a substantially U-shaped longitudinal section, and includes a pair of opposing wall portions 641a, 641b, and a connecting wall portion 641c connecting upper end portions of the pair of opposing wall portions 641a, 641 b.

The R-chamfer is formed at the connection portions of the opposed wall 641a, the opposed wall 641b, and the connection wall 641c.

The flange 642 abuts against the inner surface of the side frame 521.

The flange portion 642 has: the first flange portion 642a and the second flange portion 642b are formed to protrude toward opposite sides from the extending end portions of the pair of opposing wall portions 641a, 641 b; and a third flange portion 642c formed to protrude outward (upward) from an extended end portion of the connection wall portion 641c.

Even with the above-described structure, the frame constituent members can be manufactured by press molding, and thus a vehicle seat that can suppress the manufacturing cost of the seat frame can be realized.

As shown in fig. 16B, the rear connection frame 740 of modification 2 includes: a frame body 741 having an open cross-sectional shape; flange 742.

The frame body 741 has an inverted V-shaped longitudinal section and has a pair of opposing wall portions 741a and 741b.

The upper end of the first opposing wall portion 741a is connected to the upper end of the second opposing wall portion 741b.

The flange portion 742 has a first flange portion 742a and a second flange portion 742b, and the first flange portion 742a and the second flange portion 742b are formed to protrude from the extending end portions of the pair of opposing wall portions 741a and 741b toward opposite sides.

The first flange portion 742a extends in a direction orthogonal to the extending direction of the first opposing wall portion 741a, and is formed along the inner side surface of the side frame 521. The same is true of the second flange portion 742 b.

As shown in fig. 16C, the rear connecting frame 840 of modification 3 includes: a frame body 841 having an open cross-sectional shape; and a flange portion 842.

The frame body 841 has a substantially hat-shaped longitudinal section, and includes: a pair of opposing wall portions 841a, 841b; a connecting wall 841c connecting upper end portions of the pair of opposing wall 841a, 841b; a first protruding wall 841d protruding outward from an extending end of the first opposing wall 841 a; and a second protruding wall 841e protruding outward from an extending end of the second opposing wall 841 b.

The first protruding wall portion 841d and the second protruding wall portion 841e protrude toward opposite sides from each other.

The flange 842 abuts the inner surface of the side frame 521.

The flange 842 has: the first and second flange portions 842a and 842b are formed to protrude from the extending end portions of the pair of opposed wall portions 841a and 841b toward opposite sides; a third flange portion 842c formed to protrude outward (upward) from an extended end portion of the connection wall portion 841 c; and fourth and fifth flange portions 842d and 842e formed to protrude outward (downward) from the respective extending end portions of first and second protruding wall portions 841d and 841 e.

Modification 1 of side frame

Next, a modification 1 of the side frame will be described with reference to fig. 17.

The side frame 621 is a plate-like frame elongated in the seat front-rear direction, and includes: a frame main body 621a, and an upper end flange 621b and a lower end flange 621c that are bent and projected outward in the seat width direction from each of the upper end and the lower end of the frame main body 621 a.

The side frames 621 (frame body portions 621 a) have a truss structure including an aggregate of a triangular shape, a trapezoidal shape (quadrangular shape), or the like.

Specifically, the side frame 621 includes: a plurality of reinforcing parts 621e having a triangular shape; and a plurality of reinforcing portions 621f having a trapezoidal shape.

The reinforcing portion 621e is a through hole formed by flanging. In detail, the edge portion of the reinforcement portion 621e is formed to protrude from the frame main body portion 621a toward the outside or inside in the seat width direction.

The reinforcing portion 621f is also formed by flanging.

The side frames 621 have skin hooking portions 621d, which are formed by cutting and raising a part of the side surfaces of the side frames 521, for hooking the terminal ends of the skin material.

The skin hooking portion 621d is disposed between the plurality of reinforcement portions 621e, 621f in the seat front-rear direction.

With this structure, a vehicle seat that can suppress manufacturing costs while improving rigidity of the seat frame can be realized.

Other embodiments

In the above embodiment, as shown in fig. 14, the coupling frames 530 and 540 have an open/closed cross-sectional shape, but the present invention is not limited thereto, and only the front coupling frame 530 may have an open/closed cross-sectional shape, or only the rear coupling frame 540 may have an open/closed cross-sectional shape.

In the above embodiment, as shown in fig. 12, the coupling frames 530 and 540 have an open cross-sectional shape in which an opening is formed at the lower side thereof, but the present invention is not limited thereto and can be modified.

For example, the coupling frames 530 and 540 may have an open cross-sectional shape in which an opening is formed on the upper side, the front side, or the rear side thereof.

For example, the connecting frames 530 and 540 may have an open cross-sectional shape in which an opening is formed on a front obliquely lower side, a front obliquely upper side, a rear obliquely lower side, or a rear obliquely upper side thereof.

That is, the coupling frames 530 and 540 may have an "open cross-sectional shape having an opening formed in one of the sides in the up-down direction or one of the sides in the seat front-rear direction". This case includes all of the structures.

In the above embodiment, as shown in fig. 11 and 12, the connecting frames 530 and 540 connect the left and right side frames 521 and connect the left and right links 504a and 504b, but the present invention is not limited thereto and can be modified.

For example, the front coupling frame 530 may be a coupling frame that functions to suppress a submarine (submarining) phenomenon in which a seated person sinks in a vehicle collision.

In the above embodiment, as shown in fig. 12, the extension ends of the connecting frames 530 and 540 are mounted in contact with the inner surfaces of the side frames 521, but the present invention is not limited thereto and can be modified.

For example, the extension ends of the coupling frames 530 and 540 may be attached to penetrate the side frames.

In the above embodiment, as shown in fig. 12, the rear connecting frame 540 has the reinforcing concave portion 543 and the reinforcing convex portion 544 extending along the extending direction thereof, but the present invention is not limited thereto and can be modified.

For example, the rear connecting frame 540 may have only the reinforcing concave 543 or only the reinforcing convex 544.

For example, a plurality of reinforcing concave portions 543 may be formed at intervals in the up-down direction, or a plurality of reinforcing convex portions 544 may be formed at intervals in the seat front-rear direction.

For example, the reinforcing concave portion 543 or the reinforcing convex portion 544 may be formed to extend in a long manner in the seat front-rear direction. In this case, a plurality may be formed at intervals in the seat width direction.

Supplementary note < >)

In the vehicle seat according to the present invention, it is preferable that the vehicle seat includes a cushion frame as a skeleton of a seat cushion, the cushion frame having: side frames disposed on the left and right sides in the seat width direction and extending in the seat front-rear direction; and a connecting frame connecting the front or rear portions of the left and right side frames, the connecting frame having an open cross-sectional shape in which an opening is formed on one of the front and rear sides of the seat or on one of the front and rear sides of the seat, and extending toward the inner side surface of the side frame.

In this case, the pair of opposed wall portions are preferably provided at predetermined intervals in the seat front-rear direction, the connecting wall portions connect upper end portions of the pair of opposed wall portions, and the connecting frame has an open cross-sectional shape in which the opening is formed on a lower side of the connecting frame.

By the structure of the connecting frame, the cushion frame can efficiently receive the seating load by the seated person.

In addition, with the above structure, intrusion of foreign matter into the interior of the connecting frame can be suppressed.

In this case, the connecting frame preferably extends in a long manner in the seat width direction, and includes: a frame body portion having the open cross-sectional shape; and a flange portion provided at an extension end portion of the frame body portion and formed to protrude outward from the extension end portion, the flange portion being in contact with an inner side surface of the side frame along the inner side surface of the side frame.

In addition, it is preferable that a weld mark is formed on at least one of the flange portion and the side frame by welding in a state where the flange portion and the side frame are in contact with each other.

With this structure, the connecting frame can be firmly assembled to the inner side surface of the side frame.

In this case, the flange portion preferably includes: a first flange portion and a second flange portion formed to protrude toward opposite sides from the extending end portions of the pair of opposing wall portions; and a third flange portion formed to protrude outward from an extension end portion of the connecting wall portion.

With this structure, the connecting frame can be more firmly assembled to the inner side surface of the side frame.

In this case, the connecting frame preferably has a reinforcing portion which is formed as a concave portion or a convex portion on the outer surface of the connecting frame and extends along the extending direction of the connecting frame.

With this structure, the rigidity of the connecting frame can be improved, and the rigidity of the cushion frame can be improved.

In this case, it is preferable that the vehicle further includes a height link device that connects the cushion frame to the vehicle body floor in a vertically movable manner, the height link device includes left and right links provided between the cushion frame and the vehicle body floor, and the connecting frame connects the left and right links.

According to the above configuration, in the vehicle seat including the height link device, the assembly rigidity of the height link device (link) can be improved while suppressing the manufacturing cost of the frame constituent parts.

In this case, the seat cushion is preferably configured such that a cushion material is placed on the cushion frame and covered with a skin material, the side frame has a plurality of skin hooking portions formed on the side surfaces of the side frame and for hooking the terminal portions of the skin material, and the connecting frame is preferably disposed at a position between the plurality of skin hooking portions on the side surfaces of the side frame and is mounted in contact with the planar portion of the side frame.

With this structure, the connecting frame can be firmly attached to the side surface of the side frame while suppressing interference with the skin hooking portion.

In addition, the connecting frame is mounted between the plurality of skin hooking portions, so that the rigidity of the skin hooking portions and the peripheral portions thereof can be improved.

In this case, the connecting frame preferably connects front portions of the left and right side frames, and the cushion frame further includes: a base frame connecting front end portions of the left and right side frames and having a plate shape; a rear connecting frame connecting rear portions of the left and right side frames; and a plurality of elastic springs that are hooked to the base frame and the rear connection frame and extend in the seat front-rear direction, wherein the connection frame is formed such that an upper surface of the connection frame is planar, and is disposed at a position rearward of the base frame and at a position downward of the plurality of elastic springs.

As described above, since the upper surface of the coupling frame is flat, when the elastic spring is deflected in the up-down direction by the seating load of the seated person, the coupling frame can receive the elastic spring through the surface. As a result, the sitting feeling of the occupant can be maintained appropriately even when the occupant sits deep in the vehicle seat, as compared with the case of the conventional connecting pipe.

< third embodiment >

Next, a vehicle seat S3 according to a third embodiment will be described with reference to fig. 18 to 30.

The description of the overlapping parts with the vehicle seat S1 and the vehicle seat S2 will be omitted.

The vehicle seat S3 can flexibly select a material used for the connection member of the vehicle seat.

The vehicle seat S3 has an appearance shown in fig. 18. In fig. 18, a part of the vehicle seat S3 (specifically, a part of the seat cushion pad S3 a) is illustrated with the trim cover T removed for convenience of illustration.

The vehicle seat S3 has, as main constituent elements, a seat cushion S3a serving as a seating portion for supporting buttocks of a seated person, a seat back S3b serving as a backrest portion for supporting the back of the seated person, and a headrest S3c disposed on an upper portion of the seat back S3b and supporting the head of the seated person.

The seat cushion S3a is configured by placing a cushion member P on a seat cushion frame 910 as a skeleton, and further covering the cushion member P with a trim cover T. The seatback S3b is configured by placing a cushion member P on a seatback frame 920 and covering the cushion member P with a trim cover T. The headrest S3c is formed by disposing a cushion member P on a core material, not shown, and covering the core material with a decorative cover T.

The basic structure of the seat frame F (hereinafter, seat frame F) of the present embodiment will be described with reference to fig. 19 to 21. Fig. 19 is a perspective view of a seat frame F included in the vehicle seat S3.

As shown in fig. 19, in the seat frame F, a seat cushion frame 910 that forms a skeleton of a seating portion in the seat frame F and a seat back frame 920 that forms a skeleton of a backrest portion in the seat frame F are mainly configured.

Next, the structure of the seat cushion frame 910 will be described. As shown in fig. 19, the seat cushion frame 910 mainly includes a cushion side frame 911, a base frame 912, a front side connection pipe 913, and a rear side connection pipe 914 arranged in the left-right direction.

The cushion side frame 911 is a frame extending in the seat front-rear direction. A base frame 912 is coupled to front end portions of the left and right cushion side frames 911. The base frame 912 is a substantially rectangular plate-like frame that supports the thighs of the occupant.

A front connection pipe 913 is provided in front of the left and right cushion side frames 911, and a rear connection pipe 914 is provided in rear thereof. The rear end portions of the right and left cushion side frames 911 are rotatably coupled to the back side frame 921 of the seat back frame 920.

As shown in fig. 19, the seat back frame 920 includes a pair of left and right back side frames 921, an upper frame 922 that cross-links the pair of back side frames 921 in the seat width direction, and a lower frame 923 as a lower coupling frame.

The pair of back side frames 921 are arranged apart in a state of being opposed to each other in the seat width direction (left-right direction) so as to define the width of the seat back S3 b. The pair of back side frames 921 are arranged so that both extend in the up-down direction, and are formed in an elongated shape. The pair of back side frames 921 are disposed on the side portions of the vehicle seat S3, and constitute left and right frames of the seat back S3 b.

The upper frame 922 is a member connecting upper portions of the pair of back side frames 921 to each other. The left and right end portions of the upper frame 922 are connected to the back side frame 921 by welding.

The lower frame 923 is a member that connects lower portions of the pair of back side frames 921 to each other. The left and right ends of the lower frame 923 are connected to the back side frame 921 by fusion.

A slide rail 930 for slidably moving the seat cushion S3a, the seat back S3b, and the headrest S3c in the front-rear direction is disposed at a lower portion of the seat cushion S3 a. As shown in fig. 18 and 19, the slide rails 930 are provided in a pair on the left and right sides with a gap. As shown in fig. 19, each slide rail 930 includes: a lower rail 931 fixed to the vehicle body in a state extending in the front-rear direction; and an upper guide rail 932 movable along the extending direction of the lower guide rail 931.

Further, a height adjusting mechanism 940 for adjusting the height of the seat cushion S3a is provided between the seat cushion S3a and the slide rail 930 in the height direction. Further, an operation lever L for driving the height adjustment mechanism 940 is provided at a side position of the seat cushion S3a (fig. 18).

The height adjustment mechanism 940 adjusts the height of the seat cushion S3a by rotation of a rotation link by a driving mechanism (not shown). The left and right sides of the rotary connecting rod are respectively provided with two. Specifically, two pivot links are disposed at positions immediately above the slide rails 930 (strictly speaking, immediately above the upper rail 932). The two rotating links are separated from each other in the front-rear direction (i.e., the extending direction of the lower rail 931). The front rotating link is referred to as a front link 941, and the rear rotating link is referred to as a rear link 942.

The link support bracket 943 is a metal plate member that supports the front link 941 and the rear link 942. A pair of link support brackets 943 extend long in the front-rear direction and are welded to the upper surfaces of the pair of upper rails 932, respectively.

The structure of the height adjustment mechanism 940 will be described below with reference to fig. 19 to 21. In the height adjustment mechanism 940, both the front link 941 and the rear link 942 are swingably supported by each of the cushion side frame 911 and the upper rail 932.

Specifically, the front link 941 is swingably supported by the front end 943a of the link support bracket 943 via a pivot pin, and the lower end 942a of the rear link 942 is swingably supported by the rear end 943b of the link support bracket 943 via a pivot pin.

The upper end portion 941b of the front link 941 is swingably supported via a pivot pin at a portion slightly forward of the center portion of the cushion side frame 911 in the front-rear direction. Further, an upper end 942b of the rear link 942 is swingably supported at an end region at the rear of the cushion side frame 911.

The front side connection pipe 913 and the rear side connection pipe 914, which are connection members included in the vehicle seat S3, are described below. In the following description, the front side connection pipe 913 and the rear side connection pipe 914 have different diameters but have the same shape, and thus the rear side connection pipe 914 is illustrated. The same applies to the rear connection pipe 914 described below with respect to the front connection pipe 913.

As shown in fig. 19 to 21, the rear connecting tube 914 connects a pair of cushion side frames 911 in the seat width direction. The rear connection pipe 914 is formed of a center portion 914a (first portion) disposed at the center in the seat width direction, and an end portion 914b (second portion) disposed at the end portion.

More specifically, the rear connection pipe 914 is formed by joining a central portion 914a (first portion) made of a first material and an end portion 914b (second portion) made of a second material different from the first material to each other at a boundary portion 914 c. That is, in the vehicle seat S3, the material used for the connection member can be flexibly selected between the first portion and the second portion.

In the vehicle seat S3, the rear connection pipe 914 as the connection member is a hollow pipe member (fig. 23). According to this structure, the hollow pipe member can be configured by flexibly selecting the first material or the second material and joining the center portion 914a (first portion) and the end portion 914b (second portion).

As shown in fig. 22 and 23, the end 914b (second portion) includes an abutment portion 914d that abuts against the cushion side frame 911. The contact portion 914d protrudes from the outer surface of the end portion 914b, and has a larger outer shape than the central portion 914 a. By providing the contact portion 914d, the position of the rear side connection pipe 914 with respect to the cushion side frame 911 can be appropriately arranged.

(regarding the bonding form of the first site and the second site)

As shown in the cross-sectional view of fig. 23, the central portion 914a and the end portion 914b are joined to each other in a state where the end surfaces thereof abut against each other in the boundary portion 914 c. The joining method of the central portion 914a and the end portion 914b in the boundary portion 914c is not particularly limited, and welding, press fitting, bonding, friction press bonding, and the like can be exemplified. For example, in the boundary portion 914c, the central portion 914a and the end portion 914b are welded and joined over the entire circumference in a state where the end surfaces abut against each other.

At this time, it is preferable that the center portion 914a and the end portion 914b are joined by a joining technique of dissimilar materials using plastic flow. Specifically, the center portion 914a and the end portion 914b are preferably joined by plastic flow in the boundary portion 914 c. In other words, the first material and the second material having different mechanical strengths are preferably joined by plastic flow in the boundary portion 914 c. When the first material and the second material, which are dissimilar materials, are joined by plastic flow, firm joining can be achieved.

The joint pattern between the center portion 914a and the end portion 914b in the boundary portion 914c is not limited to the pattern shown in fig. 23. For example, as shown in fig. 24, in the boundary portion 914c, the end portion 914b may be engaged with the inner side of the central portion 914 a. As shown in fig. 25, the edge 914b may be engaged with the outer side of the center 914a at the boundary 914 c. As shown in fig. 26, the end 914b formed in a solid manner in the boundary 914c may be fitted into the center 914a and joined. In this way, the joining pattern between the central portion 914a and the end portions 914b of the boundary portion 914c may be appropriately selected from the viewpoints of the combination of the first material and the second material to be used, the weight, and the strength.

(with respect to the first material or the second material)

Examples of the first material or the second material include, but are not particularly limited to, metals, alloys, ceramics, resins, and the like. Examples of the element contained in the metal, alloy, or ceramic include, but are not particularly limited to, aluminum, magnesium, iron, copper, titanium, zinc, and combinations thereof.

Examples of the resin include, but are not particularly limited to: polypropylene (PP), polyethylene (PE), acrylonitrile-butadiene-styrene copolymer synthetic resin (Acrylonitrile Butadiene Styrene, ABS), polycarbonate (PC), polyamide (PA) (nylon), polyacetal (POM), polybutylene terephthalate (Polybutylene Terephthalate, PBT), thermoplastic polyimide (Thermoplastic Polyimide, TPI), polyetherimide (PEI), polyphenylene sulfide (Polyphenylene Sulfide, PPs), polyetheretherketone (Polyether Ether Ketone, PEEK), polyphthalamide (PPA), polysulfone (PSU), polyethersulfone (Polyether Sulfone, PEs), and combinations of these.

As the resin, carbon fiber reinforced plastic (Carbon Fiber Reinforced Plastics, CFRP) can also be used. By reinforcing the resin with carbon fibers, a higher strength or rigidity than the resin monomer can be obtained.

Here, the first material forming the central portion 914a (first portion) is preferably a material having a lower specific gravity than the second material forming the end portion 914b (second portion). According to this structure, the vehicle seat S3 can be made lightweight by using a material having a small specific gravity.

In addition, the second material forming the end portion 914b (second portion) is preferably a material having higher hardness (strength) than the first material forming the central portion 914a (first portion). According to this structure, the strength of the connecting member can be ensured by using a material having high hardness (strength). Further, since the strength of the connecting member on the outer side in the seat width direction becomes high, it is preferable.

In this case, it is preferable that the center portion 914a (first portion) formed of the first material having a small specific gravity be formed longer than the end portion 914b (second portion) in the seat width direction. According to this structure, the center portion 914a (first portion) formed of a material having a small specific gravity is made longer than the end portion 914b (second portion), so that the vehicle seat S3 can be effectively reduced in weight.

Here, when the first material forming the center portion 914a (first portion) is a material containing aluminum as a main component, the weight of the vehicle seat S3 can be effectively reduced because the specific gravity of aluminum is small.

Further, a rear link 942, which is a link member for adjusting the height of the seat cushion S3a, is attached to the end 914b (second portion). In other words, the end 914b (second portion) extends to a position further inward than the rear link 942 in the seat width direction. According to this structure, the material of the end 913b (second portion) of the rear link 942 (link member) can be flexibly selected. When the second material forming the end portion 913b (second portion) is a material containing iron as a main component, such as steel, the strength of the connecting member can be ensured because the hardness of the material containing iron is high.

It is preferable to use a material having high hardness, high strength and abrasion resistance, for example, a material containing iron as a main component, such as steel, at a connection portion with another member, a load-applied portion, or a portion having a large abrasion such as the end portion 913b (second portion). In addition, in a portion where the mechanical strength is required to be low, such as the central portion 913a (first portion), a material containing aluminum as a main component or a resin-based material is preferably used in terms of weight reduction.

Variation of

The configuration of the vehicle seat according to the present invention has been described above by way of example, but the above-described embodiment is merely an example, and other embodiments are also conceivable.

In the above embodiment, the front side connection tube 913 and the rear side connection tube 914 as the connection members are hollow tube members, but the connection members may be solid bars.

A vehicle seat to which a modified example of the connecting member can be applied will be described below with reference to fig. 27 to 200. Fig. 27 is a perspective view of a seat frame FX included in a vehicle seat according to a modification, and fig. 28 is a side view of the seat frame FX.

As described below, the cushion side frame 911X included in the seat cushion frame 910X of the seat frame FX has a truss structure to increase rigidity. The cushion side frame 911X has a plurality of triangular through holes 911Xa. In the cushion side frame 911X, a portion connecting the upper end portion 941b of the front link 941 is disposed at a position between the pair of through holes 911Xa in the front-rear direction. The cushion side frame 911X includes a truss structure through a through hole 911Xa having a triangular shape or a through hole 911Xb having a trapezoidal shape.

As shown in fig. 27 and 28, the through hole 911Xa or the through hole 911Xb included in the cushion side frame 911X is preferably provided with a raised flange hole on the outer periphery thereof. With regard to the adjacent burring holes, if the rising directions are different from each other (i.e., the inner side and the outer side in the seat width direction), the rigidity in each direction (the front-rear direction or the up-down direction) is improved, and therefore, it is preferable.

Fig. 29 is a perspective view of a base frame 912X included in the vehicle seat according to the modification, and fig. 200 is a B-B sectional view of fig. 29, showing a schematic section of the base frame 912X. The front end 912Xa or the side end 912Xb of the base frame 912X is curled. Specifically, the front end portion of the front end portion 912Xa is curved from the front to the rear, and the front end portion of the side end portion 912Xb is curved from the outside to the inside.

In the base frame 912X, the front end 912Xa or the side end 912Xb is curled, whereby the end is reinforced while eliminating a cut surface. In the prior art, hemming (folding bending) is performed as the treatment of the end portion, but by performing crimping, the processing cost can be suppressed.

As shown in fig. 29, the curled front end 912Xa is divided into three parts by a gap 912Xc in the seat width direction. By providing the gap 912Xc in this manner, the distal end 912Xa can be easily curled as compared with the case of the gap 912 Xc.

Supplementary note < >)

The vehicle seat according to the present invention preferably includes a seat cushion including a seat cushion frame as a skeleton, and a connecting member, wherein the seat cushion frame includes a pair of side frames provided separately in a width direction of the vehicle seat, and the pair of side frames are connected by the connecting member, and the connecting member is formed by joining a first portion formed of a first material and a second portion formed of a second material different from the first material.

In the vehicle seat of the present invention configured as described above, the material used for the connecting member of the vehicle seat can be flexibly selected between the first portion and the second portion.

In the vehicle seat, the first material is preferably a material having a smaller specific gravity than the second material.

In this structure, the use of a material having a small specific gravity can reduce the weight of the vehicle seat.

In the vehicle seat, the second material is preferably a material having a higher hardness than the first material.

In this structure, the strength of the connecting member can be ensured by using a material having high hardness.

In the vehicle seat, it is preferable that, in the connecting member, a center portion in a width direction of the vehicle seat is the first portion, both end portions in the width direction of the vehicle seat are the second portions, and the first portion is formed longer than the second portion in the width direction of the vehicle seat.

In this structure, the first portion formed of the material having a small specific gravity is made longer than the second portion, so that the vehicle seat can be effectively reduced in weight.

In the vehicle seat, the first material preferably contains aluminum.

In this structure, the use of aluminum having a small specific gravity can effectively reduce the weight of the vehicle seat.

In the vehicle seat, the second material preferably contains iron.

In this structure, the strength of the connecting member can be ensured by using iron having high hardness.

In the vehicle seat, the connecting member is preferably a hollow pipe member.

In this structure, the first portion and the second portion are joined by flexibly selecting the material, so that a hollow pipe member as a connecting member can be formed.

In the vehicle seat, the second portion preferably includes an abutting portion that abuts against the side frame.

In this structure, the position of the connection member with respect to the side frame can be appropriately arranged.

In the vehicle seat, it is preferable that a link member for adjusting the height of the seat cushion is attached to the second portion.

In this structure, the material of the second portion to which the link member is attached can be flexibly selected.

The vehicle seat preferably includes a cushion member mounted on the seat cushion frame, and a trim cover covering the cushion member.

In the above-described structure, a vehicle seat that can flexibly select a material used for the connection member can be provided.

< fourth embodiment >, a third embodiment

Next, a vehicle seat S4 according to a fourth embodiment will be described with reference to fig. 31 to 39.

The description of the overlapping parts with the vehicle seats S1 to S3 will be omitted.

The vehicle seat S4 realizes a seat including a seat back in which a headrest guide is fixed to a seat back frame with a relatively simple structure.

The basic structure of the vehicle seat S4 will be described with reference to fig. 31. Fig. 31 is a perspective view of the vehicle seat S4, and a part of the vehicle seat S4 in fig. 31 is illustrated with the cushion trim cover T or the cushion P removed for convenience of illustration.

The vehicle seat S4 is a seat that is placed on a floor panel and on which an occupant of the vehicle sits. In the present embodiment, the vehicle seat S4 is used as a front seat corresponding to a front seat of a vehicle. However, the vehicle seat S4 is not limited to this, and may be used as a seat for a rear seat, and may be used as a middle seat for a second row or a rear seat for a third row in a vehicle including three rows of seats in the front-rear direction.

As shown in fig. 31, in the vehicle seat S4, a seat back 1001 serving as a backrest portion for supporting the back of a seated person, a seat cushion 1002 serving as a seating portion for supporting the buttocks of the seated person, and a headrest 1003 disposed on an upper portion of the seat back 1001 for supporting the head of the seated person are mainly configured as components. The seat back 1001 and the seat cushion 1002 are coupled to sandwich the reclining mechanism 1007 (see fig. 32). The seat back 1001 is coupled to the seat cushion 1002 so as to be rotatable and angularly adjustable. The reclining mechanism 1007 adjusts the reclining angle of the seat back 1001.

As shown in fig. 32, a seat frame F is provided in the vehicle seat S4, and the seat frame F includes a seat back frame 1010 that forms a skeleton of a seat back 1001, and a seat cushion frame 1020 that forms a skeleton of a seat cushion 1002.

Hereinafter, first, the structure other than the seat back frame 1010 such as the seat cushion frame 1020 will be described, and after that, the details of the seat back frame 1010 will be described.

The seat cushion frame 1020 is formed in a square frame shape, and a cushion side frame 1021 is provided on a side portion thereof. The cushion-side frame 1021 is provided with a front connecting frame 1022 that connects the cushion-side frame 1021 in the front direction, and a rear connecting frame 1023 that connects the cushion-side frame 1021 in the rear direction. The front connecting frame 1022 and the rear connecting frame 1023 located in front and rear of the vehicle seat S4 include circular pipes. Further, a cushion base frame 1024 is provided in front of the front connecting frame 1022. Although not shown, a pressure receiving member is attached so as to bridge the cushion base frame 1024 and the rear connecting frame 1023, and the pressure receiving member supports the buttocks of the seated occupant from below.

The headrest 1003 is mounted to an upper portion of the seatback 1001 to support the head of the occupant. A headrest frame 1030 forming a framework of the headrest 1003 is provided inside the headrest 1003, and two headrest struts 1031 (also referred to as headrest struts) hanging from the lower portion of the headrest 1003 are provided at both left and right ends of the headrest frame 1030. The headrest stay 1031 is inserted into a headrest guide 1017 attached to an upper frame 1012 of the seatback frame 1010 described later, and thereby the headrest 1003 is attached to the seatback frame 1010.

The seat back 1001, the seat cushion 1002, and the headrest 1003 are configured by providing a cushion P and a cushion trim cover T (cushion cover) on the outer sides of the seat back frame 1010, the seat cushion frame, and the headrest frame 1030. The pad P is a urethane base material molded by foam molding using a urethane foam material, and the cushion cover T includes a surface material such as cloth, synthetic leather, or dermis.

As shown in fig. 32, a slide rail 1004 is provided at a lower portion of the vehicle seat S4. The slide rail 1004 allows the vehicle seat S4 to be slidably mounted on the underbody BF in the front-rear direction.

The slide rail 1004 is a device for sliding the vehicle seat S4 in the front-rear direction, and is a known structure (a structure of a general slide rail mechanism). The slide rail 1004 has a lower rail fixed to the underbody BF, and an upper rail slidably movable with respect to the lower rail. The upper rail is slidable relative to a lower rail fixed to the vehicle body.

A tilting mechanism 1007 is provided between the lower end of the seat back 1001 and the rear end of the seat cushion 1002. More specifically, the reclining mechanism 1007 couples the seat back frame 1010 of the seat back 1001 with the seat cushion frame 1020 of the seat cushion 1002. The reclining mechanism 1007 can adjust the angle of the seat back 1001 (seat back frame 1010) relative to the seat cushion 1002 (seat cushion frame 1020). The reclining mechanism 1007 locks the seat back 1001 at a predetermined angle to maintain a reclined state. In addition, by releasing the lock, the seat back 1001 can be reclined forward or backward.

The seat back frame 1010 will be described below with reference to fig. 32 to 39.

As shown in fig. 32, the seatback frame 1010 is formed in a square frame shape as a whole, and the seatback frame 1010 includes a pair of back side frames 1011, an upper frame 1012, and a lower frame 1016 arranged on both sides. The upper frame 1012 is disposed between the pair of back side frames 1011, and connects the upper ends of the back side frames 1011. The lower frame 1016 is disposed between the pair of back side frames 1011, and connects the lower ends of the pair of back side frames 1011.

The headrest guide 1017 is a member of a tubular body provided with insertion openings 1017a through which the headrest poles 1031 are inserted. A head portion 1017b is provided on an upper portion of the headrest guide 1017, and the head portion 1017b has an outer diameter larger than a diameter of an opening portion (upper side opening portion 1015 a) of a holder portion 1015 of an upper frame 1012, which will be described later. Thus, even if the headrest guide 1017 is inserted into the holder portion 1015 of the upper frame 1012, the falling-off to the lower side of the upper frame 1012 can be suppressed.

In order to maintain the holding strength of the headrest 1003 and suppress rattling, the headrest guide 1017 is formed of a metal member having high strength. The headrest guide 1017 is not limited to metal, and may be resin.

The upper frame 1012 includes a plate-shaped first base frame 1013 and a plate-shaped second base frame 1014. The first base frame 1013 is located on the front side in the seat back 1001, and the second base frame 1014 is located on the rear side in the seat back 1001, and is located on the rear side of the first base frame 1013.

As shown in fig. 37, the first base frame 1013 sandwiches the headrest guide 1017 and supports the headrest guide 1017 from the front of the seat back 1001, and the second base frame 1014 sandwiches the headrest guide 1017 and supports the headrest guide 1017 from the rear of the seat back 1001. The first base frame 1013 and the second base frame 1014 form a cylindrical holder portion 1015 that holds the headrest guide 1017. The headrest guide 1017 is mounted by inserting the headrest guide 1017 into the holder portion 1015.

The first base frame 1013 is formed with a bulge 1013a bulging toward the front direction of the seat. The bulge 1013a is formed along the longitudinal direction of the first base frame 1013 so as to extend in the width direction of the vehicle seat S4. A flange part 1013b joined to the second base frame 1014 is formed at an end part of the bulge part 1013a in the up-down direction, and as shown in fig. 37, the first base frame 1013 is formed to have a hat-shaped vertical cross section by the bulge part 1013a and the flange part 1013 b.

Furthermore, the cap shape also includes a cover shape. In other words, the cap shape also includes a case where the flange part 1013b is formed from at least one of the upper end and the lower end of the bulge part 1013a.

In the present embodiment, only the first base frame 1013 has a hat-shaped longitudinal section, but the second base frame 1014 may have a hat-shaped longitudinal section. Both the first base frame 1013 and the second base frame 1014 may have a hat-shaped longitudinal section, and by joining the two flange portions, a closed section structure (also referred to as a monaca structure) having a hollow portion may be formed.

As shown in fig. 35 and 36, in each of the first base frame 1013 and the second base frame 1014, two concave portions 1013c and 1014c extending in the vertical direction are formed at positions facing each other. The recess 1013c and the recess 1014c are formed in accordance with the outer shape of the headrest guide 1017. The recess 1013c is disposed opposite to the recess 1014c, and the first base frame 1013 is joined to the second base frame 1014, thereby forming a holder portion 1015 holding the headrest guide 1017.

The holder 1015 has a cylindrical space formed by the recess 1013c and the recess 1014c, and has openings (an upper opening 1015a and a lower opening 1015 b) in the upper and lower directions. In other words, the upper opening 1015a of the holder 1015 includes the opening 1013d of the recess 1013c and the opening 1014d of the recess 1014c shown in fig. 35. The headrest guide 1017 is attached by being inserted from the upper opening 1015a of the holder 1015.

As shown in fig. 35, in the second base frame 1014, a flange 1014e is formed around the opening 1014d. As shown in fig. 38, the flange 1014e is formed at a position substantially equal to the upper end of the bulge 1013a of the first base frame 1013, and is brought into contact with the head 1017b of the headrest guide 1017, thereby preventing the headrest guide 1017 from falling down to the lower side of the upper frame 1012. In addition, by providing the flange portion 1014e, the periphery of the opening portion 1014d is reinforced. The flange portion may be formed around the opening 1013d on the first base frame 1013 side.

In the second base frame 1014, a hole 1014h is formed between the two recesses 1014c for weight reduction. Further, a cutout 1014i is formed on the outer side of the recess 1014c in the width direction.

As shown in fig. 35 and 37, hook-shaped hooking portions 1013g that hook into the upper and lower ends of the second base frame are formed at a part of the upper and lower ends of the first base frame 1013. As shown in fig. 36, hook-shaped hooking portions 1014g are formed at the upper and lower ends of the second base frame 1014 at positions avoiding the hooking portions 1013g of the first base frame 1013. By hooking the hooking portion 1013g of the first base frame 1013 to the end of the second base frame and hooking the hooking portion 1014g of the second base frame 1014 to the end of the first base frame, positional displacement of the second base frame 1014 with respect to the up-down direction of the first base frame 1013 can be suppressed.

The first base frame 1013 and the second base frame 1014 are bonded by welding. The welding is performed using a plurality of welding holes 1014f formed in the second base frame 1014.

The first base frame 1013 and the second base frame 1014 can be bonded by an adhesive. The adhesive is a structural adhesive, and desirably is of a high toughness type or a high viscosity type. In the case of the adhesive for a high-toughness type structure, cracks of the adhesive caused by torsion of the frame or the like can be suitably suppressed, and the durability of the adhesive can be improved. In the case of the high viscosity type, sagging at the time of proceeding can be suppressed. Examples of the structural adhesive include adhesives containing an epoxy resin as a main component.

In the present embodiment, the first base frame 1013 and the second base frame 1014 are made of iron, and are formed by press working steel plates. The first and second base frames 1013 and 1014 are not limited to the iron, and the first and second base frames 1013 and 1014 may be formed of different materials from each other.

For example, the first base frame 1013 may also be formed from high tension steel. Since the high-tension steel material has tension even when it is thin, the thickness of the steel material can be made thinner than that of the steel sheet, and thus the steel material can be reduced in weight while ensuring rigidity. The second base frame 1014 may also be formed from a high tension steel material.

The material of the second base frame 1014 may be made of resin or aluminum. An inexpensive or lightweight upper frame can be formed as compared with the case of iron.

Another example of an upper frame 1012 is illustrated. The upper frame 1012A shown in fig. 39 is also a member attached to the upper portion of the seat back frame 1010, and is provided so as to bridge the upper end portion of the back side frame 1011. As with the upper frame 1012 shown in fig. 33 to 38, the headrest guide 1017 is held by sandwiching the headrest guide 1017 by the first base frame 1013A and the second base frame 1014A. The first and second base frames 1013A and 1014A are each formed with a recess 1013Ac and a recess 1014Ac extending in the vertical direction, and are disposed so as to face each other, thereby forming a holder portion 1015A for holding the headrest guide 1017.

Both the first base frame 1013A and the second base frame 1014A have a hat-shaped longitudinal section having a bulge 1013Aa, a bulge 1014Aa, and a flange 1013Ab, a flange 1014Ab. The first base frame 1013A and the second base frame 1014A are joined to the flange portions 1013Ab, 1014Ab by fusion welding or by using a structural adhesive to form a closed cross-sectional structure (a mocha structure). In this way, by forming the first base frame 1013A and the second base frame 1014A, the upper frame 1012A holding the headrest guide 1017 can be easily assembled while maintaining rigidity as the upper frame.

The vehicle seat S4 according to the present embodiment is described above with reference to the drawings. In the present embodiment, the first base frame 1013 has a hat-shaped vertical cross section, but the second base frame 1014 may have a bulge portion bulging toward the rear of the seat, and the vertical cross section may have a hat-shaped vertical cross section.

Supplementary note < >)

In the vehicle seat according to the present invention, it is preferable that the vehicle seat includes a seat back, a headrest provided on the seat back, and a seat back frame forming a skeleton of the seat back, the seat back frame includes a pair of back side frames, an upper frame connecting the pair of back side frames, and a headrest guide holding a stay of the headrest, the upper frame includes a plate-shaped first base frame and a plate-shaped second base frame, the first base frame is sandwiched between the headrest guide from a front side of the seat back to support the headrest guide, and the second base frame is sandwiched between the headrest guide from a rear side of the seat back to support the headrest guide.

In the vehicle seat, at least one of the first base frame and the second base frame preferably has a hat-shaped longitudinal section.

By at least one of the first base frame and the second base frame having a hat-shaped longitudinal section, the rigidity of the first base frame and the second base frame is improved.

In the vehicle seat, it is preferable that the cap-shaped flange portion having one of the cap-shaped longitudinal sections of the first base frame and the second base frame is joined to the other, and a retainer portion for supporting the headrest guide is formed by the first base frame and the second base frame.

By bonding using the flange portion, the first base frame and the second base frame can be bonded more firmly.

In the vehicle seat, it is preferable that the first base frame and the second base frame have concave portions that are formed at positions facing each other, the concave portions being formed by concave portions of the first base frame and the second base frame that are arranged to face each other, the concave portions being formed at positions facing each other, the concave portions being formed to match the outer shape of the headrest guide, and the concave portions being formed to extend in the vertical direction, respectively.

By inserting the headrest guides into the recesses arranged opposite to each other, positional displacement of the headrest guides in the seat width direction can be suppressed.

In the vehicle seat, it is preferable that a flange portion is formed around an opening portion into which the headrest guide is inserted in at least one of the concave portions formed in the first base frame and the second base frame.

By forming the flange portion around the opening portion of the insert headrest guide, the periphery of the opening portion is reinforced.

In the vehicle seat, it is preferable that the first base frame and the second base frame be joined by welding.

The first base frame and the second base frame are joined by welding, thereby being more firmly adhered. In addition, by joining the first base frame and the second base frame by welding, the headrest guide sandwiched therebetween is fixed, and therefore, the step of fixing the headrest guide to the frame can be eliminated.

In the vehicle seat, it is preferable that the first base frame and the second base frame are formed of different materials from each other.

By being formed of different materials, either one of the first base frame and the second base frame can be made lightweight or high-strength.

In the vehicle seat, it is preferable that the first base frame and the second base frame are bonded by a structural adhesive.

By fixing with the adhesive, welding work at the time of assembly can be reduced, and the frame can be assembled more simply.

In the vehicle seat, it is further preferable that the first base frame is formed of a high-tension steel material.

By forming the first base frame from a high-tension steel material, a frame that is lighter and stronger than the case of iron can be formed.

In the vehicle seat, it is further preferable that the second base frame is formed of resin or aluminum.

By forming the second base frame from resin or aluminum, an inexpensive or lightweight frame can be formed as compared with the case of iron.

< fifth embodiment >, a third embodiment

Next, a vehicle seat S5 according to a fifth embodiment will be described with reference to fig. 40 to 47.

The description of the overlapping parts with the vehicle seats S1 to S4 will be omitted.

The vehicle seat S5 realizes a seat including a seat back frame that is lightweight while maintaining rigidity.

The basic structure of the vehicle seat S5 will be described with reference to fig. 40. Fig. 40 is a perspective view of the vehicle seat S5, and a part of the vehicle seat S5 in fig. 40 is illustrated with the cushion trim cover T or the cushion P removed for convenience of illustration.

The vehicle seat S5 is a seat that is placed on a floor panel and on which an occupant of the vehicle sits. The vehicle seat S5 is used as a front seat corresponding to a front seat of a vehicle. However, the vehicle seat S5 is not limited to this, and may be used as a seat for a rear seat, and may be used as a middle seat for a second row or a rear seat for a third row in a vehicle including three rows of seats in the front-rear direction.

As shown in fig. 40, in the vehicle seat S5, a seat back 1101 that is a backrest portion that supports the back of a seated person, a seat cushion 1102 that is a seating portion that supports the buttocks of the seated person, and a headrest 1103 that is disposed on an upper portion of the seat back 1101 and supports the head of the seated person are mainly configured as components. The seat back 1101 and the seat cushion 1102 are coupled to sandwich the reclining mechanism 1107 (see fig. 41). The seat back 1101 is coupled to the seat cushion 1102 so as to be rotatable and angularly adjustable. The reclining mechanism 1107 adjusts the reclining angle of the seat back 1101.

As shown in fig. 41, a seat frame F is provided in the vehicle seat S5, and the seat frame F includes a seat back frame 1110 that forms a skeleton of the seat back 1101, and a seat cushion frame 1120 that forms a skeleton of the seat cushion 1102.

Hereinafter, first, the structure other than the seat back frame 1110, such as the seat cushion frame 1120, will be described, and after that, the details of the seat back frame 1110 will be described.

The seat cushion frame 1120 is formed in a square frame shape, and a cushion side frame 1121 is provided at a side portion thereof. Further, the cushion-side frame 1121 includes a front connecting frame 1122 connected to the front side, and a rear connecting frame 1123 connected to the rear side of the cushion-side frame 1121. The front connecting frame 1122 and the rear connecting frame 1123 located in the front and rear of the vehicle seat S5 include circular pipes. Further, a cushion base frame 1124 is provided in front of the front connecting frame 1122. Although not shown, a pressure receiving member is attached so as to bridge the cushion base frame 1124 and the rear connecting frame 1123, and supports the buttocks of the seated occupant from below.

A headrest 1103 is mounted to an upper portion of the seat back 1101 to support the head of a seated person. A headrest frame 1130 forming a framework of the headrest 1103 is provided inside the headrest 1103, and two headrest stays 1131 (also referred to as headrest stays) hanging from the lower portion of the headrest 1103 are provided at both left and right ends of the headrest frame 1130. The headrest stay 1131 is inserted into a headrest guide 1117 mounted to an upper frame 1112 of the seat back frame 1110 described later, whereby the headrest 1103 is mounted to the seat back frame 1110.

The seat back 1101, the seat cushion 1102, and the headrest 1103 are configured by providing a cushion P and a cushion trim cover T (cushion cover) on the outer sides of the seat back frame 1110, the seat cushion frame 1120, and the headrest frame 1130. The pad P is a urethane base material molded by foam molding using a urethane foam material, and the cushion cover T includes a surface material such as cloth, synthetic leather, or dermis.

As shown in fig. 41, a slide rail 1104 is provided at a lower portion of the vehicle seat S5. With the slide rail 1104, the vehicle seat S5 is mounted to the vehicle floor so as to be slidable in the front-rear direction.

The slide rail 1104 is a device for sliding the vehicle seat S5 in the front-rear direction, and is a known structure (a structure of a general slide rail mechanism). The slide rail 1104 has a lower rail fixed to the underbody and an upper rail slidably movable with respect to the lower rail. The upper rail is slidable relative to a lower rail fixed to the vehicle body.

A reclining mechanism 1107 is provided between the lower end of the seat back 1101 and the rear end of the seat cushion 1102. In more detail, the reclining mechanism 1107 couples the seat back frame 1110 of the seat back 1101 with the seat cushion frame 1120 of the seat cushion 1102. The tilting mechanism 1107 is capable of adjusting the angle of the seat back 1101 (seat back frame 1110) relative to the seat cushion 1102 (seat cushion frame 1120). The reclining mechanism 1107 locks the seat back 1101 at a predetermined angle to maintain a reclined state. In addition, by releasing the lock, the seat back 1101 can be reclined forward or backward.

The seat back frame 1110 included in the vehicle seat S5 will be described below with reference to fig. 41 to 47.

As shown in fig. 41, the seat back frame 1110 is formed in a square frame shape as a whole, and the seat back frame 1110 includes a pair of back side frames 1111, an upper frame 1112, and a lower frame 1116 arranged on both sides. The upper frame 1112 is disposed between the pair of back side frames 1111, and connects the upper ends of the back side frames 1111. The lower frame 1116 is disposed between the pair of back side frames 1111 and connects the lower ends of the pair of back side frames 1111.

The upper frame 1112 includes: a first member 1113 coupled to a right side frame 1111a of one of the pair of back side frames 1111; and a second member 1114 connected to the left side frame 1111b of the other. The upper frame 1112 includes a third member 1115, and the third member 1115 is positioned between the first member 1113 and the second member 1114 and is connected to the first member 1113 and the second member 1114.

In this embodiment, the first member 1113 and the second member 1114 are made of iron, and are formed by press working a steel plate. The upper frame 1112 can be attached to the back side frame 1111 while maintaining sufficient strength by making the first member 1113 and the second member 1114 of iron. The first member 1113 and the second member 1114 are not limited to iron, and may be made of high-tensile steel, for example. Since the high-tension steel material has tension even when it is thin, the thickness of the steel material can be reduced as compared with a steel sheet, and thus the steel material can be reduced in weight while ensuring rigidity.

In the present embodiment, the third member 1115 is formed of a resin. Since the third member 1115 is formed of a resin lighter than iron, the weight of the upper frame 1112 can be reduced as compared with the case where the entire upper frame is made of iron, and the weight of the seat frame F can be reduced.

The third member 1115 is not limited to a resin, and may be made of aluminum or a light alloy of magnesium that is lighter than the material forming the first member 1113 and the second member 1114. By making the third member 1115 of a light weight light alloy, the upper frame 1112 is made light weight, and thus the weight of the seat frame F can be reduced.

The bonding of the first member 1113 and the third member 1115, and the bonding of the second member 1114 and the third member 1115 use a structural adhesive. As the structural adhesive, for example, an adhesive containing an epoxy resin as a main component can be used, and if the structural adhesive is used, high adhesion and high endurance of the joint portion can be obtained. As the structural adhesive, an epoxy adhesive, a urethane adhesive, an acrylic adhesive, or the like may be used.

Further, since the electric insulating layer is formed on the joint surface as a characteristic of the structural adhesive, electrolytic corrosion can be suppressed even in the case where the third member 1115 is formed of a metal different from iron, for example, a light alloy of aluminum or magnesium.

In addition, the third member 1115 has a first tab 1115a extending from the end toward the first member 1113 or the second member 1114. In addition, each of the first member 1113 and the second member 1114 has a second cut 1113a and a second cut 1114a extending toward the third member 1115.

Third member 1115 is connected to first member 1113 and second member 1114 by overlapping first cut 1115a with second cut 1113a and second cut 1114a.

The first cut piece 1115a is provided with three pieces at both ends of the third member 1115 in the left-right direction, respectively. The second cut piece 1113a and the second cut piece 1114a are provided at the respective ends of the first member 1113 and the second member 1114 so as to correspond to the positions of the first cut piece 1115a. Further, the number of the first slice 1115a, the second slice 1113a, and the second slice 1114a is not limited to three, and two or four or more may be provided. The number of the first slice 1115a, the second slice 1113a, and the second slice 1114a may be one, and in this case, it is preferable to have a shape long in the vertical direction.

As shown in fig. 42 and 43, a slit 1119 is formed between the third member 1115 and the first member 1113 and between the third member 1115 and the second member 1114, and the weight reduction is achieved by the slit 1119.

In the present embodiment, the first cut piece 1115a is overlapped with the second cut piece 1113a and the second cut piece 1114a, and the adhesive agent for the structure is applied to the adhesive layer to be adhered.

In the case where the third member 1115 is formed of a metal material such as aluminum, the first cut piece 1115a may be joined to the second cut piece 1113a or the second cut piece 1114a by welding.

By forming the third member 1115 from a lighter material, the upper frame 1112 can be made lighter, and thus the seat frame F can be made lighter.

Next, the shape of the third member 1115 is described. As shown in fig. 45, a bulge 1115b (first bulge) that bulges toward the front of the vehicle seat S5 is formed near the center of the third member 1115 in the vertical direction.

The bulge 1115b is formed in the third member 1115 so as to extend in the left-right direction (width direction) of the vehicle seat S5. A flange portion 1115c (first flange portion) is formed at each of the upper and lower end portions of the bulge portion 1115b, and the third member 1115 is formed to have a hat-shaped vertical cross section through the bulge portion 1115b and the flange portion 1115 c. By forming the longitudinal section of third member 1115 into a hat shape, the rigidity of third member 1115 is improved.

The flange portion 1115c of the third member 1115 extends from both ends of the bulge portion 1115b in the up-down direction, but the flange portion 1115c may extend from only one of the ends. In this case, the third member 1115 may be formed only by the bulge 1115b without the flange 1115C, and in this case, the vertical section may be formed in a C-shape.

Like the third member 1115, the first member 1113 and the second member 1114 also have a bulge portion 1113b and a bulge portion 1114b (second bulge portion) formed at the central portion in the vertical direction, which bulge toward the front of the vehicle seat S5. The flange 1113c and the flange 1114c (second flange) extend upward or downward from the upper and lower ends of the bulge 1113b and the bulge 1114 b. The first member 1113 and the second member 1114 are formed by the bulge 1113b and the bulge 1114b, the flange 1113c, and the flange 1114c to have a hat-shaped vertical cross section. By forming the cross section of the first member 1113 and the second member 1114 into a hat shape, the rigidity of the first member 1113 and the second member 1114 is improved. Further, the flange 1113c and the flange 1114c extend from both ends in the up-down direction, but the flange 1113c and the flange 1114c may extend from only one of the ends. In this case, the first member 1113 and the second member 1114 may be formed by only the bulge 1113b and the bulge 1114b, and the vertical cross section may be formed in a C-shape.

Next, a structure of the headrest guide 1117 in which the third member 1115 is used is described.

While the mechanization is advanced in the process of manufacturing the vehicle seat, in the conventional seat frame F, it is necessary to weld the headrest guide 1117 when it is attached, and the mechanization is difficult because the welding operation is complicated. Therefore, a structure is required in which the headrest guide 1117 is fixed to the seat frame F in a simpler manner.

The headrest guide 1117 is a member of a tubular body provided with an insertion opening 1117a through which the headrest stay 1131 is inserted. A head 1117b is provided on an upper portion of the headrest guide 1117, and the head 1117b has an outer diameter R2 larger than a diameter R1 of an opening (upper opening 1118 a) of a holder 1118 of the upper frame 1112, which will be described later. Thus, even if the headrest guide 1117 is inserted into the holder 1118 of the upper frame 1112, falling-off to the lower side of the upper frame 1112 can be suppressed.

In order to maintain the holding strength of the headrest 1103 and suppress rattling, the headrest guide 1117 is formed of a metal member having high strength. The headrest guide 1117 is not limited to metal, and may be made of resin.

As shown in fig. 42 to 44, the third member 1115 includes a holder 1118 that holds the headrest guide 1117. The holder 1118 includes: a through hole 1115f formed in the vertical direction on the upper surface 1115d of the bulge section 1115b, and a through hole 1115g formed on the lower surface 1115 e. That is, the through hole 1115f serves as an upper opening 1118a of the holder 1118, and the through hole 1115g serves as a lower opening 1118b of the holder 1118.

The through hole 1115f (upper opening 1118 a) of the upper surface 1115d and the through hole 1115g (lower opening 1118 b) of the lower surface 1115e are formed with a diameter R1 slightly larger than the outer diameter R0 of the body of the headrest guide 1117. As shown in fig. 45, the centers of the upper opening 1118a and the lower opening 1118b are located on the axis C arranged in the vertical direction. Accordingly, as shown in fig. 42, 43, and 45, the headrest guide 1117 is attached by inserting the main body of the headrest guide 1117 into the through-holes 1115f and 1115g.

In addition, the head 1117b of the headrest guide 1117 is formed to have an outer diameter R2 larger than a diameter R1 of the through-hole 1115f (upper opening 1118 a) formed in the upper surface 1115d, and the head 1117b is caught around the through-hole 1115f, so that falling down can be suppressed.

Conventionally, a headrest guide is fusion-attached to an upper frame formed of a tube. In the upper frame of the present embodiment, the headrest guide 1117 is attached to the through-holes 1115f and 1115g formed in the bulge section 1115b, and therefore, the attachment by fusion is not required. Therefore, if the upper frame is manufactured in advance in a factory, the number of welded portions in the assembly process can be reduced. Since the headrest guide 1117 is fixed by a simple method, the operation of assembling the seat frame F can be mechanized.

The vehicle seat S5 is described above with reference to the drawings. In the present embodiment, the bulge portion bulges forward of the vehicle seat S5, but the bulge portion may bulge rearward.

Supplementary note < >)

In the vehicle seat according to the present invention, preferably, the vehicle seat includes a seat back and a seat back frame constituting a skeleton of the seat back, the seat back frame includes a pair of back side frames and an upper frame connecting the pair of back side frames, and the upper frame includes: a first member coupled to one of the pair of back side frames; a second member coupled to the other of the pair of back side frames; and a third member that is located between the first member and the second member, is connected to the first member and the second member, is made of metal, and is formed of a material lighter than the material of the first member and the second member.

According to the above configuration, the first member and the second member connected to the pair of side frames are made of metal, so that rigidity is maintained, and the third member is made of a material lighter than that of the first member and the second member, so that the weight of the seat frame can be reduced.

In the vehicle seat, the third member is preferably made of resin.

By making the third member of resin, the weight of the seat frame can be reduced.

In the vehicle seat, the third member is preferably made of a light alloy of aluminum or magnesium.

By making the third member of a light alloy of aluminum or magnesium, weight reduction of the seat frame can be achieved.

In the vehicle seat, the first member and the second member are preferably formed of a high-tension steel material.

By forming the first member and the second member from a high-tension steel material, an upper frame that is lighter and stronger than the case where the first member and the second member are formed from iron can be formed.

In the vehicle seat, the third member is preferably bonded to the first member and the second member with a structural adhesive.

By using the structural adhesive for joining, the welding work at the time of assembly can be reduced, and the seat frame can be assembled more easily.

In the vehicle seat, it is preferable that the third member has a first cut extending from an end portion toward the first member or the second member, the first member and the second member have a second cut extending from an end portion toward the third member, and the third member is connected to the first member and the second member by overlapping the first cut with the second cut.

By overlapping the first cut of the third member with the second cut, the joining can be performed more firmly.

In the vehicle seat, the third member preferably includes: a first bulge portion that bulges toward the front of the vehicle seat and extends in the width direction of the vehicle seat; and a first flange portion extending from an upper end and/or a lower end of the first bulge portion, the third member having a hat-shaped longitudinal section through the first bulge portion and the first flange portion.

By the third member having a longitudinal section in the shape of a cap, the rigidity of the third member is improved.

In the vehicle seat, it is preferable that the third member includes a retainer portion that retains the headrest guide, and the retainer portion includes through holes that match an outer diameter of the headrest guide and penetrate in a vertical direction in an upper surface and a lower surface of the first bulge portion of the third member.

The headrest guide can be held with a simple structure, so that the welding work can be reduced.

In the vehicle seat, the first member and the second member may preferably have: a second bulge portion bulging toward the front of the vehicle seat; and a second flange portion extending from an upper end and/or a lower end of the second bulge portion, the first member and the second member having a hat-shaped longitudinal section through the second bulge portion and the second flange portion.

By the first member and the second member having the hat-shaped longitudinal section, the rigidity of the first member and the second member is improved.

In the vehicle seat, a slit is preferably formed between the third member and the first member and/or between the third member and the second member.

By forming the slit, the weight of the upper frame can be reduced.

< sixth embodiment >

Next, a vehicle seat S6 according to a sixth embodiment will be described with reference to fig. 48 to 54C.

The description of the overlapping parts with the vehicle seats S1 to S5 will be omitted.

The vehicle seat S6 realizes a seat including a seat back frame that holds a headrest without processing a lower end portion of a pillar.

The basic structure of the vehicle seat S6 will be described with reference to fig. 48. Fig. 48 is a perspective view of the vehicle seat S6, and a part of the vehicle seat S6 in fig. 48 is illustrated with the cushion cover T or the cushion P removed for convenience of illustration.

The vehicle seat S6 is a seat that is placed on a floor panel and on which an occupant of the vehicle sits. In the present embodiment, the vehicle seat S6 is used as a front seat corresponding to a front seat of a vehicle. However, the vehicle seat S6 is not limited to this, and may be used as a seat for a rear seat, and may be used as a middle seat for a second row or a rear seat for a third row in a vehicle including three rows of seats in the front-rear direction.

As shown in fig. 48, in the vehicle seat S6, a seat back 1201 that is a backrest portion that supports the back of a seated person, a seat cushion 1202 that is a seating portion that supports the buttocks of the seated person, and a headrest 1203 that is disposed above the seat back 1201 and supports the head of the seated person are mainly configured as components. The seat back 1201 and the seat cushion 1202 are coupled to each other so as to sandwich the reclining mechanism 1207 (see fig. 49). The seat back 1201 is coupled to the seat cushion 1202 so as to be rotatable and angularly adjustable. The reclining mechanism 1207 adjusts the reclining angle of the seatback 1201.

As shown in fig. 49, a seat frame F is provided in the vehicle seat S6, and the seat frame F includes a seat back frame 1210 that forms a skeleton of the seat back 1201 and a seat cushion frame 1220 that forms a skeleton of the seat cushion 1202.

Hereinafter, first, the structure other than the seat back frame 1210 such as the seat cushion frame 1220 will be described, and after that, the details of the seat back frame 1210 will be described.

The seat cushion frame 1220 is formed in a square frame shape, and a cushion side frame 1221 is provided at a side portion thereof. The cushion-side frame 1221 includes a front connecting frame 1222 that connects the cushion-side frame 1221 in the front and a rear connecting frame 1223 that connects the cushion-side frame 1221 in the rear. The front connecting frame 1222 and the rear connecting frame 1223 located in front and rear of the vehicle seat S6 include circular pipes. Further, a cushion base frame 1224 is provided in front of the front coupling frame 1222. Although not shown, a pressure receiving member is attached so as to bridge the cushion base frame 1224 and the rear connecting frame 1223, and the pressure receiving member supports the buttocks of the seated occupant from below.

A headrest 1203 is mounted to an upper portion of the seatback 1201 to support the head of the occupant. A headrest frame 1230 forming a framework of the headrest 1203 is provided inside the headrest 1203, and two headrest stays 1231 (also referred to as headrest stays) hanging from the lower portion of the headrest 1203 are provided at both left and right ends of the headrest frame 1230. The headrest stay 1231 is inserted into a headrest guide 1217 mounted on an upper frame 1212 of the seat back frame 1210, which will be described later, whereby the headrest 1203 is mounted to the seat back frame 1210.

The seat back 1201, the seat cushion 1202, and the headrest 1203 are configured by providing a cushion P and a cushion trim cover T (cushion cover) on the outer sides of the seat back frame 1210, the seat cushion frame, and the headrest frame 1230. The pad P is a urethane base material molded by foam molding using a urethane foam material, and the cushion cover T includes a surface material such as cloth, synthetic leather, or dermis.

As shown in fig. 49, a slide rail 1204 is provided at a lower portion of the vehicle seat S6. With the slide rail 1204, the vehicle seat S6 is attached to the vehicle floor so as to be slidable in the front-rear direction.

The slide rail 1204 is a device for sliding the vehicle seat S6 in the front-rear direction, and is a well-known structure (a structure of a general slide rail mechanism). The slide rail 1204 has a lower rail fixed to the underbody and an upper rail slidably movable with respect to the lower rail. The upper rail is slidable relative to a lower rail fixed to the vehicle body.

A tilting mechanism 1207 is provided between the lower end of the seat back 1201 and the rear end of the seat cushion 1202. In more detail, the reclining mechanism 1207 couples the seat back frame 1210 of the seat back 1201 with the seat cushion frame 1220 of the seat cushion 1202. The tilt mechanism 1207 is capable of adjusting the angle of the seat back 1201 (seat back frame 1210) relative to the seat cushion 1202 (seat cushion frame 1220). The reclining mechanism 1207 locks the seatback 1201 at a predetermined angle and maintains the reclined state. In addition, by releasing the lock, the seat back 1201 can be reclined forward or backward.

The seat back frame 1210 included in the vehicle seat S6 will be described below with reference to fig. 49 to 54.

As shown in fig. 49, the seat back frame 1210 is formed in a square frame shape as a whole, and the seat back frame 1210 includes a pair of back side frames 1211, an upper frame 1212, and a lower frame 1216 arranged on both sides. The upper frame 1212 is disposed between the pair of back side frames 1211, and connects the upper ends of the back side frames 1211. The lower frame 1216 is disposed between the pair of back side frames 1211, and connects the lower ends of the pair of back side frames 1211.

The headrest guide 1217 is a member of a tubular body provided with an insertion opening 1217a through which the headrest stay 1231 is inserted. A head 1217b is provided on the upper portion of the headrest guide 1217, and the head 1217b has an outer diameter larger than a diameter of an opening (upper opening 1215 a) of a holder portion 1215 of the upper frame 1212, which will be described later. Further, a portion of the headrest guide 1217 below the head 1217b is sometimes referred to as a main body 1217c of the headrest guide 1217. Thus, even if the headrest guide 1217 is inserted into the holder portion 1215 of the upper frame 1212, falling off to the lower side of the upper frame 1212 can be suppressed.

In order to maintain the holding strength of the headrest 1203 and suppress rattling, the headrest guide 1217 is formed of a metal member having high strength. The headrest guide 1217 is not limited to be made of metal, and may be made of resin.

The upper frame 1212 includes a plate-shaped first base frame 1213 and a plate-shaped second base frame 1214. In the upper frame 1212, the first seat frame 1213 is located on the front side of the seat back 1201, and the second seat frame 1214 is located on the rear side of the seat back 1201 and on the rear side of the first seat frame 1213.

As shown in fig. 49 to 51 and 54, the first base frame 1213 sandwiches the headrest guide 1217 from the front of the seat back 1201 and supports the headrest guide 1217, and the second base frame 1214 sandwiches the headrest guide 1217 from the rear of the seat back 1201 and supports the headrest guide 1217.

The first base frame 1213 and the second base frame 1214 form a cylindrical holder portion 1215 that holds the headrest guide 1217. The headrest guide 1217 is mounted by inserting the headrest guide 1217 into the holder portion 1215.

As shown in fig. 52 and 53, in each of the first base frame 1213 and the second base frame 1214, two first recesses 1213c and two second recesses 1214c extending in the vertical direction are formed at positions facing each other. The first recess 1213c and the second recess 1214c are formed in accordance with the outer shape of the main body 1217c of the headrest guide 1217. The first recess 1213c is disposed opposite to the second recess 1214c, and the first base frame 1213 is joined to the second base frame 1214, thereby forming a retainer portion 1215 that retains the headrest guide 1217.

The retainer 1215 has a cylindrical space formed by the first recess 1213c and the second recess 1214c, and has openings (an upper opening 1215a and a lower opening 1215 b) in the upper and lower directions. In other words, the upper opening 1215a of the holder 1215 includes an opening 1213d of the first recess 1213c and an opening 1214d of the second recess 1214c shown in fig. 52. The headrest guide 1217 is mounted by being inserted from the upper opening portion 1215a of the holder portion 1215. Further, as shown in fig. 53, the diameter of the upper opening 1215a is formed smaller than the diameter of the head 1217b of the headrest guide 1217. When the headrest guide 1217 is inserted, the head 1217b abuts on the periphery of the upper opening 1215a of the retainer 1215, and therefore, the head 1217b can be prevented from falling downward from the upper opening 1215 a.

Further, as shown in fig. 52, the retainer portion 1215 includes a cover portion 1215c at its lower end portion that covers the lower end of the headrest stay 1231 held by the headrest guide 1217. The hood 1215c is provided to cover the respective lower ends 1231a of the pair of headrest posts 1231. The cover 1215c includes a lower end of the first recess 1213c and a lower end of the second recess 1214 c.

As shown in fig. 52, the lower end of the retainer portion 1215, more specifically, the lower end of the hood portion 1215c is formed to be located further below the position of the lower end 1231a of the headrest stay 1231 held by the headrest guide 1217.

Since the lower end 1231a of the headrest stay 1231 is covered by the hood 1215c, the lower end 1231a of the headrest stay 1231 does not directly touch the back of the occupant. Therefore, the lower end 1231a of the headrest stay 1231 is not required to be hemispherical, and the cost and effort associated with the above processing can be eliminated.

As shown in fig. 52 and 53, a first bulging portion 1213a bulging in the front direction of the vehicle seat S6 is formed in the first base frame 1213. The first bulge portion 1213a is formed along the longitudinal direction of the first base frame 1213 so as to extend in the width direction of the vehicle seat S6. A first flange portion 1213b extending in the upward or downward direction is formed at an end portion of the first bulge portion 1213a located in the up-down direction. As shown in fig. 53, the first flange portion 1213b is engaged with a second flange portion 1214b of a second base frame 1214, which will be described later. The first base frame 1213 is formed to have a hat-shaped longitudinal section by the first bulge portion 1213a and the first flange portion 1213b extending upward and downward. By having a longitudinal section in the shape of a cap, the rigidity of the first base frame 1213 is improved.

Furthermore, the cap shape also includes a cover shape. In other words, the cap shape also includes a case where the first flange portion 1213b extending from any one of the upper end and the lower end of the first bulge portion 1213a is formed.

As shown in fig. 52 and 53, a second bulge portion 1214a bulging rearward of the vehicle seat S6 is formed in the second base frame 1214. The second bulge 1214a is formed along the longitudinal direction of the second base frame 1214 so as to extend in the width direction of the vehicle seat S6. As shown in fig. 53, the second flange portion 1214b is engaged with the first flange portion 1213b of the first base frame 1213. The second base frame 1214 is formed to have a hat-shaped vertical cross section by a second bulge 1214a and a second flange 1214b extending vertically. The second flange portion 1214b may be formed to extend from either one of the upper end and the lower end of the second bulge portion 1214a.

As shown in fig. 51, a window 1214f is formed in the center of the second bulge 1214a. By forming the window 1214f, the state of the headrest guide 1217 can be visually confirmed, and weight reduction can be achieved.

As described above, in the present embodiment, both the first base frame 1213 and the second base frame 1214 have a hat-shaped vertical cross section, and a closed cross section structure (also referred to as a mocha structure) having a hollow portion is formed by joining the two flange portions.

In the present embodiment, the first base frame 1213 is made of iron, and is formed by press working a steel plate. The second base frame 1214 is made of resin. By forming the second base frame 1214 of resin, the weight of the upper frame 1212 can be reduced. In this manner, the first base frame 1213 and the second base frame 1214 are formed of materials different from each other, whereby the upper frame 1212 that effectively utilizes the respective features can be formed.

For example, the first base frame 1213 may also be formed of high-tension steel. Since the high-tension steel material has tension even when it is thin, the thickness of the steel material can be made thinner than that of the steel sheet, and thus the steel material can be reduced in weight while ensuring rigidity. The second base frame 1214 may also be formed of high tension steel.

In addition, the second base frame 1214 may also be formed of aluminum or an aluminum alloy. An inexpensive or lightweight frame can be formed as compared with the case of iron.

First base frame 1213 and second base frame 1214 may be joined by an adhesive. The adhesive is, for example, a structural adhesive, and desirably is of a high toughness type or a high viscosity type. In the case of the adhesive for a high-toughness type structure, cracks of the adhesive caused by torsion of the frame or the like can be suitably suppressed, and the durability of the adhesive can be improved. In the case of the high viscosity type, sagging at the time of proceeding can be suppressed. Examples of the structural adhesive include adhesives containing an epoxy resin as a main component. The first flange portion 1213b of the first base frame 1213 is then coupled to the second flange portion 1214b of the second base frame 1214. Since the bonding is performed using the flange portion which spreads on the plane, the bonding strength can be maintained even when the bonding is performed using the adhesive.

Thus, by forming the first base frame 1213 and the second base frame 1214, the upper frame 1212 can be easily assembled while maintaining rigidity as the upper frame 1212.

Further, when the first base frame 1213 and the second base frame 1214 are both made of metal, they may be joined by welding.

Another example of the upper frame 1212 is illustrated. The upper frames 1212A and 1212B shown in fig. 54B and 54C are also members attached to the upper portion of the seat back frame 1210. The upper frame 1212 shown in fig. 54A includes recesses (first recess 1213c and second recess 1214 c) in both the first base frame 1213 and the second base frame 1214. As shown in fig. 54B, a recess (first recess 1213 Ac) may be formed only in the first base frame 1213A. In this case, the second base frame 1214A becomes a cover portion closing the recess. As shown in fig. 54C, a recess (second recess 1214 Bc) may be formed only in the second base frame 1214B, and the first base frame 1213B may be a cover for closing the second recess 1214C.

The vehicle seat S6 according to the present embodiment is described above with reference to the drawings. In the present embodiment, the bulge portions (the first bulge portion 1213a and the second bulge portion 1214 a) are provided in both the first base frame 1213 and the second base frame 1214, but the bulge portions may be formed only in either the first base frame 1213 or the second base frame 1214. In the present embodiment, the flange portion (the first flange portion 1213b and the second flange portion 1214 b) extends from both the upper end and the lower end of the bulge portion, but may be formed to extend only to either one of the upper end and the lower end.

In the present embodiment, the cover 1215c is formed by the concave portions of both the first base frame 1213 and the second base frame 1214. For example, a cover portion may be formed so as to cover only the front side of the headrest stay 1231 with only the first recess 1213c of the first base frame 1213 extending downward.

Supplementary note < >)

In the vehicle seat according to the present invention, it is preferable that the vehicle seat includes a seat back, a headrest provided on the seat back, and a seat back frame forming a skeleton of the seat back, the seat back frame includes a pair of back side frames, an upper frame connecting the pair of back side frames, and a headrest guide holding a pillar of the headrest, the upper frame includes a holder portion holding the headrest guide, and the holder portion includes a cover portion at a lower end of the holder portion, the cover portion covering a lower end portion of the pillar held by the headrest guide.

The retainer portion of the upper frame has a cover portion that covers the lower end portion of the pillar, so that the lower end portion of the pillar can be restrained from abutting against the back of the occupant or protruding from the seat back. Therefore, the lower end of the pillar does not need to be machined into a hemispherical shape.

In the vehicle seat, the lower end of the cover portion is preferably located below the lower end portion of the stay held by the headrest guide.

The lower end of the cover is positioned below the lower end of the stay, so that the stay can be protected more reliably.

In the vehicle seat, it is preferable that the upper frame has a plate-shaped first base frame and a plate-shaped second base frame, and that at least one of the first base frame and the second base frame is formed with a first recess that matches an outer shape of the headrest guide and extends in a vertical direction as the retainer portion, and the retainer portion retains the headrest guide by inserting the headrest guide into the first recess, the first base frame sandwiching the headrest guide from a front side of the seat back, and the second base frame sandwiching the headrest guide from a rear side of the seat back.

By inserting the headrest guide into the first recess portion constituting the holder portion and sandwiching the headrest guide with the first base frame and the second base frame, lateral displacement of the headrest guide can be prevented and the headrest guide can be more firmly held.

In the vehicle seat, it is preferable that, in the upper frame, a second recess portion which is formed in a position facing the first recess portion in accordance with an outer shape of the headrest guide and extends in a vertical direction in the other of the first base frame and the second base frame,

the retainer portion inserts the headrest guide into the first recess and the second recess, thereby retaining the headrest guide.

By inserting the headrest guide into the first recess and the second recess constituting the holder portion and sandwiching the headrest guide with the first base frame and the second base frame, lateral displacement of the headrest guide can be prevented and the headrest guide can be more firmly held.

In the vehicle seat, the first base frame preferably includes: a first bulge portion that bulges toward the front of the vehicle seat and extends in the width direction of the vehicle seat; and a first flange portion extending from an upper end portion and/or a lower end portion of the first bulge portion, wherein the first base frame has a hat-shaped longitudinal section through the first bulge portion and the first flange portion.

The rigidity of the upper frame is improved by the first base frame having a longitudinal section in the shape of a cap.

In the vehicle seat, the second base frame preferably includes: a second bulge portion that bulges rearward of the vehicle seat and extends in a width direction of the vehicle seat; and a second flange portion extending from an upper end portion and/or a lower end portion of the second bulge portion, the second base frame having a hat-shaped longitudinal section through the second bulge portion and the second flange portion.

The rigidity of the upper frame is improved by the second base frame having a longitudinal section in the shape of a cap.

By forming the materials with different properties together, an upper frame that effectively utilizes the respective features can be formed. For example, either one of the first base frame and the second base frame can be made lightweight or high-strength.

In the vehicle seat, it is preferable that the first base frame and the second base frame are joined by a structural adhesive.

By bonding with an adhesive, welding work at the time of assembly can be reduced, and the frame can be assembled more easily.

In the vehicle seat, the first base frame is preferably formed of a high-tension steel material.

In the vehicle seat, the second base frame is preferably formed of resin or aluminum.

< seventh embodiment >, a third embodiment

Next, a vehicle seat S7 according to a seventh embodiment will be described with reference to fig. 55 to 61.

The description of the overlapping parts with the vehicle seats S1 to S6 will be omitted.

The vehicle seat S7 can suitably ensure the rigidity of the seat frame while achieving the weight reduction of the seat frame. In addition, the assembly work of the frame constituent parts can be easily performed.

As shown in fig. 55, the vehicle seat S7 is a vehicle seat and mainly includes: a seat body including a seat back 1301 and a seat cushion 1302; as shown in fig. 56, the rail device 1303 supports the seat body to the floor so as to be movable back and forth, the height link device 1304 connects the seat body to the floor so as to be movable up and down, and the reclining device 1305 connects the seat back 1301 to the seat cushion 1302 so as to be movable down and up.

As shown in fig. 55, a seat back 1301 is a backrest portion for supporting a seated person from behind, and is formed by placing a cushion material 1301a on a back frame 1310 shown in fig. 56 as a skeleton and covering the cushion material 1301b with a skin material 1301 b.

The seat cushion 1302 is a seating part for supporting a seated person from below, and is configured such that a cushion material 1302a is placed on a cushion frame 1320 shown in fig. 56 as a skeleton and covered with a skin material 1302 b.

As shown in fig. 56, the rail device 1303 is disposed between the seat main body and the vehicle body floor in the up-down direction, and mainly includes: left and right lower rails 1303a fixed to the vehicle body floor and extending in the seat front-rear direction; left and right upper rails 1303b supported slidably along lower rails 1303 a; a locking member, not shown, locks the upper rail 1303b so as not to slide with respect to the lower rail 1303 a; and a rail operation lever 1303c for releasing the lock state of the lock member.

A cushion frame 1320 is mounted on the upper surfaces of the left and right upper rails 1303b via a height link device 1304.

As shown in fig. 56, the height link device 1304 is mounted between the rail device 1303 and the cushion frame 1320, and mainly includes: left and right first links 1304a disposed on the seat front side; left and right second links 1304b disposed on the seat rear side; a locking member, not shown, for locking the seat body to be unable to be lifted; and a height operation lever, not shown, for releasing the locking state of the locking member. The second link 1304b is a drive link, and is a device capable of adjusting the height of the seat body.

As shown in fig. 56, the tilting device 1305 mainly includes: tilting body 1305a, which is driven when back frame 1310 is rotated; a rotation shaft 1305b; a coil spring 1305c for biasing the back frame 1310 to rotate forward about the rotation axis 1305b; and an unillustrated tilting lever that is operated to release the locked state of the back frame 1310.

The tilting body 1305a has a known locking mechanism, and can switch the state of the back frame 1310 between a locked state fixed to the cushion frame 1320 and an unlocked state rotatable to the cushion frame 1320.

The pivot shaft 1305b is pivotally supported on the back frame 1310 side and the cushion frame 1320 side in the seat width direction, one end portion of the coil spring 1305c is locked to the back frame 1310 side, and the other end portion is locked to the cushion frame 1320 side.

As shown in fig. 56, the back frame 1310 includes a frame body having a substantially rectangular shape, and mainly includes: back side frames 1311 disposed on the left and right sides; an upper frame 1312 connecting upper end portions of the back side frames 1311 and having an inverted U-shape; a lower frame 1313 connecting lower end portions of the back side frames 1311 and having a plate shape; and elastic springs, not shown, which are hooked to the back side frames 1311 and extend in a serpentine shape.

The back side frame 1311 is a sheet metal member having a substantially C-shaped cross section and extending in the vertical direction, and a lower end portion thereof is connected to a rear end portion of the side frame 1321 via a tilting device 1305.

As shown in fig. 56 to 58, the cushion frame 1320 includes a substantially rectangular frame body, and mainly includes: a side frame 1321 disposed laterally and extending in the seat front-rear direction; a base frame 1330 provided at a front end portion of each side frame 1321 and having a plate shape; a front connecting frame 1322 connecting front portions of the side frames 1321; a rear connecting frame 1323 connecting rear portions of the side frames 1321; and a plurality of elastic springs 1324 hooked to the base frame 1330 and the rear coupling frame 1323 and extending in a serpentine shape in the seat front-rear direction.

As shown in fig. 56 to 58, the side frame 1321 is a plate-like frame elongated in the seat front-rear direction, and includes: a frame body 1321a, and an upper end flange 1321b and a lower end flange 1321c that are bent and projected outward in the seat width direction from each of the upper end and the lower end of the frame body 1321 a.

The side frame 1321 includes a skin hooking portion 1321d, and the skin hooking portion 1321d is formed by cutting and raising a part of the side surface of the frame body portion 1321a, and is used to hook the terminal portion of the skin material 1302 b.

The side frame 1321 has an engagement hole 1321e, and the engagement hole 1321e is formed on the upper surface of the upper end flange 1321b and is used for engaging with an engagement clamp 1337 of the base frame 1330.

The skin engaging portions 1321d and the engaging holes 1321e are formed in plural at predetermined intervals in the seat front-rear direction.

Further, a tilting device 1305 is attached to the rear end portion of the side frame 1321.

As shown in fig. 56, the front connecting frame 1322 and the rear connecting frame 1323 are respectively tubular frames, and connect the left and right side frames 1321 and the left and right links (the first link 1304a and the second link 1304 b), respectively.

The elastic springs 1324 are elastic support members that support the buttocks of the seated person, and are provided in plurality at predetermined intervals in the seat width direction.

The front end portion of the elastic spring 1324 is hooked to a spring hooking portion 1335 formed on the upper surface of the base frame 1330. The rear end portion of the elastic spring 1324 is attached to the rear coupling frame 1323 via a hook member.

As shown in fig. 56 to 61, the base frame 1330 is a plate-like frame that is mounted on the upper surfaces of the left and right side frames 1321 and supports the thighs of the seated person, and the side portions in the seat width direction are mounted on the upper surfaces of the side frames 1321.

Specifically, the base frame 1330 has: a frame center 1331 provided at a seat width direction center portion of the base frame 1330 and formed of a first material (metal material); and left and right frame side portions 1332 provided at side portions of the base frame 1330 in the seat width direction and formed of a second material (resin material).

The frame center portion 1331 and the frame side portions 1332 are joined to each other in the seat width direction.

As a method of manufacturing the base frame 1330, for example, first, the frame center 1331 including a metal material is press-formed. Then, the press-molded frame center 1331 is put into a known resin molding machine. Then, the frame center 1331 is insert molded together with the frame side portions 1332 made of a resin material. In insert molding, the frame center portion 1331 and the frame side portions 1332 are joined and molded in the seat width direction.

By the manufacturing method, the base frame 1330 including the dissimilar materials can be easily manufactured.

The "first material" and the "second material" are not particularly limited, and metals, alloys, ceramics, resins, and the like can be used.

Examples of the element contained in the metal, alloy, or ceramic include, but are not particularly limited to, iron, aluminum, magnesium, copper, titanium, zinc, and combinations thereof.

Examples of the resin include: polypropylene (PP), polyethylene (PE), acrylonitrile-butadiene-styrene copolymer synthetic resin (ABS), polycarbonate (PC), polyamide (PA) (nylon), polyacetal (POM), polybutylene terephthalate (PBT), thermoplastic Polyimide (TPI), polyetherimide (PEI), polyphenylene Sulfide (PPs), polyetheretherketone (PEEK), polyphthalamide (PPA), polysulfone (PSU), polyethersulfone (PEs), and combinations of these.

Further, as an example of the resin, carbon fiber reinforced plastic (Carbon Fiber Reinforced Plastics, CFRP) may be used.

In the present embodiment, the frame center 1331 is formed of a metal material (specifically, iron) that is "first material". The frame side portion 1332 is formed of a resin material (specifically, carbon fiber reinforced plastic) that is a "second material".

As shown in fig. 57 and 58, the frame center portion 1331 is disposed at the center side in the seat width direction than the left and right side frames 1321, and is disposed between the left and right side frames 1321.

The frame center 1331 includes: a rear reinforcement 1333 formed as a recess on an upper surface of a rear portion of the frame center 1331 and extending in the seat width direction; and a front reinforcement 1334 formed as a recess on an upper surface of a front portion of the frame center 1331 and extending in the seat width direction.

A spring hooking portion 1335 for hooking one end portion of the elastic spring 1324 is formed on the upper surface of the rear reinforcement portion 1333. Further, a skin hooking portion 1336 for hooking the skin terminal portion of the skin material 1302b is formed on the upper surface of the front reinforcement portion 1334.

Further, a protruding flange 1331a and a protruding flange 1331b protruding downward are formed at the front end portion and the rear end portion of the frame center portion 1331, respectively.

The frame side 1332 is formed wide so as to span the side frame 1321 in the seat width direction, and is attached to the upper surface of the side frame 1321.

An engagement jig 1337 that engages with an engagement hole 1321e formed in the upper surface of the side frame 1321 is integrally formed on the bottom surface of the frame side portion 1332.

Further, a protruding flange 1332a and a protruding flange 1332b protruding downward are formed at the front end portion and the outer end portion of the frame side portion 1332, respectively.

The rear reinforcement portion 1333 is a reinforcement concave portion having a rectangular shape elongated in the seat width direction, and extends from the central portion of the frame central portion 1331 to both right and left end portions.

The front reinforcement 1334 is also a reinforcement concave portion having a rectangular shape elongated in the seat width direction, and extends longer than the rear reinforcement 1333.

Specifically, the front reinforcement portion 1334 is continuously formed throughout the frame center portion 1331 and the frame side portions 1332. In other words, the frame extends continuously from the frame central portion 1331 to a position reaching the frame side portions 1332.

Therefore, in addition to improving the rigidity of the base frame 1330, the frame center portion 1331 and the frame side portions 1332 can be easily joined by using the front reinforcement portions 1334 as positioning portions.

In particular, as shown in fig. 59, the front portion of the base frame 1330 is not supported by the side frames 1321, and it is necessary to increase rigidity as compared with the rear portion of the base frame 1330. Therefore, with the above-described structure, the rigidity of the front portion of the base frame 1330 can be effectively improved.

As shown in fig. 57 and 58, the spring hooking portion 1335 is formed by cutting and raising a part of the upper surface of the rear reinforcement portion 1333, and a plurality of spring hooking portions are formed at predetermined intervals in the seat width direction.

The skin hooking portion 1336 is formed by cutting and raising a part of the upper surface of the front reinforcement portion 1334, and is formed in plurality at intervals in the seat width direction.

The spring hooking portion 1335 and the skin hooking portion 1336 are disposed at different positions in the seat width direction.

As shown in fig. 59 to 61, the engaging hooks 1337 are elongated in the seat front-rear direction, and are formed in plural at predetermined intervals in the seat front-rear direction.

The engaging jig 1337 includes: a clamp body 1337a extending downward from the bottom surface of the frame side 1332; and a pair of engaging portions 1337b protruding from the extending end portions of the clamp body portion 1337a in a direction (seat front-rear direction) orthogonal to the extending direction of the clamp body portion 1337 a.

The pair of engaging portions 1337b protrude from the extending end portions of the clamp body portion 1337a to opposite sides in the longitudinal direction (seat front-rear direction) of the engaging clamp 1337, and extend while being inclined upward.

Further, a concave portion 1337c having a substantially inverted triangle-shaped vertical section recessed toward the side frame 1321 is formed in a central portion of the bottom surface of the clamp body 1337a, and good flexibility is ensured.

According to the above structure, the engaging jig 1337 is firmly engaged with the engaging hole 1321e formed in the side frame 1321 after one-touch engagement.

In this structure, as shown in fig. 59 and 60, the engaging clips 1337 (a pair of engaging portions 1337 b) protrude from the clip main body 1337a to opposite sides in the seat front-rear direction. Therefore, the vertical and seat front-rear rocking of the base frame 1330 can be suppressed.

As shown in fig. 59 to 61, the frame side portion 1332 and the protruding flange 1332b sandwich the side frame 1321 (upper portion of the side frame 1321) in the seat width direction. Therefore, the seat width direction shake of the base frame 1330 can be suppressed.

As a result, the entire shake of the base frame 1330 can be appropriately suppressed.

In this configuration, as shown in fig. 59 and 60, a plurality of engaging jigs 1337 are arranged at positions sandwiching the skin hook portions 1321d in the seat front-rear direction.

Accordingly, the base frame 1330 and the skin material 1302b can be assembled to the side frame 1321 with good balance. That is, the rigidity of the seat frame can be improved with good balance.

Other embodiments

In the above embodiment, as shown in fig. 57 and 58, the base frame 1330 is formed by joining the frame center portion 1331 made of a metal material and the frame side portions 1332 made of a resin material, but frame constituent members other than the base frame 1330 may be formed of different materials.

For example, frame components that are mounted on the left and right side frames 1321, specifically, the front connecting frame 1322 or the rear connecting frame 1323 that connects the left and right side frames 1321, may be formed of different materials.

For example, the connection frame for connecting the left and right back side frames 1311 may be made of a different material.

For example, the coupling member for coupling the left and right lower rails 1303a and the left and right upper rails 1303b of the rail device 1303 may be formed of a different material. Alternatively, the connecting members connecting the left and right links 1304a (1304 b) of the height link device 1304 may be formed of different materials.

In the above embodiment, as shown in fig. 58, the frame center portion 1331 (first frame portion) is formed of a metal material (first material), and the frame side portions 1332 (second frame portion) are formed of a resin material (second material), but the present invention is not limited to a combination of a metal material and a resin material, and may be a combination of other dissimilar materials.

For example, the frame center 1331 may be a combination of resin materials, and the frame side 1332 may be a combination of metal materials. Alternatively, a combination of iron and aluminum (different metal materials) may be used, or a combination of different resin materials may be used.

In addition, for example, a front portion of the base frame 1330 may be formed of a first material, and a rear portion of the base frame 1330 may be formed of a second material. Alternatively, the left half of the base frame 1330 may be formed of a first material, and the right half of the base frame 1330 may be formed of a second material.

That is, in the base frame 1330, the "first frame portion" may be formed of a "first material", and the "second frame portion" may be formed of a "second material" different from the first material. This case includes all of the structures.

In the above embodiment, the base frame 1330 is formed by joining the frame center portion 1331 and the frame side portions 1332 by insert molding, but the present invention is not limited to this, and other joining means or combination means may be used.

For example, the bonding may be performed by an adhesive, or may be performed by other known bonding techniques. Alternatively, the combination may be performed by a known engagement technique or a known fitting technique (or may be assembled).

In the above embodiment, the vehicle seat used in the automobile has been described as a specific example, but the present invention is not limited to the specific example, and the present invention can be used as a vehicle seat for an electric car, a bus, or the like, or as a vehicle seat for an aircraft, a ship, or the like.

In the present embodiment, the vehicle seat of the present invention is mainly described.

However, the above-described embodiments are merely examples for facilitating understanding of the present invention, and do not limit the present invention. The present invention is capable of modification and improvement without departing from the spirit thereof, and it is needless to say that the present invention includes equivalents thereof.

Supplementary note < >)

In the vehicle seat according to the present invention, it is preferable that the vehicle seat includes a cushion frame as a skeleton of a seat cushion, the cushion frame having: side frames disposed on the left and right sides in the seat width direction and extending in the seat front-rear direction; and a frame that extends in the seat width direction and that is provided to the left and right side frames, wherein the frame is formed by combining a first frame portion made of a first material and a second frame portion made of a second material different from the first material.

With this structure, a vehicle seat that can suitably ensure rigidity of the seat frame while achieving weight reduction of the seat frame can be realized.

In detail, the frame member is formed by combining a first frame portion made of a first material and a second frame portion made of a second material different from the first material. Therefore, for example, the metal material and the resin material are combined to form the mounting frame, whereby the weight reduction of the cushion frame by using the resin material and the improvement of the rigidity by using the metal material can be simultaneously achieved. In addition, the material cost can be suppressed as compared with the case where the resin material is entirely formed.

In this case, the mounting frame is preferably a plate-shaped base frame, which is mounted on the upper surfaces of the left and right side frames, and the first frame portion and the second frame portion are preferably joined to each other in the seat width direction.

As described above, since the first frame portion and the second frame portion are joined in the seat width direction to manufacture the plate-shaped base frame, the base frame including the dissimilar materials can be manufactured relatively simply.

In this case, it is preferable that the first frame portion is a frame center portion provided at a seat width direction center portion of the bridge frame, the second frame portion is a frame side portion provided at a seat width direction side portion of the bridge frame, and the frame side portion is attached to the side frame.

Preferably, the first material is a metal material, and the second material is a resin material.

With this structure, the rigidity of the seat frame can be suitably ensured while achieving the weight reduction of the seat frame. For example, by using a metal material for the center portion of the frame and a resin material for the side portions of the frame, the rigidity of the frame can be improved to appropriately support the occupant.

The frame center portion may be made of a resin material, and the frame side portions may be made of a metal material. In this case, the weight of the frame can be reduced, and the rigidity of the frame to be assembled with the left and right side frames (the frame can be assembled with each other by metal) can be ensured as much as possible.

In this case, the frame side portion is preferably formed of a resin material, and an engagement portion to be engaged with an engaged portion provided in the side frame is integrally formed in the frame side portion.

With this structure, the assembling work of the erection frame with respect to the side frames can be easily performed. In addition, since an assembly member (for example, a fastening rivet or a fastening bolt) is not required, the number of component parts can be reduced.

In this case, the engaging portion is preferably an engaging jig that engages with an engaging hole provided in the upper surface of the side frame, and a plurality of engaging portions are formed at predetermined intervals in the seat front-rear direction.

With this structure, the engagement jig of the erection frame can be engaged with the engaged portion of the side frame by one key.

In this case, the frame side portion is preferably attached so as to span the side frame in the seat width direction.

With this structure, the rigidity of the erection frame with respect to the side frames can be improved.

In this case, the cushion frame preferably includes: a rear connecting frame connecting rear portions of the left and right side frames; and a plurality of elastic members that are hooked to the mount frame and the rear connection frame and extend in the seat front-rear direction, wherein the frame center portion is formed of a metal material, and the frame center portion has a hooking portion for hooking one end portion of the elastic members.

With this structure, the assembling rigidity of the plurality of elastic members with respect to the attachment frame (hooking portion) can be improved.

In this case, the tension frame preferably has a reinforcing portion that is formed as a convex portion or a concave portion on an outer surface of the tension frame and extends in the seat width direction, and the reinforcing portion is preferably formed continuously over the frame center portion and the frame side portions in the seat width direction.

By means of the structure, the rigidity of the erection frame can be improved. In particular, the reinforcement portion is formed continuously over the frame center portion and the frame side portions in the seat width direction. Therefore, in addition to improving the rigidity of the erection frame, the reinforcement portion is set as the positioning portion, so that the frame center portion and the frame side portion can be easily joined.

In this case, the reinforcement portion is preferably formed as a concave reinforcement recess, and a second hooking portion for hooking the seat component of the vehicle seat is preferably formed on an outer surface of a portion of the frame center portion where the reinforcement recess is formed.

With this structure, the rigidity of the assembly of the seat component parts to the attachment frame (second hooking portion) can be improved. Further, for example, a skin material is conceivable as the seat component, and the skin terminal portion of the skin material may be hooked to the mounting frame (second hooking portion).

< eighth embodiment >, a third embodiment

Next, a vehicle seat S8 according to an eighth embodiment will be described with reference to fig. 62 to 71.

The description of the overlapping parts with the vehicle seats S1 to S7 will be omitted.

The vehicle seat S8 realizes a seat that can restrain the neck of an occupant when a load is applied from the occupant.

The basic structure of the vehicle seat S8 will be described with reference to fig. 62 and 63. Fig. 62 is a perspective view of the vehicle seat S8, and a part of the vehicle seat S8 in fig. 62 is illustrated with the cushion cover T or the cushion P removed for convenience of illustration. In fig. 62 and 63, the left-right direction (width direction) and the up-down direction (height direction) are indicated by arrows.

The vehicle seat S8 is a seat that is mounted on a floor panel and on which an occupant H of the vehicle sits. In the present embodiment, the vehicle seat S8 is used as a front seat corresponding to a front seat of a vehicle. However, the vehicle seat S8 is not limited to this, and may be used as a seat for a rear seat, and may be used as a middle seat for a second row or a rear seat for a third row in a vehicle including three rows of seats in the front-rear direction.

As shown in fig. 62, in the vehicle seat S8, a seat back 1401, a seat cushion 1402, a headrest 1403, and a neck brace 1404 are main components. The seatback 1401 is a backrest portion of the seated occupant H, and has a trunk support surface 1401a for supporting a back surface of a trunk H3 of the occupant H. The seat cushion 1402 is a seating portion that supports buttocks of the occupant H. The headrest 1403 is disposed on the upper portion of the seatback 1401, and has a head support surface 1403a for supporting the head H1 of the occupant H. The neck brace 1404 is provided below the headrest 1403, and has a neck support surface 1404a that supports the neck H2 of the occupant H. The seat back 1401 and the seat cushion 1402 are coupled to sandwich the reclining mechanism 1407 (see fig. 63). The seatback 1401 is capable of adjusting a rear chamfer angle (backrest angle) with respect to the seat cushion 1402 by rotating the reclining mechanism 1407.

As shown in fig. 63, a seat frame F is provided in the vehicle seat S8, and the seat frame F includes a seat back frame 1410 that forms a skeleton of the seat back 1401, and a seat cushion frame 1420 that forms a skeleton of the seat cushion 1402. The seat frame F includes a headrest frame 1430 that forms a skeleton of the headrest 1403, and a neck brace frame 1440 that forms a skeleton of the neck brace 1404.

The following first describes the structure other than the neck brace 1404 such as the seat back frame 1410, and the following describes the structures of the neck brace 1404 and the neck brace frame 1440.

As shown in fig. 63, the seat back frame 1410 is formed in a square frame shape as a whole, and the seat back frame 1410 includes a pair of back side frames 1411, an upper frame 1412, a cross member 1413, and a lower frame 1416 disposed on both sides. The upper frame 1412 is disposed between the pair of back side frames 1411, and connects upper ends of the back side frames 1411. The lower frame 1416 is disposed between the pair of back side frames 1411, and connects the lower ends of the pair of back side frames 1411. In addition, a tubular headrest guide 1417 (see fig. 64) that supports a headrest stay 1431 is attached to the upper frame 1412 of the seat back frame 1410.

The pair of back side frames 1411 are arranged so as to be separated in the left-right direction and extend in the up-down direction in order to define the width of the seat back 1401. The pair of back side frames 1411 are positioned slightly rearward of the lower end portions of the back side frames 1411 in a state in which the vehicle seat S8 is in a seating posture. In addition, the lower end portion of each back side frame 1411 is formed wider than the upper end portion in the front-rear direction.

The upper frame 1412 connects upper ends of the pair of back side frames 1411 to each other, and is formed in an inverted U shape when viewed from the front. The upper frame 1412 is formed by bending a steel pipe, and both ends thereof are attached to the upper ends of the back side frames 1411. In addition, a cross member 1413 is erected between the lower ends of the upper frame 1412. The cross beam 1413 is formed as a plate-like member, but may be a wire-like member such as a wire. The cross member 1413 may be made of metal or resin.

As shown in fig. 63 and 68, the seat back portion 1401 includes a pressure receiving member 1415. The pressure receiving member 1415 is a member that receives a load input from the back of the occupant at the front surface. When a rear collision occurs in a vehicle on which the vehicle seat S8 is mounted, the pressure receiving member 1415 is pushed by the back of the occupant and moves rearward (displaces) together with the occupant when a load (impact load) is input to the pressure receiving member 1415 from the back of the occupant. By such displacement of the pressure receiving member 1415, a load (impact load) applied to the occupant at the time of collision is reduced.

The pressure receiving member 1415 is disposed rearward of the cushion P constituting the seatback 1401. The pressure receiving member 1415 is disposed in a rectangular space surrounded by a pair of left and right back side frames 1411, a cross member 1413, and a lower frame 1416.

The pressure receiving member 1415 is configured symmetrically with respect to the seat width direction center, and includes a mounting wire 1418 and a trunk support plate 1419 as shown in fig. 63 and 68. The trunk support plate 1419 is a portion that receives a load from the back of the occupant, and is formed by molding a resin plate into the shape shown in fig. 63 and 68.

The mounting wire 1418 functions as a mounting portion for mounting the trunk support plate 1419 to the seat back frame 1410, and is formed by bending a metal wire into a predetermined shape, and is assembled to the trunk support plate 1419. In the present embodiment, the mounting wire 1418 is integrally formed with the trunk support plate 1419 by insert molding. That is, a part of the mounting wire 1418 is embedded in a resin plate constituting the trunk support plate 1419.

The seat cushion frame 1420 is formed in a square frame shape, and a cushion side frame 1421 is provided at a side portion thereof. The seat cushion frame 1420 includes a cushion base frame 1422 that connects the cushion side frames 1421 at the front, and a rear connection frame 1423 that connects the cushion side frames 1421 at the rear. A plurality of S springs 1424 as pressure receiving members for supporting buttocks are arranged in the seat width direction between cushion side frames 1421 located at both sides. The S spring 1424 extends long in the front-rear direction. The front end of the S spring 1424 is fixed to the upper end surface of the cushion base frame 1422. The rear end of the S spring 1424 is fixed to the rear connecting frame 1423 by an engagement hook 1426. That is, the S springs 1424 are attached to the cushion base frame 1422 and the rear connecting frame 1423 so as to support the buttocks of the seated occupant H from below.

A headrest 1403 is mounted to an upper portion of the seat back 1401 to support the head of the occupant H. A headrest frame 1430 forming a skeleton of the headrest 1403 is provided inside the headrest 1403, and two headrest stays 1431 (also referred to as headrest stays) hanging from the lower portion of the headrest 1403 are provided at both right and left ends of the headrest frame 1430. The headrest stay 1431 is inserted into a headrest guide 1417 mounted on the upper frame 1412 of the seat back frame 1410, whereby the headrest 1403 is mounted to the seat back frame 1410.

As shown in fig. 63, the headrest 1403 has a head support plate 1433 in the headrest 1403, and the head support plate 1433 receives the head H1 of the occupant H when a rear load acts on the occupant H and supports the head H1 of the occupant H. The head support plate 1433 is formed in an S-shaped cross section.

A cushion P and a cushion trim cover T are provided outside the seat back frame 1410, the seat cushion frame 1420, and the headrest frame 1430. The pad P is a urethane base material molded by foam molding using a urethane foam material, and the cushion cover T includes a surface material such as cloth, synthetic leather, or dermis.

As shown in fig. 63, a slide rail 1405 is provided at a lower portion of the vehicle seat S8. With the slide rail 1405, the vehicle seat S8 is attached to the vehicle floor so as to be slidable in the front-rear direction. The slide rail 1405 has a known structure (a structure of a general slide rail mechanism) and includes a lower rail fixed to a vehicle body floor and an upper rail slidably movable with respect to the lower rail. The upper rail is slidable relative to a lower rail fixed to the vehicle body.

As described above, the neck brace 1404 is a member that supports the neck H2 of the occupant H from behind, and is provided below the headrest 1403 as shown in fig. 62. The neck brace 1404 of the present embodiment has a rectangular parallelepiped main body 1450 at the front, and a face (front end face) of the main body 1450 facing the occupant H forms a neck support face 1404a that supports the neck H2 of the occupant H. The neck brace 1404 has an upper attachment portion 1451 extending rearward from an upper end portion of the rectangular parallelepiped main body 1450. The neck brace 1404 has an inverted L-shaped longitudinal section through the main body 1450 and the upper attachment portion 1451. The neck brace 1404 has a neck brace frame 1440 forming a skeleton thereof, and is provided with a cushion P and a cushion cover T covering the outer side thereof. The neck brace frame 1440 includes a pair of guide members 1441 provided on both sides, and an upper mounting frame 1444 extending rearward from an upper end thereof. The rear end of the upper mounting frame 1444 is mounted to the upper frame 1412.

A through hole 1451a is formed in the upper attachment portion 1451 of the neck brace 1404. By inserting the headrest guide 1417 into the through-hole 1451a, the upper mount frame 1444 of the neck brace 1404 is abutted against and fixed to the upper frame 1412. In addition, the headrest stay 1431 of the headrest 1403 is inserted into the headrest guide 1417, thereby supporting the headrest 1403.

As shown in fig. 63 and 68, the lower end portion of the guide member 1441 is fixed to the cross beam 1413. The upper mounting portion frame 1444 extending from the upper end of the guide member 1441 is fixed to the upper frame 1412, and the lower end of the guide member 1441 is fixed to the cross beam 1413, whereby the mounting rigidity is improved. As shown in fig. 63 and 66, the guide member 1441 is disposed further forward than the headrest stay 1431. Interference between the guide member 1441 and the headrest stay 1431 can be suppressed, and abnormal sounds generated by contact can be suppressed.

The neck brace 1404 is provided with an adjustment mechanism 1452 for adjusting the shape of the neck support surface 1404 a. The neck support surface 1404a has a protrusion 1456 protruding forward. The protruding portion 1456 abuts the neck H2 of the occupant H. The adjustment mechanism 1452 includes: a protrusion amount adjustment unit 1453 for adjusting the protrusion amount in the front-rear direction of the protrusion portion of the neck support surface 1404 a; and an up-down position adjusting portion 1454 for adjusting the up-down position of the protruding portion 1456 of the neck supporting surface 1404 a. The adjustment mechanism 1452 includes a lock portion 1455, and the lock portion 1455 locks the position of the protrusion 1456 adjusted by the vertical position adjustment portion 1454 so that the position does not change when the neck support surface 1404a receives a load from an occupant during a rear collision, that is, when the protrusion 1456 is pressed backward.

By the locking portion 1455, the position of the protruding portion 1456 does not change, and therefore the neck H2 of the occupant can be restrained by the neck support surface 1404 a. In addition, as described above, the trunk portion H3 of the occupant H can be restrained by the trunk portion support plate 1419 that supports the trunk portion support surface 1401a of the seat back 1401, and the head H1 of the occupant can be restrained by the head support plate 1433 that supports the head support surface 1403a of the headrest 1403. Therefore, as shown in fig. 64, a continuous spine-shaped restraining surface can be formed by the head support surface 1403a, the neck support surface 1404a, and the trunk support surface 1401a of the seat back 1401 of the headrest 1403, and the vehicle seat S8 can move the occupant H rearward while maintaining the spine shape of the occupant H at the time of a rear collision. When the sinking phenomenon occurs in the seat, the sinking amount of the chest of the occupant H is reduced, and the difference from the head and the neck becomes small, so that the occupant H can be restrained from being in a humpback state, and the load acting on the occupant H at the time of a rear collision can be effectively reduced.

A specific internal structure of the adjustment mechanism 1452 of the neck brace 1404 will be described with reference to fig. 65 to 67. As shown in fig. 65 and 66A, the adjustment mechanism 1452 includes: a pair of guide members 1441 extending in the up-down direction of the vehicle seat S8; and a neck support plate 1442 (support member) that is formed in the shape of the neck support surface 1404a and is mounted movably in the up-down direction along the guide member 1441.

The guide member 1441 is an elongated member that guides the neck support plate 1442 in the up-down direction. As shown in fig. 67, grooves 1441a extending in the longitudinal direction are formed at both side portions of the guide member 1441. In addition, a plurality of recesses 1447 for locking the position of the neck support plate 1442 are formed in the front surface in an aligned manner. By inserting the locking piece 1446 of the locking portion 1455 described later into the recess 1447, the position of the end (position holding member 1443) of the neck support plate 1442 is fixed.

The neck support plate 1442 is a plate-like member made of metal. As shown in fig. 66A, by adjusting the distance L between the upper end and the lower end, the deflection amount of the neck support plate 1442 is changed, and a protrusion 1456 of the neck support surface 1404a can be formed. For example, the distance L is shortened by moving a second position holding member 1443B described later upward, and the neck support plate 1442 protrudes further forward.

The neck support plate 1442 is formed of a thin metal plate, but may be formed of a thin resin plate.

Neck support plate 1442 has: a first position maintaining member 1443A that maintains the position of the upper end of the neck support plate 1442; and a second position maintaining member 1443B that maintains the position of the lower end.

The first position maintaining member 1443A and the second position maintaining member 1443B are mounted on the front side of the guide member 1441 so as to be movable up and down along the guide member 1441.

The first position maintaining member 1443A has the same structure as the second position maintaining member 1443B. Therefore, in the following description, the description will be made only as "position-retaining member 1443" without particularly distinguishing the first position-retaining member 1443A from the second position-retaining member 1443B.

As shown in fig. 67, the position holding member 1443 has a holding portion 1449 that holds the guide member 1441, and by inserting the front end of the holding portion 1449 into the groove 1441a of the guide member 1441, it is possible to slide in the up-down direction while holding the guide member 1441.

A lock portion 1455 that locks the movement of the position maintaining member 1443 in the up-down direction is provided between the guide member 1441 and the position maintaining member 1443. By locking the movement of the position retaining member 1443, the position of the neck support plate 1442 in the up-down direction is locked.

The locking portion 1455 is provided to a holding portion 1449 of the position holding member 1443, and includes: the locking piece 1446 is biased toward the guide member 1441; and a plurality of concave portions 1447 formed on the front surface of the guide member 1441 and capable of inserting the locking pieces 1446. The concave portions 1447 are formed in plurality on the front surface of the guide member 1441 in an alignment in the longitudinal direction (up-down direction) of the guide member 1441. The position holding member 1443 can be locked at an arbitrary position having the recess 1447 on the guide member 1441 by inertial locking of the locking piece 1446 and the recess 1447. Since the locking portion 1455 is provided between the guide member 1441 and the position maintaining member 1443, the locking portion 1455 can be protected in a normal state.

The locking portion 1455 may be configured to lock the position of the position retaining member 1443 by inserting a pin into a recess or a through hole formed laterally of the retaining portion 1449 and the guide member 1441, in addition to the locking structure formed by the locking piece 1446 and the recess 1447.

The protruding amount adjuster 1453 is realized by a neck support plate 1442 and a position holding member 1443 that fixes the positions of the upper and lower ends thereof to the guide member 1441. The up-down position adjustment portion 1454 is implemented by a position holding member 1443 and a guide member 1441 capable of moving the position thereof up and down.

A spring 1445 (urging member) that urges the first position maintaining member 1443A and the second position maintaining member 1443B toward each other is provided between them. In the present embodiment, the single tension coil spring is included in the center portion, but the biasing spring 1445 may be implemented by a plurality of coil springs.

By providing the spring 1445, the assist force can be obtained while increasing the protruding amount based on the neck support plate 1442, that is, while bringing the first position-maintaining member 1443A close to the second position-maintaining member 1443B. In addition, by providing the spring 1445 at the center portion in the seat width direction of the position maintaining member 1443, the force based on the application of the spring 1445 can be stabilized.

As shown in fig. 65 and 66A, the shape maintaining member 1448 is provided between the first position maintaining member 1443A and the second position maintaining member 1443B. The upper end portion and the lower end portion of the shape maintaining member 1448 are rotatably attached to the first position maintaining member 1443A and the second position maintaining member 1443B. The shape maintaining member 1448 is formed to be bendable at a central portion in the vertical direction. By shortening the distance L between the first position maintaining member 1443A and the second position maintaining member 1443B, the center portion of the shape maintaining member 1448 protrudes forward, thereby supporting the neck support plate 1442 that is bent forward from the rear.

By providing the shape maintaining member 1448, the bent neck support plate 1442 is supported from the rear, and the restraining force of the neck at the time of a rear collision is reinforced.

The guide member 1441 shown in fig. 63, 64, and 66A is positioned in front of the headrest guide 1417, and an upper mounting portion frame 1444 extending rearward from an upper end is fixed to the upper frame 1412. As an example, as shown in fig. 66B, the upper mount frame 1444 may be directly fixed to the front surface portion 1417c of the headrest guide 1417. The through hole 1451a for passing the headrest guide 1417 is not required, and assembly is easy.

Further, the width W1 of the neck brace may be smaller than the distance separating the pair of headrest guides 1417 (see fig. 69C), and the upper mount frame 1444 may be fixed to the upper frame 1412 so as to avoid the headrest guides 1417. By disposing the upper mounting portion frame 1444 between the pair of headrest guides 1417, the guide member 1441 can be positioned further rearward than the headrest guides 1417, whereby the front-rear direction can be prevented from being enlarged, and the rigidity can be improved by shortening the distance from the upper frame 1412.

In addition, as shown in fig. 68, the seat width direction position of the guide member 1441 is located further inside than the connecting portion 1418a of the mounting wire 1418 and the cross beam 1413. In other words, the width W1 of the neck brace 1404 is narrower than the distance (width W2) between the connection portions 1418 a. By providing the guide member 1441 further inside than the connection portion 1418a, it is possible to suppress generation of abnormal sound due to contact of the guide member 1441 with the mounting wire 1418 while suppressing a large size of the neck brace 1404 in the left-right direction.

As shown in fig. 68, the width W1 of the neck brace 1404 (the width of the guide member 1441 located on the left and right sides) is also narrowed as the width W3 of the trunk support plate 1419. Thus, the neck brace 1404 can be prevented from becoming large.

In addition, as shown in fig. 69A, the guide members 1441 located on the left and right sides may also be fixed to the outer side surfaces 1417a of the pair of headrest guides 1417 mounted on the upper frame 1412.

As shown in fig. 69B, the guide members 1441 positioned on the left and right sides may be fixed to the inner surface 1417B of the headrest guide 1417. The guide member 1441 is fixed to the outer side surface or the inner side surface of the headrest guide 1417, whereby rigidity is improved.

As shown in fig. 69C, the width W1 of the neck brace 1404 may be smaller than the width W4 of the inner surfaces of the two headrest guides 1417. The guide member 1441 is fixed to the upper frame 1412. Thus, the enlargement can be suppressed.

Next, a vehicle seat SA as another example will be described with reference to fig. 70 and 71.

As shown in fig. 70, in the vehicle seat SA, a seat back 1401A, a seat cushion 1402A, a headrest 1403A, and a neck brace 1404A are used as constituent elements. In the vehicle seat S8 of fig. 62, the headrest 1403 is configured separately from the seatback 1401, but the vehicle seat SA differs from the vehicle seat S8 shown in fig. 62 in that the headrest 1403A is integrated with the seatback 1401A. Other aspects are common.

Since the seatback 1401A is integrated with the headrest 1403A, a headrest frame (more specifically, a headrest stay 1431A) that supports the headrest 1403A is directly fixed to the upper frame 1412A as shown in fig. 71.

In the vehicle seat SA, the neck brace 1404A is fixed to the headrest frame. Describing in more detail, the upper mounting portion frame 1444 of the guide member 1441 is fixed to the headrest stay 1431A at a position lower than the head support plate 1433. In addition, a guide member 1441 is fixed to the front surface side of the upper mount frame 1444. With this structure, the mounting rigidity of the neck brace 1404A is improved.

In the vehicle seat SA, the guide member 1441 is also fixed to the upper frame 1412A via the upper mounting portion frame 1444. As an example, the upper end of the guide member 1441 may be attached to the lower end of the head support plate 1433 of the headrest 1403A. The head support plate 1433 can be continuous with the surface of the neck support plate 1442, and the number of parts constituting the vehicle seat SA can be reduced.

The embodiments of the present invention are described above with reference to the drawings. The neck support plate 1442 and the guide member 1441 that support the neck are provided to the neck brace 1404, but may be provided to the headrest 1403 or the seatback 1401.

Supplementary note < >)

The vehicle seat according to the present invention preferably includes: a seat back that becomes a backrest of an occupant; a headrest provided on the back of the seat and capable of adjusting the up-down position; and a neck brace provided below the headrest and having a neck support surface for supporting a neck of the occupant, the neck brace being provided with an adjustment mechanism for adjusting the neck support surface, the adjustment mechanism having: a protrusion amount adjustment unit that adjusts a protrusion amount of the neck support surface in a front-rear direction; an up-down position adjusting part for adjusting the up-down position of the neck supporting surface; and a locking portion that locks the position of the up-down position adjusting portion when the neck support surface receives a load from an occupant at the time of a rear collision.

In the vehicle seat according to the present invention configured as described above, the adjustment mechanism for adjusting the neck support surface is configured such that the locking portion of the adjustment mechanism locks the position of the up-down position adjustment portion when the neck support surface receives a load from the occupant during a rear collision, and therefore the neck support surface does not move, and the neck of the occupant can be restrained.

In the vehicle seat, the adjustment mechanism preferably includes: a guide member extending in the up-down direction; and a support member forming the neck support surface and mounted so as to be movable in the up-down direction along the guide member.

By using the guide member to move the support member forming the neck support surface in the up-down direction, the position of the neck support surface in the up-down direction can be easily adjusted.

In the vehicle seat, it is preferable that the support member has a position holding member that holds a position of an upper end portion or a lower end portion of the support member, the position holding member is attached to a front side of the guide member so as to be movable up and down, and the lock portion is provided between the position holding member and the guide member.

Since the locking portion is provided between the position holding member and the guide member, the locking portion can be protected.

In the vehicle seat, the position maintaining member preferably includes: a first position maintaining member provided at an upper end of the supporting member; and a second position holding member provided at a lower end, wherein the support member has a biasing member that biases the first position holding member and the second position holding member so as to approach each other between the first position holding member and the second position holding member.

By providing the urging member between the first position holding member and the second position holding member, the assist force is obtained when adjusting the position of the support member forming the neck support surface.

In the vehicle seat, the biasing member is preferably provided at a center portion of the position holding member in the seat width direction.

By providing the urging member at the center portion of the position holding member, the urging force obtained from the urging member is stabilized, and the position adjustment of the support member can be easily performed.

Further, the vehicle seat preferably includes a shape maintaining member provided between the first position maintaining member and the second position maintaining member, and the support member is preferably supported from behind.

By having the shape maintaining member that supports the support member from the rear, the shape of the support member can be maintained, and the restraining force of the occupant's neck can be enhanced.

In the vehicle seat, the lock portion preferably includes: a locking piece provided on the position holding member and biased toward the guide member; and a plurality of concave portions formed in the guide member in a manner aligned in a longitudinal direction of the guide member and capable of being inserted into the locking pieces.

The position holding member may be locked to an arbitrary position on the guide member where the recess is formed.

In the vehicle seat, preferably, the seat back frame has a skeleton that forms the seat back, and the seat back frame has: a pair of back side frames disposed on both sides; an upper frame connecting upper ends of the pair of back side frames; and a cross beam which is erected between the lower ends of the upper frames, the upper ends of the guide members of the neck brace are fixed to the upper frames, and the lower ends of the guide members are fixed to the cross beam.

By fixing the guide member to the upper frame and the cross member, the mounting rigidity of the guide member is improved.

In the vehicle seat, it is preferable that the vehicle seat further includes: a seat back frame forming a skeleton of the seat back; and a headrest guide provided to the seat back frame and supporting a headrest stay of the headrest, an upper end portion of the guide member being fixed to a front surface portion of the headrest guide.

By fixing the upper end portion of the guide member to the front surface portion of the headrest guide, rigidity is improved.

In the vehicle seat, it is preferable that an upper end portion of the guide member is fixed to a headrest stay of the headrest.

By fixing the guide member to the headrest stay, the mounting rigidity is improved.

< ninth embodiment >

Next, a vehicle seat S9 according to a ninth embodiment will be described with reference to fig. 72 to 78.

The description of the overlapping parts with the vehicle seats S1 to S8 will be omitted.

The vehicle seat S9 realizes a seat that can improve efficiency of assembly work of a seat frame as a skeleton.

In addition, the following seats are realized: the number of steps of the assembly work of the frame can be reduced, and the number of component parts of the seat frame can be reduced, thereby improving the efficiency of the assembly work.

In addition, the following seats are realized: even when a load is applied from a predetermined direction during use, the seat can appropriately receive the load.

The vehicle seat S9 is a vehicle seat as shown in fig. 72, and mainly includes: a seat body comprising a seat back 1501 and a seat cushion 1502; as shown in fig. 73, the rail device 1503 supports the seat body to the floor so as to be movable back and forth, the height link device 1504 connects the seat body to the floor so as to be movable up and down, and the reclining device 1505 rotatably connects the seat back 1501 to the seat cushion 1502.

As shown in fig. 72, a seat back 1501 is a backrest portion for supporting a seated person from behind, and is formed by placing a cushion material 1501a on a back frame 1510 shown in fig. 73 as a skeleton and covering the cushion material 1501a with a skin material 1501 b.

The seat cushion 1502 is a seating part for supporting a seated person from below, and is configured such that a cushion material 1502a is placed on a cushion frame 1520 shown in fig. 73 as a skeleton and covered with a skin material 1502 b.

As shown in fig. 73, the rail device 1503 is disposed between the seat main body and the vehicle body floor in the up-down direction, and mainly includes: left and right lower rails 1503a fixed to the vehicle body floor and extending in the seat front-rear direction; the left and right upper rails 1503b are supported slidably along the lower rails 1503 a; a locking member, not shown, locks the upper rail 1503b so as not to slide with respect to the lower rail 1503 a; and a rail operation lever 1503c for releasing the locked state of the lock member.

A cushion frame 1520 is mounted on the upper surfaces of the left and right upper rails 1503b via a height link 1504.

As shown in fig. 73, the height linkage 1504 is mounted between the rail device 1503 and the cushion frame 1520, and mainly includes: a left and right first link 1504a disposed on the seat front side; left and right second links 1504b disposed on the seat rear side; a locking member, not shown, for locking the seat body to be unable to be lifted; and a height operation lever, not shown, for releasing the locking state of the locking member. The second link 1504b is a drive link, and is a device capable of adjusting the height of the seat body.

As shown in fig. 73, the tilting device 1505 mainly includes: tilting body 1505a, which is driven when back frame 1510 is rotated; a rotation shaft 1505b; a coil spring 1505c for biasing the back frame 1510 to rotate forward about the rotation shaft 1505b; and an unillustrated tilting lever, which is operated to release the locked state of the back frame 1510.

The tilting body 1505a has a known locking mechanism and can switch the state of the back frame 1510 between a locked state fixed to the cushion frame 1520 and an unlocked state rotatable to the cushion frame 1520.

The rotation shaft 1505b is supported by the back frame 1510 and the cushion frame 1520 in the seat width direction, one end of the coil spring 1505c is locked to the back frame 1510, and the other end is locked to the cushion frame 1520.

As shown in fig. 73, the back frame 1510 includes a frame body having a substantially rectangular shape, and mainly includes: back side frames 1511 disposed on the left and right sides; an upper frame 1512 connecting upper end portions of the back side frames 1511 and having an inverted U-shape; a lower frame 1513 connecting lower end portions of the back side frames 1511 and having a plate shape; a rod frame 1514 connecting upper portions of the back side frames 1511; and elastic springs, not shown, which are hooked to the back side frames 1511 and extend in a serpentine shape.

The back side frame 1511 is a sheet metal member extending in the vertical direction and having a substantially C-shaped cross section, and a lower end portion thereof is connected to a rear end portion of the side frame 1521 via a tilting device 1505.

As shown in fig. 73 and 74, the cushion frame 1520 includes a substantially rectangular frame body, and mainly includes: a side frame 1521 disposed laterally and extending in the seat front-rear direction; a base frame 1530 provided at a front end portion of each side frame 1521 in a plate shape; a front connecting frame 1522 connecting front portions of the side frames 1521; a rear connecting frame 1523 connecting rear portions of the side frames 1521; and a plurality of elastic springs 1524 that are hooked to the base frame 1530 and the rear connecting frame 1523 and extend in a serpentine manner in the seat front-rear direction.

As shown in fig. 73 to 76, the side frame 1521 is a plate-like frame elongated in the seat front-rear direction, and includes: a frame body portion 1521a, and an upper end flange portion 1521b and a lower end flange portion 1521c that are bent and projected outward in the seat width direction from each of the upper end portion and the lower end portion of the frame body portion 1521 a.

The side frame 1521 has a skin hooking portion 1521d, and the skin hooking portion 1521d is formed by cutting and raising a part of the side surface of the frame body portion 1521a, and is used to hook the terminal portion of the skin material 1502 b.

In addition, the side frame 1521 has a mounting hole 1521e (mounting portion) formed in the upper surface of the upper end flange portion 1521b for mounting the base frame 1530.

The skin hook portions 1521d and the attachment holes 1521e are formed in plural at predetermined intervals in the seat front-rear direction.

A tilting device 1505 is attached to the rear end of the side frame 1521.

As shown in fig. 73, the front connecting frame 1522 and the rear connecting frame 1523 are tubular frames, respectively, and connect the left and right side frames 1521, respectively, and connect the left and right links (first link 1504a and second link 1504 b).

The elastic springs 1524 are elastic support members that support the buttocks of the seated person, and are provided in plural at predetermined intervals in the seat width direction.

The front end portion of the elastic spring 1524 is hooked to a spring hooking portion 1537 formed on the upper surface of the base frame 1530. The rear end portion of the elastic spring 1524 is attached to the rear coupling frame 1523 via a hook member.

As shown in fig. 73 to 76, the base frame 1530 is a plate-like frame (coupling frame) that is provided to the upper surfaces of the left and right side frames 1521 and supports the thighs of the seated person, and is mounted on and attached to the upper surface of the side frame 1521 at the side portions in the seat width direction.

Specifically, the base frame 1530 mainly includes: a rectangular plate-shaped frame body portion 1531 elongated in the seat width direction; a frame front wall portion 1532 protruding downward from a front end portion of the frame main body portion 1531; and left and right frame side wall portions 1533 protruding downward from left and right ends of the frame body portion 1531, respectively.

Further, bent portions 1532a and 1533a formed by bending the distal ends of the frame front wall portion 1532 and the frame side wall portion 1533 upward are formed at the distal ends thereof.

The folded portion 1532a is continuously formed so as to extend in the seat width direction, specifically, is formed by crimping.

The folded portion 1533a is formed continuously so as to extend in the seat front-rear direction.

As shown in fig. 74 to 76, the base frame 1530 includes a first reinforcement concave portion 1534 and a second reinforcement concave portion 1535, and the first reinforcement concave portion 1534 and the second reinforcement concave portion 1535 are formed as concave portions on the upper surface of the frame main body portion 1531 and extend in the seat width direction.

The first reinforcement concave portion 1534 and the second reinforcement concave portion 1535 are substantially rectangular reinforcement portions elongated in the seat width direction, respectively, and the first reinforcement concave portion 1534 is disposed further toward the seat front than the second reinforcement concave portion 1535.

A skin hooking portion 1536 for hooking the terminal portion of the skin material 1502b is formed on the upper surface of the first reinforcement concave portion 1534.

Further, a spring hooking portion 1537 for hooking one end of the elastic spring 1524 is formed on the upper surface of the second reinforcement concave portion 1535.

The skin hooking portion 1536 is formed by cutting and raising a part of the upper surface of the first reinforcement concave portion 1534, and is formed in plurality at intervals in the seat width direction.

The spring hooking portion 1537 is formed by cutting and raising a part of the upper surface of the second reinforcing concave portion 1535, and is formed in plurality at predetermined intervals in the seat width direction.

The skin hook portion 1536 and the spring hook portion 1537 are disposed at different positions in the seat width direction.

As shown in fig. 74 and 76, the base frame 1530 includes left and right mounting holes 1538, and the left and right mounting holes 1538 are formed at both ends of the frame body 1531 in the seat width direction, respectively, and are used for mounting the left and right side frames 1521.

The base frame 1530 is assembled to the side frame 1521 by fastening the mounting bolts 1539 in a state where the mounting holes 1538 of the base frame 1530 communicate with the mounting holes 1521e of the side frame 1521.

The left and right mounting holes 1538 are formed in plural at intervals in the seat front-rear direction. In this embodiment, two are formed.

Frame abutment

As shown in fig. 74 to 76, the base frame 1530 includes: a frame contact portion 1540 provided so as to protrude downward from the back surface of the frame body portion 1531 and to contact the inner surface of the side frame 1521; and a second frame abutting portion 1550 abutting against the front face of the side frame 1521.

The frame contact portion 1540 is a substantially rectangular plate-shaped cut-and-raised portion formed by cutting a portion of the frame body portion 1531, and includes: a left side frame contact portion 1540A formed on one side (left side) of the seat in the width direction; and a right side frame contact portion 1540B formed on the other side (right side) in the seat width direction.

The frame contact portion 1540 is formed to contact (abut) an upper portion of the inner side surface of the side frame 1521.

As shown in fig. 75A, the left side frame contact portion 1540A is cut and erected from the rear surface of the frame main body portion 1531 toward the outer side in the seat width direction (toward the side frame 1521). Then, the side frames 1521 extend while abutting against the inner surfaces of the side frames 1521 along the longitudinal direction thereof. In other words, the surface contact is made with the inner side surface of the side frame 1521.

As shown in fig. 75B, the right frame contact portion 1540B is cut and erected from the rear surface of the frame main body portion 1531 toward the seat rear. The outer end in the seat width direction is configured to abut against the inner surface of the side frame 1521 and extend in a direction intersecting (orthogonal to) the longitudinal direction of the side frame 1521. In other words, the plate thickness contact is made with the inner side surface of the side frame 1521.

As shown in fig. 76, the frame contact portions 1540A and 1540B are formed at positions avoiding the first reinforcement concave portion 1534 and the second reinforcement concave portion 1535 on the bottom surface of the base frame 1530, respectively.

The frame contact portions 1540A and 1540B are formed on the left and right sides of the seat width direction, respectively, and are disposed at positions sandwiching the second reinforcement concave portion 1535 in the seat width direction.

The frame contact portions 1540A and 1540B are disposed between the first reinforcement concave portion 1534 and the second reinforcement concave portion 1535 in the seat front-rear direction.

As described above, when the frame contact portion 1540 is formed by cutting and raising a part of the base frame 1530, the amount of downward projection of the frame contact portion 1540 can be reduced by cutting and raising the base frame 1530 while avoiding the first reinforcement concave portion 1534 (the second reinforcement concave portion 1535). Thus, the frame contact portion 1540 can be prevented from interfering with another component (for example, a seat belt) in the cushion frame 1520.

As described above, the frame contact portion 1540 can be disposed at the peripheral positions of the first reinforcement concave portion 1534 and the second reinforcement concave portion 1535, and the rigidity of the frame contact portion 1540 can be improved.

As shown in fig. 76, the frame contact portions 1540A and 1540B are disposed between the plurality of mounting bolts 1539 (mounting holes 1538) in the seat front-rear direction.

Therefore, when the base frame 1530 and the side frame 1521 are coupled, the frame positions of both can be regulated with good balance by the frame contact portions 1540A and 1540B. In addition, with the above configuration, the rigidity of the frame contact portion 1540A and the frame contact portion 1540B can be improved.

As shown in fig. 75 and A, B, the second frame contact portion 1550 is a substantially rectangular plate-shaped cut-and-raised portion formed by cutting a portion of the frame body portion 1531, and is formed on the right and left sides in the seat width direction. Further, the upper portion of the front face of the side frame 1521 is formed to abut against the upper portion.

Specifically, the second frame contact portion 1550 is cut from the rear surface of the frame body portion 1531 toward the rear of the seat (toward the side frame 1521) and is erected. Further, the side frames 1521 are abutted against the front face of the side frames 1521 and extend in a direction intersecting (orthogonal to) the longitudinal direction of the side frames 1521.

The second frame contact portion 1550 is formed at a position avoiding the first reinforcement concave portion 1534 and the second reinforcement concave portion 1535 on the bottom surface of the base frame 1530.

The left and right second frame contact portions 1550 are disposed at positions sandwiching the first reinforcement concave portion 1534 and the second reinforcement concave portion 1535 in the seat width direction.

The second frame contact portion 1550 is disposed at a position overlapping the first reinforcement concave portion 1534 in the seat front-rear direction.

With this configuration, the second frame contact portion 1550 can be appropriately disposed at a position different from the first reinforcement concave portion 1534 and the second reinforcement concave portion 1535.

As described above, the second frame contact portion 1550 may be disposed at the peripheral position of the first reinforcing concave portion 1534, and the rigidity of the second frame contact portion 1550 may be improved.

Variation of frame contact portion

Next, a modification 1512 of the frame contact portion will be described with reference to fig. 77 to 78.

Note that, the description thereof is omitted with respect to the repetition of the frame contact portion 1540.

As shown in fig. 77, the frame contact portion 1640 of modification 1 has a concave shape formed by press forming, for example, and is recessed downward from the upper surface of the base frame 1630.

The frame contact portion 1640 is configured such that an outer side wall portion 1641 in the seat width direction contacts an inner side surface of the side frame 1621 and extends in the longitudinal direction of the side frame 1621.

Even in the above-described configuration, when the base frame 1630 is coupled to the left and right side frames 1621, the frame contact portion 1640 can be brought into contact with the inner side surfaces of the left and right side frames 1621, and the position of both frames can be easily restricted in the seat width direction. As a result, the man-hours of the assembly work of the frames of both can be reduced.

As shown in fig. 78, the frame contact portion 1740 of modification 2 is, for example, a plate-like frame piece that is separately attached to the back surface of the base frame 1730.

The frame contact portion 1740 extends while being in contact with the inner surface of the side frame 1721 along the longitudinal direction of the side frame 1721.

Even in the above-described configuration, when the base frame 1730 is connected to the left and right side frames 1721, the frame contact portions 1740 can be brought into contact with the inner side surfaces of the left and right side frames 1721, and the position of both frames can be easily restricted in the seat width direction.

Other embodiments

In the above embodiment, as shown in fig. 75 and A, B, the base frame 1530 includes the frame contact portion 1540 that contacts the inner side surface of the side frame 1521 on the back surface thereof, but the frame other than the base frame 1530 may include the frame contact portion 1540.

For example, the front connecting frame 1522 or the rear connecting frame 1523 may include a frame contact portion that contacts the inner side surface of the side frame 1521.

In addition, for example, the lever frame 1514 may include a frame abutting portion that abuts against the inner side surface of the back side frame 1511. A frame abutment may also be included that abuts the front or rear surface of the back side frame 1511.

In addition, for example, the upper frame 1512 or the lower frame 1513 may include a frame contact portion that contacts the inner surface of the back side frame 1511.

In the embodiment, as shown in fig. 75A, B, the base frame 1530 includes the frame contact portion 1540 and the second frame contact portion 1550, but is not particularly limited, and may include only the frame contact portion 1540 or only the second frame contact portion 1550.

In the above embodiment, as shown in fig. 75 and A, B, the frame contact portion 1540 is a cut-and-raised portion formed by cutting a part of the base frame 1530, but may be formed by raising without cutting. The frame sheet may be formed in a concave-convex shape by press forming or the like as in modification 1, or may be formed by attaching a separate frame sheet as in modification 2.

In the above embodiment, as shown in fig. 74 and 76, the base frame 1530 includes the first reinforcement concave portion 1534 and the second reinforcement concave portion 1535, but is not particularly limited to the concave reinforcement portion, and can be modified.

For example, the base frame 1530 may also include a reinforcing protrusion formed as a protrusion on an upper surface of the base frame 1530 and extending in the seat width direction.

Supplementary note < >)

In the vehicle seat according to the present invention, it is preferable that the vehicle seat includes a seat frame as a skeleton, and the seat frame includes: side frames disposed on the left and right sides in the seat width direction; and a connecting frame connecting the left and right side frames, the connecting frame having a frame contact portion provided so as to protrude toward one side of the connecting frame in a thickness direction on a surface of the connecting frame and to contact an inner side surface of the side frame.

With this configuration, the vehicle seat can be realized in which the assembly work of the seat frame can be made efficient.

In detail, the connecting frame has a frame contact portion that is provided so as to protrude toward one side of the connecting frame in the thickness direction on the surface of the connecting frame and to contact the inner side surface of the side frame. Therefore, when the connecting frame is connected to the left and right side frames, the frame contact portion can be brought into contact (contact) with the inner side surfaces of the left and right side frames, and the position of the two frames can be easily restricted in the seat width direction. As a result, the man-hours of the assembly work of the frames of both can be reduced.

In addition, as described above, the number of components of the seat frame can be reduced by providing the connecting frame with the frame contact portion. Specifically, the connecting frames (for example, the base frames) are attached to the left and right side frames using rivets (attachment bolts), and as a result, the assembly rigidity of the two frames can be ensured even when the number of the rivets to be fastened is reduced.

In addition, as described above, by providing the frame contact portion with the connecting frame, even when a predetermined load is applied from the seat width direction when the vehicle seat is used, the load can be appropriately received.

In this case, the connecting frame is preferably formed of a plate-shaped frame, and the frame contact portion is preferably formed by cutting a portion of the connecting frame into a slit, and extends while being in contact with the inner surface of the side frame along the longitudinal direction of the side frame.

With this structure, the frame abutment can be formed with a simple structure.

As described above, the frame contact portion extends (makes surface contact) while being in contact with the inner surface of the side frame along the longitudinal direction of the side frame. Therefore, interference with other components (for example, a seat belt) at the peripheral frame contact portion of the connecting frame can be suppressed.

In this case, the connecting frame is preferably formed of a plate-shaped frame, and the frame contact portion is preferably formed by cutting a portion of the connecting frame, and an outer end portion in the seat width direction of the frame contact portion is preferably configured to contact an inner surface of the side frame and extend in a direction intersecting the longitudinal direction of the side frame.

With this structure, the frame abutment can be formed with a simple structure.

As described above, the frame contact portion is configured such that the outer end portion in the seat width direction contacts (comes into contact with) the inner side surface of the side frame, and extends in a direction intersecting the longitudinal direction of the side frame. Therefore, when a predetermined load is applied from the seat width direction, the load can be more suitably received. That is, the cut and raised frame contact portion is not easily fallen down.

In this case, the frame contact portion preferably includes: wherein a side frame abutment portion formed on one side of the seat width direction on a bottom surface of the coupling frame; and an other side frame contact portion formed on the other side in the seat width direction, wherein the one side frame contact portion extends while being in contact with the inner side surface of the side frame in the longitudinal direction of the side frame, and the other side frame contact portion is configured such that an outer side end portion in the seat width direction of the other side frame contact portion is in contact with the inner side surface of the side frame and extends in a direction intersecting the longitudinal direction of the side frame.

As described above, since the connecting frame has one side frame contact portion and the other side frame contact portion that are oriented differently from each other, interference with other constituent parts can be suppressed in the one side frame contact portion, and a load applied from the seat width direction can be more appropriately received in the other side frame contact portion.

In this case, the connecting frame is preferably formed of a plate-shaped frame, and the connecting frame has a reinforcing portion that is formed as a convex portion or a concave portion on an upper surface of the connecting frame and extends in the seat width direction, and the frame contact portion is preferably formed at a position avoiding the reinforcing portion on a bottom surface of the connecting frame.

With this structure, the connecting frame can be suitably reinforced.

In addition, according to the above configuration, for example, when a part of the connecting frame is cut and raised to form the frame contact portion, the protruding amount of the frame contact portion can be reduced by cutting and raising the connecting frame while avoiding the concave-convex reinforcing portion. As a result, interference between the frame contact portion and the other component can be suppressed.

In this case, the side frames may be cushion side frames extending in the seat front-rear direction, the connecting frames may be base frames that are provided to be placed in front portions of the left and right side frames, the reinforcing portions may be formed as concave reinforcing recesses, the upper surfaces of portions of the base frames in which the reinforcing recesses are formed may be formed with hook portions for hooking seat components of the vehicle seat, and the frame contact portions may be respectively formed on the left and right sides in the seat width direction and may be disposed at positions sandwiching the reinforcing recesses in the seat width direction.

With this structure, the rigidity of the assembly of the seat component parts to the base frame (hook portion) can be improved. Further, as the seat component, for example, a skin material is conceivable, and a skin terminal portion of the skin material may be hooked to the base frame (hooking portion).

In this case, the reinforcement concave portion preferably has a first reinforcement concave portion and a second reinforcement concave portion that are formed at different positions in the seat front-rear direction and extend along the seat width direction, and the frame contact portion is preferably disposed between the first reinforcement concave portion and the second reinforcement concave portion in the seat front-rear direction.

With this structure, the connecting frame can be reinforced more suitably. In addition, the rigidity of the frame contact portion can be improved.

In this case, the side frames may be cushion side frames extending in the seat front-rear direction, the connecting frames may be base frames provided at front portions of the left and right side frames, and the connecting frames may have second frame contact portions provided so as to protrude downward from a bottom surface of the connecting frames and to contact a front surface of the side frames.

With this structure, the position of the frame can be easily restricted in both the seat width direction and the seat front-rear direction. As a result, the man-hours for the assembly work of the frames of both can be further reduced.

In addition, with the above configuration, even when a predetermined load is applied from the seat width direction or the seat front-rear direction when the vehicle seat is used, the load can be appropriately received.

In this case, the frame contact portion and the second frame contact portion are preferably formed at positions at which the bottom surface of the connecting frame is away from the reinforcing portion, the second frame contact portions are preferably formed on the left and right sides in the seat width direction, respectively, and the left and right second frame contact portions are preferably disposed at positions at which the reinforcing portion is sandwiched in the seat width direction and at positions overlapping the reinforcing portion in the seat front-rear direction.

With this configuration, the left and right frame contact portions and the left and right second frame contact portions can be appropriately arranged at different positions from the reinforcing portion. Further, by being disposed at the peripheral position of the reinforcing portion, the rigidity of the right and left frame contact portions and the right and left second frame contact portions can be improved.

< tenth embodiment >

Next, a vehicle seat S10 according to a tenth embodiment will be described with reference to fig. 79 to 85.

The description of the overlapping parts with the vehicle seats S1 to S9 will be omitted.

The vehicle seat S10 realizes a seat capable of improving the efficiency of assembly work.

Further, a seat including a reclining device is provided, which enables efficient assembly of the device.

In addition, a seat is realized that can reduce the number of components.

As shown in fig. 79, the vehicle seat S10 is a vehicle seat and mainly includes: a seat body including a seat cushion 1801 and a seat back 1802; as shown in fig. 80, the rail device 1830 supports the seat body to the floor so as to be movable forward and backward, the height link device 1840 links the seat body to the floor so as to be movable up and down, the tilt device 1850 links the seat back 1802 to the seat cushion 1801 so as to be movable up and down, and the link bracket 1860 links the seat cushion 1801 to the seat back 1802.

As shown in fig. 79, the seat cushion 1801 is a seating part for supporting an occupant from below, and is configured such that a cushion material 1801a is placed on a cushion frame 1810 shown in fig. 80 as a skeleton and covered with a skin material 1801 b.

The seat back 1802 is a back portion for supporting an occupant from behind, and is configured such that a cushion material 1802a is placed on a back frame 1820 shown in fig. 80 as a skeleton, and is covered with a skin material 1802 b.

Cushion frame 1810 and back frame 1820 are coupled by coupling brackets 1860.

As shown in fig. 80, cushion frame 1810 includes a substantially rectangular frame body, and mainly includes: cushion side frames 1811 disposed on the left and right sides; a base frame 1812 provided at a front end portion of each cushion side frame 1811 in a plate shape; a front connection frame 1813 connecting front portions of the cushion side frames 1811; a rear connection frame 1814 connecting rear portions of the cushion side frames 1811; and a plurality of elastic springs 1815 hooked to the base frame 1812 and the rear connection frame 1814 and extending in a serpentine shape in the seat front-rear direction.

The cushion side frame 1811 is a plate-like frame that is long in the seat front-rear direction.

A tilting device 1850 is attached to a rear portion of the cushion side frame 1811 via a coupling bracket 1860, and a rail device 1830 is attached to a lower portion thereof via a height link device 1840.

As shown in fig. 81 and 82, the rear portion of the cushion side frame 1811 has a step shape curved in the seat width direction, and includes: a main body wall 1811a extending in a long manner in the seat front-rear direction; the outer wall 1811b is disposed further toward the seat width direction outer side than the main body wall 1811 a; and a connecting wall 1811c connecting the main body wall 1811a and the outer wall 1811 b.

Further, a coupling bracket 1860 is assembled to the inner side surface of the outer side wall portion 1811b via a fastening member 1870.

Further, an upper end flange 1811d and a lower end flange 1811e, which are bent and projected to one side (strictly, the outer side) in the seat width direction, are formed at the upper end portion and the lower end portion of the cushion-side frame 1811, respectively.

The upper end flange 1811d and the lower end flange 1811e extend in the seat front-rear direction from a position where the reclining device 1850 is mounted in the cushion side frame 1811 to a position where the base frame 1812 is mounted.

As shown in fig. 80, the base frame 1812 is a plate-like frame that supports the thighs of the occupant, and a lateral portion in the seat width direction is mounted on the upper surface of the cushion side frame 1811.

The front connecting frame 1813 and the rear connecting frame 1814 are respectively tubular frames, and connect the left and right cushion side frames 1811, and connect the left and right links (first link 1841 and second link 1842).

The elastic springs 1815 are elastic support members that support the buttocks of the occupant, and are provided in plurality at predetermined intervals in the seat width direction.

The front end portion of the elastic spring 1815 is hooked to a spring hooking portion 1812a formed on the upper surface of the base frame 1812. In addition, a rear end portion of the elastic spring 1815 is mounted to the rear coupling frame 1814 via a hook member.

As shown in fig. 80, the back frame 1820 includes a substantially rectangular frame body, and mainly includes: back side frames 1821 disposed laterally; an upper frame 1822 connected to an upper end portion of each back side frame 1821 and having an inverted U-shape; a lower frame 1823 connected to a lower end portion of each back side frame 1821 and having a plate shape; and elastic springs, not shown, which are hooked to the back side frames 1821 and extend in a serpentine shape.

The back side frame 1821 is a sheet metal member having a substantially C-shaped cross section and extends in the vertical direction, and a lower end portion thereof is connected to a rear end portion of the cushion side frame 1811 via a tilting device 1850 and a connecting bracket 1860.

In this configuration, the back frame 1820 is relatively rotatable with respect to the cushion frame 1810.

As shown in fig. 80, the rail device 1830 is disposed between the seat main body and the underbody in the up-down direction, and mainly includes: left and right lower rails 1831 fixed to the vehicle body floor and extending in the seat front-rear direction; left and right upper rails 1832 supported slidably along the lower rails 1831; a locking member, not shown, locks the upper rail 1832 so as not to slide with respect to the lower rail 1831; and a rail operation lever 1833 for releasing the locked state of the lock member.

Cushion frames 1810 are mounted on the upper surfaces of the left and right upper rails 1832 via height link devices 1840.

As shown in fig. 80, height linkage 1840 is mounted between rail assembly 1830 and cushion frame 1810 and mainly comprises: left and right first links 1841 disposed on the seat front side; left and right second links 1842 disposed on the seat rear side; a brake unit, not shown, for limiting the lifting operation of the seat main body; and a height operation lever 1843 (see fig. 79) for releasing the restriction state of the brake unit.

When the height operation lever 1843 is operated, the second link 1842 (left second link) becomes a driving link, and the right second link 1842 and the left and right first links 1841 also rotate. Thus, the seat body is lifted and lowered, and the seat height is adjusted.

As shown in fig. 81 and 82, the tilting device 1850 is a device that rotatably couples the back frame 1820 to the cushion frame 1810 and can lock the back frame 1820.

The tilting device 1850 mainly comprises: a tilting unit 1851 limiting rotation of the back frame 1820; a rotation shaft 1852 axially supported by a lower end portion of the back frame 1820 in the seat width direction, protruding from an outer side surface of the back frame 1820 and coupled to the tilting unit 1851; and a coil spring 1853 mounted on the outer side of the tilting unit 1851 in the seat width direction, for biasing the back frame 1820 to rotate toward the cushion frame 1810 about the rotation shaft 1852.

The tilting unit 1851 can switch the state of the back frame 1820 between a locked state fixed with respect to the cushion frame 1810 and an unlocked state capable of relative rotation.

The tilt unit 1851 is configured such that, in normal operation, the state of the back frame 1820 is set to a locked state, and when the tilt lever 1855 shown in fig. 79 is operated, the operation rotation shaft 1852 is rotated, and the state is switched to an unlocked state.

Further, while the back frame 1820 is in the unlocked state, the occupant can recline the seat back 1802, and when the reclining angle reaches a desired angle, the reclining lever 1855 is released, and the occupant returns to the locked state.

The rotation shaft 1852 is disposed between the left and right cushion side frames 1811 in a state where the axial direction thereof is along the seat width direction, and an extended end portion of the rotation shaft 1852 protrudes to the outside in the seat width direction through a shaft hole 1821a formed in a side surface of the back side frame 1821.

The extended end portion of the protruding rotation shaft 1852 is assembled with the tilting unit 1851, and further assembled with the tilting lever 1855 shown in fig. 79 located further outside than the tilting unit 1851.

When the back frame 1820 is in the unlocked state and the back frame 1820 is in the reclined state, the coil spring 1853 biases the back frame 1820 to rotate toward the cushion frame 1810 about the rotation shaft 1852.

As shown in fig. 81 and 82, the coil spring 1853 has one end 1853a hooked to the protruding portion of the spring locking bracket 1854 located on the back side frame 1821 side and the other end 1853b hooked to the spring locking portion 1863 of the coupling bracket 1860 located on the cushion frame 1810 side.

As shown in fig. 81 to 84, the coupling bracket 1860 is a metal plate that couples the rear portion of the cushion frame 1810 and the lower portion of the back frame 1820.

The central portion of the coupling bracket 1860 is fitted into the outer side surface of the tilting unit 1851 mounted to the back side frame 1821.

Further, the front portion and the lower portion of the coupling bracket 1860 are bolt-fastened to the inner side surface of the cushion side frame 1811.

Specifically, a shaft hole 1861 and an engagement hole 1862 are formed in a central portion of a side surface of the coupling bracket 1860, the shaft hole 1861 being for inserting the rotation shaft 1852, and the engagement hole 1862 being provided around so as to surround the shaft hole 1861 and being for engagement with the tilting unit 1851.

A spring locking portion 1863 is formed at an upper portion of the coupling bracket 1860, and the spring locking portion 1863 protrudes outward in the seat width direction and is used to hook the other end 1853b of the coil spring 1853.

In addition, a front restricting portion 1864 and a rear restricting portion 1865 are formed at an upper end portion in an outer peripheral portion of the coupling bracket 1860, and the front restricting portion 1864 and the rear restricting portion 1865 can be abutted against a front end 1854a and a rear end 1854b of the spring locking bracket 1854, respectively. These restricting portions 1864, 1865 restrict the rotational range of the back frame 1820 when the back frame 1820 rotates. Specifically, the function of limiting the rotation range of the spring locking bracket 1844 that rotates integrally with the back frame 1820 is to be achieved.

A fastening hole 1866 for fastening a fastening member 1870 (for example, a fastening bolt or a fastening pin) from the outside in the seat width direction is integrally formed at the front portion of the coupling bracket 1860.

In addition, a second fastening hole 1867 for fastening the fastening member 1870 is integrally formed at a lower portion of the coupling bracket 1860.

The fastening holes 1866, 1867 are fastening holes formed along the seat width direction and subjected to tapping (burring tapping) inside the fastening holes 1866, 1867.

The fastening holes 1866, 1867 are configured to communicate with the fastening holes 1816, 1817 formed in the outer side wall portion 1811b of the rear portion of the cushion side frame 1811, respectively.

In the coupling bracket 1860, peripheral portions of the fastening holes 1866, 1867 protrude so as to protrude toward the inner side in the seat width direction, and the fastening holes 1866, 1867 extend in the protruding direction (seat width direction).

As shown in fig. 84 and 85, the first fastening member 1871 is fastened to the fastening hole 1866 and the fastening hole 1816 of the cushion-side frame 1811 from the outside in the seat width direction.

In addition, the second fastening member 1872 is fastened to the fastening hole 1867 and the fastening hole 1817 of the cushion-side frame 1811 from the outside in the seat width direction.

With this structure, the coupling bracket 1860 can be efficiently assembled to the inner side surface of the cushion side frame 1811. Specifically, the number of parts can be reduced without tightening nuts, and the working process can be shortened.

In this structure, as shown in fig. 85, the peripheral edge portion of the fastening hole 1866 continuously protrudes from the main body portion of the coupling bracket 1860 toward the seat width direction inside, and is disposed at a position that does not overlap with the back side frame 1821 in the seat width direction.

Therefore, the connecting bracket can be compactly arranged in the seat width direction. In addition, when the back frame 1820 performs a turning motion in the seat front-rear direction, interference between the coupling bracket 1860 (fastening hole 1866) and the back side frame 1821 can be suppressed.

In this structure, as shown in fig. 85, the peripheral edge portion of the fastening hole 1866, the back side frame 1821, and the second link 1842 are disposed at different positions in the seat width direction.

Therefore, when the tilting device 1850 and the height link device 1840 are operated, interference between the coupling bracket 1860 (fastening hole 1866), the back side frame 1821, and the second link 1842 can be suppressed.

In addition, in the above-described structure, as shown in fig. 85, the peripheral edge portion of the fastening hole 1866 protrudes further inward in the seat width direction than the main body wall portion 1811a of the cushion-pad side frame 1811.

Thereby, the fastening length of the fastening hole 1866 and the fastening member 1870 is easily lengthened. Therefore, the fastening strength of the coupling bracket 1860 with respect to the cushion side frame 1811 can be improved.

In this structure, as shown in fig. 85, the fastening member 1870 protrudes further toward the seat width direction inner side than the peripheral edge portion of the fastening hole 1866, and is disposed at a position that does not overlap with the back side frame 1821 in the seat width direction.

Therefore, when the back frame 1820 performs a turning motion in the seat front-rear direction, interference between the fastening member 1870 and the back side frame 1821 can be suppressed.

In this structure, as shown in fig. 84, a notch 1868 is formed in a portion of the outer peripheral portion of the coupling bracket 1860 near the rear coupling frame 1814, the notch being cut toward the side opposite to the rear coupling frame 1814.

Therefore, interference between the coupling bracket 1860 and the rear coupling frame 1814 can be suppressed.

Further, the cutout portion 1868 is cut into a substantially triangular shape configured to be sandwiched between the two fastening holes 1866, 1867.

In this configuration, as shown in fig. 84, the first fastening member 1871 and the second fastening member 1872 are disposed around the inclined unit 1851 so as to surround the rear connection frame 1814.

Further, the first fastening member 1871 is disposed further toward the seat front than the second fastening member 1872. The first fastening member 1871 is disposed at a position overlapping the rear coupling frame 1814 in the seat front-rear direction, and at a position overlapping the tilting unit 1851 in the up-down direction. The second fastening member 1872 is disposed at a position overlapping the tilting unit 1851 in the seat front-rear direction, and at a position overlapping the rear connecting frame 1814 in the up-down direction.

Therefore, the assembling rigidity of the tilt unit 1851 and the rear link frame 1814 can be improved.

Other embodiments

In the above embodiment, as shown in fig. 80, the vehicle seat S10 includes the rail device 1830, the height link device 1840, and the reclining device 1850, but is not particularly limited, and can be modified.

That is, the vehicle seat S10 may not include the rail device 1830, the height link device 1840, and the reclining device 1850.

In the above embodiment, as shown in fig. 84, the coupling bracket 1860 is attached to the inner side surface of the cushion side frame 1811, but is not particularly limited, and may be attached to the outer side surface of the cushion side frame 1811.

In this case, the cushion side frame 1811 preferably has a step shape curved inward in the seat width direction.

In the above embodiment, as shown in fig. 84, the coupling bracket 1860 is attached to the outer side surface of the back side frame 1821, but is not particularly limited, and may be attached to the inner side surface of the back side frame 1821.

In the above embodiment, as shown in fig. 84 and 85, the peripheral edge portion of the fastening hole 1866 protrudes inward in the seat width direction, but is not particularly limited, and may protrude outward in the seat width direction.

In this case, the coupling bracket 1860 is preferably attached to the outer surface of the cushion side frame 1811.

Supplementary note < >)

The vehicle seat according to the present invention preferably includes: a cushion frame; a back frame; and a connecting bracket connecting a seat rear portion of the cushion frame with a lower portion of the back frame, wherein the cushion frame has cushion side frames disposed on left and right sides in a seat width direction, the connecting bracket is attached to the cushion side frames via fastening members, fastening holes for fastening the fastening members are formed in the connecting bracket and the cushion side frames, respectively, and a peripheral portion of the fastening holes protrudes toward one side in the seat width direction in the connecting bracket, and the fastening holes extend in a protruding direction.

With this configuration, the vehicle seat can be realized in which the assembly work can be made efficient, specifically, the number of constituent parts can be reduced.

Specifically, fastening holes for fastening the fastening members are formed in the connecting bracket and the cushion side frame, respectively, and the peripheral edge portion of the fastening hole protrudes toward one side in the seat width direction in the connecting bracket, and the fastening holes extend in the protruding direction. Therefore, in general, the connecting bracket is fixed to the cushion side frame using a fastening bolt and a fastening nut, and in this configuration, the fastening nut is not required.

Specifically, the portion of the coupling bracket that is a peripheral portion of the fastening hole and protrudes may replace the fastening nut. For example, the fastening bolt can be fastened by tapping the inside of the fastening hole.

In this way, the vehicle seat can be realized to achieve efficiency of the assembly operation of the coupling bracket (no fastening nut is required, the number of parts is reduced, and the operation process is shortened).

In this case, it is preferable that the cushion frame further includes a tilting device that rotatably connects the back frame to the cushion frame, the tilting device is attached to an outer surface of the back frame, a tilting unit that restricts rotation of the back frame is provided, and the connecting bracket is attached to the outer surface of the back frame.

With this structure, it is possible to realize a vehicle seat in which the assembly work of the reclining device is made efficient in the seat including the reclining device.

In this case, the back frame preferably has back side frames disposed on the left and right sides in the seat width direction, and the peripheral edge portion of the fastening hole protrudes inward in the seat width direction than the main body portion of the coupling bracket and is disposed at a position not overlapping the back side frames in the seat width direction.

As described above, since the peripheral edge portion of the fastening hole protrudes toward the inner side in the seat width direction, the linking bracket can be compactly arranged in the seat width direction.

Further, since the peripheral edge portion of the fastening hole is disposed at a position not overlapping the back side frame in the seat width direction as described above, interference between the coupling bracket and the back side frame can be suppressed when the back frame is rotated in the seat front-rear direction.

In this case, the connecting bracket is preferably attached to the cushion side frame by fastening the fastening member from the outer side in the seat width direction, and the fastening member protrudes further toward the inner side in the seat width direction than the peripheral edge portion of the fastening hole and is disposed at a position not overlapping the back side frame in the seat width direction.

With this structure, the fastening member can be assembled more efficiently than in the case where the fastening member is fastened from the inner side in the seat width direction.

In addition, with the above configuration, interference between the fastening member and the back side frame can be suppressed when the back frame is rotated in the seat front-rear direction.

In this case, the cushion side frame preferably has a step shape curved in the seat width direction, and includes: a body wall portion extending in a longitudinal direction of the seat; an outer wall portion attached to an outer side surface of the connection bracket and disposed further outward in the seat width direction than the main body wall portion; and a connecting wall portion connecting the main body wall portion and the outer side wall portion, wherein the main body portion of the connecting bracket is disposed between the main body wall portion and the outer side wall portion in the seat width direction.

With this structure, the connecting bracket can be compactly arranged in the seat width direction.

In this case, the peripheral edge portion of the fastening hole preferably protrudes inward in the seat width direction than the main body wall portion of the cushion side frame.

With this structure, the fastening length between the fastening member and the fastening hole can be easily increased, and therefore the fastening strength of the connecting bracket to the cushion side frame can be improved.

In this case, it is preferable that the vehicle seat further includes a height link device that connects the cushion frame to the vehicle body floor so as to be capable of being lifted, the height link device includes left and right links provided between the cushion frame and the vehicle body floor, and a peripheral edge portion of the fastening hole is disposed at a position that does not overlap with the links in the seat width direction.

With this structure, interference between the connecting bracket (the peripheral edge portion of the fastening hole) and the link can be suppressed when the height link device is operated.

In this case, the cushion frame preferably includes a connecting frame connecting rear portions of the left and right cushion side frames, the connecting frame connecting the left and right links, and the peripheral portion of the fastening hole, the back side frame, and the links are disposed at different positions in the seat width direction.

With this structure, the coupling bracket (the peripheral edge portion of the fastening hole), the back side frame, and the link can be prevented from interfering with each other when the reclining device and the height link device are operated.

In this case, the cushion frame preferably includes a connecting frame connecting rear portions of the left and right cushion side frames, and the connecting bracket is attached to the cushion side frame by a first fastening member and a second fastening member, and the first fastening member and the second fastening member are disposed around the tilting unit and around the connecting frame.

Further, it is preferable that the first fastening member is disposed at a position in front of the second fastening member, the first fastening member is disposed at a position overlapping the connecting frame in the seat front-rear direction and at a position overlapping the tilting unit in the up-down direction, and the second fastening member is disposed at a position overlapping the tilting unit in the seat front-rear direction and at a position overlapping the connecting frame in the up-down direction.

With this structure, the assembling rigidity of the tilting unit and the connecting frame can be improved.

Description of symbols

S1 to S10, SA: vehicle seat (vehicle seat)

Sa, F, FX: seat frame

S3a: cushion pad for chair

S3b: chair back

S3c: headrest for head

T: decorating cover (cushion decorating cover)

P: lining component (pad)

1. 501, 1001, 1101, 1201, 1301, 1401A, 1501, 1802: chair back

1a, 2a, 501a, 502a, 1301a, 1302a, 1501a, 1502a, 1801a, 1802a: cushion material

1b, 2b, 501b, 502b, 1301b, 1302b, 1501b, 1502b, 1801b, 1802b: skin material

1401a: body support surface

2. 502, 1002, 1102, 1202, 1302, 1402A, 1502, 1801: cushion pad for chair

3. 503, 1004, 1104, 1204, 1303, 1405, 1503, 1830: sliding rail device (guide rail device, sliding rail)

3a, 503a, 1303a, 1503a, 1831: lower guide rail

3b, 503b, 1303b, 1503b, 1832: upper guide rail

3c, 503c, 1303c, 1503c, 1833: operating lever for guide rail

4. 504, 1304, 1504, 1840: height connecting rod device

4a, 504a, 1304a, 1504a, 1841: first connecting rod

4b, 504b, 1504b, 1842: second connecting rod

4c, 504, 1843: operating lever for height

10. 510: back frame

11. 511: back side frame

11a: fitting hole

12. 512: upper frame

13. 513: lower frame

20. 520, 620: cushion frame

21. 521, 621: side frame

21a: fitting hole

521a, 621a: frame body part

521b, 621b: upper end flange portion

521c, 621c: lower end flange part

521d, 621d: skin hook

621e, 621f: reinforcing part

22. 522: base frame

522a, 522b, 522c: bending part

23: front connecting frame

24: rear connecting frame

30. 130, 230, 330, 505, 1007, 1107, 1207, 1305, 1505, 1850: tilting device (tilting mechanism)

31. 505a, 1305a, 1505a, 1851: tilting body (tilting unit)

32. 132, 232, 332, 432, 505b, 1305b, 1505b, 1852: rotating shaft

33. 505c, 1305c, 1505c, 1853: spiral spring

1853a: one end part

1853b: another end portion

34. 505d, 1855: tilting lever

35. 1854: spring locking bracket

36: spring locking member

40. 140, 240, 340, 440: connecting member

41. 141, 241, 341, 441: connecting body part

341a, 441a: a first opposite wall part

341b, 441b: second opposite wall part

341c, 441c: connecting wall portion

42. 142, 242, 342, 442: shaft mounting part

42a, 142a, 242a, 342a, 442a: a first opposite wall part

42b, 142b, 242b, 342b, 442b: second opposite wall part

42c, 142c, 242c, 342c, 442c: connecting wall portion

42d, 142d, 242d: a first flange part

42e, 142e, 242e: a second flange part

43. 143, 243, 343, 443: reinforcing convex part (reinforcing part)

44. 144: reinforcing concave (reinforcing part)

45: weld mark

146. 246: positioning part

244: second reinforcing convex part

245: reinforcing concave part

444: through hole

523: elastic spring

530: front connecting frame (connecting frame)

531: frame body part

531a: opposite wall portions

531b: connecting wall portion

532: flange part

540. 640, 740, 840: rear connecting frame (connecting frame)

541. 641, 741, 841: frame body part

541a, 641a, 741a, 841a: a first opposite wall part

541b, 641b, 741b, 841b: second opposite wall part

541c, 641c, 841c: connecting wall portion

841d: a first protruding wall part

841e: a second protruding wall part

542. 642, 742, 842: flange part

542a, 642a, 742a, 842a: a first flange part

542b, 642b, 742b, 842b: a second flange part

542c, 642c, 842c: a third flange part

842d: fourth flange part

842e: fifth flange part

543: reinforcing concave (reinforcing part)

544: reinforcing convex part (reinforcing part)

545: weld mark

910: seat cushion frame

911: cushion side frame (side frame)

912: base frame

913: front side connecting pipe (connecting component)

913a: central part (first part)

913b: end (second part)

914: rear connecting pipe (connecting component)

914a: central part (first part)

914b: end (second part)

914c: boundary portion

914d: abutment portion

920: seat back frame

921: back side frame

922: upper frame

923: lower frame

930: sliding rail

931: lower guide rail

932: upper guide rail

940: height adjusting mechanism

941: front connecting rod (connecting rod component)

941a: lower end part

941b: upper end portion

942: rear connecting rod (connecting rod component)

942a: lower end part

942b: upper end portion

943: connecting rod support bracket

943a: front end part

943b: rear end portion

9910X: seat cushion frame

911X: cushion side frame (side frame)

911Xa: through hole

911Xb: through hole

920X: seat back frame

912X: base frame

912Xa: front end part

912Xb: side end portion

912Xc: gap of

1003. 1103, 1203: headrest for head

1010: seat back frame

1011: back side frame

1012. 1012A: upper frame

1013. 1013A: first base frame

1013a and 1013Aa: bulge part

1013b, 1013Ab: flange part

1013c, 1013Ac: concave part

1013d: an opening part

1013g: hook part

1014. 1014A: second base frame

1014Aa: bulge part

1014Ab: flange part

1014c, 1014Ac: concave part

1014d: an opening part

1014e: flange part

1014f: welding hole

1014g: hook part

1014h: hole with hole

1014i: incision

1015. 1015A: retainer part

1015a: upper opening part

1015b: lower opening part

1016: lower frame

1017: headrest guide

1017a: insertion opening

1017b: head part

1020: seat cushion frame

1021: cushion side frame

1022: front connecting frame

1023: rear connecting frame

1024: cushion pad base frame

1030: headrest frame

1031: headrest strut

1110: seat back frame

1111: back side frame

1112: upper frame

1113: first component

1113a: second slice

1113b: bulge (second bulge)

1113c: flange part (second flange part)

1114: second component

1114a: second slice

1114b: bulge (second bulge)

1114c: flange part (second flange part)

1115: third component

1115a: first cutting piece

1115b: bulge (first bulge)

1115c: flange part (first flange part)

1115d: upper surface of

1115e: lower surface of

1115f: through hole

1115g: through hole

1116: lower frame

1117: headrest guide

1117a: insertion opening

1117b: head part

1118: retainer part

1118a: upper opening part

1118b: lower opening part

1119: slit(s)

1120: seat cushion frame

1121: cushion side frame

1122: front connecting frame

1123: rear connecting frame

1124: cushion pad base frame

1130: headrest frame

1131: headrest stay

1210: seat back frame

1211: back side frame

1212: upper frame

1213: first base frame

1213a: a first bulge part

1213b: a first flange part

1213c: first concave part

1213d: upper opening part

1213e: lower opening part

1214: second base frame

1214a: a second bulge part

1214b: a second flange part

1214c: second concave part

1214d: upper opening part

1214e: lower opening part

1214f: window part

1215: retainer part

1215a: upper opening part

1215b: lower opening part

1215c: cover part

1216: lower frame

1217: headrest guide

1217a: insertion opening

1217b: head part

1217c: main body

1220: seat cushion frame

1221: cushion side frame

1222: front connecting frame

1223: rear connecting frame

1224: cushion pad base frame

1230: headrest frame

1231: headrest stay

1231a: lower end of

1310: back frame

1311: back side frame

1312: upper frame

1313: lower frame

1320: cushion frame

1321: side frame

1321a: frame body part

1321b: upper end flange portion

1321c: lower end flange part

1321d: skin hook

1321e: clamping hole (clamped part)

1322: front connecting frame

1323: rear connecting frame

1324: elastic spring (elastic component)

1330: base frame (erection frame)

1331: frame central part (first frame part)

1331a, 1331b: protruding flange

1332: side frame (second frame)

1332a, 1332b: protruding flange

1333: rear reinforcement (reinforcement)

1334: front reinforcement (reinforcement, reinforcement concave)

1335: spring hook

1336: skin hook

1337: clamping fixture (clamping part)

1337a: clamp main body

1337b: engagement portion

1337c: concave part

1403. 1403A: headrest for head

1404. 1404A: neck brace

4a: neck support surface

1410: seat back frame

1411: back side frame

1412. 1412A: upper frame

1413: cross beam

1415: compression member

1416: lower frame

1417: headrest guide

1418: mounting wire

1419: body support plate

1420: seat cushion frame

1421: cushion side frame

1422: cushion pad base frame

1423: rear connecting frame

1424: s spring

1426: clamping hook

1430: headrest frame

1431. 1431A: headrest stay

1433: head support plate

1440: neck brace frame

1441: guide member

1441a: groove(s)

1442: neck support plate (support component)

1443: position holding member

1443A: first position maintaining member

1443B: second position maintaining member

1444: upper mounting part frame

1445: spring (force application component)

1446: locking piece

1447: concave part

1448: shape maintaining member

1449: holding part

1450: main body

1451: upper mounting part

1452: adjusting mechanism

1453: protrusion amount adjusting part

1454: up-down position adjusting part

1455: locking part

1456: protruding part

1510: back frame

1511: back side frame (side frame)

1512: upper frame (connecting frame)

1513: lower frame (connecting frame)

1514: rod piece frame (connecting frame)

1520. 1620, 1720: cushion frame

1521: side frame (cushion side frame)

1521a: frame body part

1521b: upper end flange portion

1521c: lower end flange part

1521d: skin hook

1521e: mounting hole (mounted part)

1522: front connecting frame

1523: rear connecting frame

1524: elastic spring (elastic component)

1530. 1630, 1730: base frame (connecting frame)

1531: frame body part

1532: front wall of frame

1532a, 1533a: bending part

1533: side wall part of frame

1534: first reinforcing concave (reinforcing part)

1535: second reinforcing concave (reinforcing part)

1536: surface hook (hook)

1537: spring hook (hook)

1538: mounting hole (mounting part)

1539: mounting bolt (mounting component)

1540. 1640, 1740: frame abutting part

1540A: left side frame contact part (one side frame contact part)

1540B: right side frame contact part (other side frame contact part)

1550: second frame abutting part

1641: outer side wall portion

1810: cushion frame

1811: cushion side frame

1811a: body wall

1811b: outer side wall portion

1811c: connecting wall portion

1811d: upper end flange

1811e: lower end flange

1812: base frame

1812a: spring hook

1813: front connecting frame

1814: rear connecting frame

1815: elastic spring

1186: fastening hole

1820: back frame

1821: back side frame

1821a: shaft hole

1822: upper frame

1823: lower frame

1860: connecting bracket

1861: shaft hole

1862: fitting hole

1863: spring locking part

1864: front limiting part

1865: rear limiting part

1866: fastening hole

1867: second fastening hole

1868: cut-out part

1870: fastening component (fastening bolt)

1871: first fastening member

1872: second fastening member

H: occupant and method for producing the same

H1: head part

H2: neck portion

And H3: body part

Claims

1. A vehicle seat comprising:

a seat body having a seat cushion and a seat back; and

a reclining device that rotatably couples the seat back to the seat cushion, the vehicle seat being characterized in that,

the tilting device has:

a rotation shaft disposed on the right and left sides in the seat width direction and serving as a rotation center of the seat back; and

a connecting member that extends in the seat width direction and connects the left and right rotation shafts,

the connecting member has:

a connecting body portion extending in a longitudinal direction in the seat width direction; and

a shaft mounting portion provided at an extension end portion of the coupling body portion and for mounting the rotation shaft,

the shaft mounting portion has an open cross-sectional shape in which an opening is formed on one side in the up-down direction or one side in the seat front-rear direction, and supports an extension portion of the rotation shaft.

2. The vehicle seat according to claim 1, wherein the linking member is formed of a plate-like member,

the shaft mounting portion includes a pair of opposing wall portions provided at a predetermined interval, and a connecting wall portion connecting the pair of opposing wall portions, and is supported so as to surround an extension portion of the rotation shaft.

3. The vehicle seat according to claim 2, wherein the pair of opposing wall portions are provided at a predetermined interval in the seat front-rear direction,

the connecting wall parts connect the lower ends of the pair of opposite wall parts,

the connecting member has an open cross-sectional shape in which the opening is formed on an upper side of the connecting member.

4. The vehicle seat according to claim 2, wherein a weld is formed in at least one of the shaft mounting portion and the rotating shaft by welding in a state where the shaft mounting portion and the rotating shaft are in contact with each other,

the weld marks are formed in a plurality at predetermined intervals in the seat front-rear direction or the up-down direction, and extend along the rotation axis.

5. The vehicle seat according to claim 2, wherein the shaft mounting portion has a first flange portion and a second flange portion formed to protrude toward opposite sides from extending end portions of the pair of opposing wall portions,

The extension portion of the rotation shaft is accommodated in a region surrounded by the pair of opposing wall portions and the connecting wall portion.

6. The vehicle seat according to claim 1, wherein the connecting body portion has a reinforcing portion that is formed as a convex portion or a concave portion on an outer surface of the connecting body portion and extends along an extending direction of the connecting body portion or a direction intersecting the extending direction.

7. The vehicle seat according to claim 1, wherein the connecting body portion has a plurality of reinforcing convex portions and reinforcing concave portions formed alternately in an extending direction of the connecting body portion, and has a bellows shape by the reinforcing convex portions and the reinforcing concave portions.

8. The vehicle seat according to claim 1, wherein the connecting body portion has a reinforcing portion that is provided as a convex portion or a concave portion on an outer surface of the connecting body portion, and is formed in an X-shape.

9. The vehicle seat according to claim 1, wherein the connecting member is formed by bending a plate-like member,

the connecting body part has an open cross-section shape with an opening formed on one side in the up-down direction or the seat front-rear direction,

The opening of the connecting body portion and the opening of the shaft mounting portion are formed to face the same side.

10. The vehicle seat according to claim 1, wherein the shaft mounting portion has a positioning portion that forms a convex portion on an outer surface of the shaft mounting portion, and positions the rotating shaft by abutting an extension end portion of the rotating shaft.

11. The vehicle seat according to claim 1, comprising a cushion frame as a skeleton of the seat cushion,

the cushion frame has:

side frames disposed on the left and right sides in the seat width direction and extending in the seat front-rear direction; and

a connecting frame connecting the front or rear parts of the left and right side frames,

the connecting frame has an open cross-sectional shape in which an opening is formed on one of the upper and lower sides or one of the front and rear sides of the seat, and extends toward the inner side surface of the side frame.

12. The vehicle seat according to claim 11, wherein the linking frame

Is formed by a plate-shaped frame and is provided with a plurality of grooves,

a pair of opposite wall parts arranged at a prescribed interval, and

And a connecting wall portion connecting the pair of opposing wall portions.

13. The vehicle seat of claim 1, wherein the seat cushion comprises

Seat cushion frame as skeleton, and method of manufacturing the same

The connecting member is provided with a plurality of connecting grooves,

the seat cushion frame has a pair of side frames provided apart in a width direction of the vehicle seat,

a pair of the side frames are connected by the connecting member,

the connecting member is formed by joining a first portion formed of a first material and a second portion formed of a second material different from the first material.

14. The vehicle seat according to claim 13, wherein the first material is a material having a smaller specific gravity than the second material.

15. The vehicle seat according to claim 1, comprising a headrest provided on the seat back, and a seat back frame forming a skeleton of the seat back,

the seat back frame has a pair of back side frames, an upper frame connecting the pair of back side frames, and a headrest guide holding a stay of the headrest,

the upper frame

Has a first plate-shaped base frame and a second plate-shaped base frame,

the first base frame sandwiches the headrest guide from the front of the seat back to support the headrest guide, and the second base frame sandwiches the headrest guide from the rear of the seat back to support the headrest guide.