DE202015004233U1 - Seat for a motor vehicle - Google Patents

Abstract

Seat (6), in particular rear seat (8), for a motor vehicle (1), comprising - a back part (10) with a seat cover (12) and a padding (11), - a seat part (9) with a seat cover (12) and an upper foam layer (15) and in the seat part (9) a lower foam layer (16) is integrated and the upper foam layer (15) for supporting the seat cover (12) and the lower foam layer (16) for resting on a body ( 2) of the motor vehicle (1), wherein the density of the lower foam layer (16) is between 75 and 55 kg / m3, so that the lower foam layer (16) forms a sound-insulating layer.

Description

The present invention relates to a seat for a motor vehicle and a motor vehicle.

Motor vehicles have an interior and inside the interior seats are arranged. The seats have a seat part and a back part. At the front seats the back part is generally mounted pivotably about a pivot axis. Rear seats are arranged behind the front seats within the interior of the motor vehicle. The rear seats are generally combined to form a rear seat composed of three seats. The seat part of the rear seats rests on the steel body. In this case, the seat part comprises an elastic padding of foam and on the padding a seat cover is arranged. The elastic foam has a density of less than 50 kg / m ³ , so that the elastic foam has substantially no sound-insulating effect. For a sound insulation, in particular structure-borne sound insulation, of the interior, a bituminous film is attached to a top side of the body as sound insulation and insulation with a heat treatment. The bitumen film is also present between the foam of the seat part of the rear seat and the body, because the elastic foam of the upholstery has only a negligible effect in terms of sound insulation to ensure adequate sound insulation of the interior.

The DE 39 42 798 A1 shows a motor vehicle with a back seat. The seat part of the rear seat rests on the body and in the seat part of the rear seat, a sound-insulating layer is integrated. The sound insulating layer is generally formed as a heavy layer, for example, a bulked film, so that the rear seat disadvantageously has a large mass. Furthermore, an additional layer of an acoustically optimized foam is disadvantageously present between the sound-insulating layer and the body.

The object of the present invention is to provide a seat and a motor vehicle are available in which the interior has a high noise insulation and the production of the seat and the motor vehicle is inexpensive.

This object is achieved with a seat, in particular rear seat, for a motor vehicle, comprising a back part with a seat cover and a padding, a seat part with a seat cover and an upper foam layer and in the seat part a lower foam layer is integrated and the upper foam layer for indirect or serves the direct support of the seat cover and the lower foam layer for direct or indirect support on a body of the motor vehicle, wherein the density of the lower foam layer between 75 and 55 kg / m ³ , so that the lower foam layer forms a sound-insulating layer. Due to this density of the lower foam layer, the lower foam layer has a sufficiently large sound insulation and sound insulation, so that advantageously a separate layer as sound insulation and / or sound insulation between the seat part and the body can be dispensed with. With sufficient sound insulation of the interior, the seat is thus inexpensive to manufacture.

in a supplementary embodiment, the density of the lower foam layer is between 70 and 60 kg / m ³ .

In a further embodiment, no further layer, in particular no further sound-insulating layer, is arranged between the upper foam layer and lower foam layer, so that the sound insulation and / or sound absorption is essentially effected by the lower foam layer and / or the seat part is not a layer, in particular no sound-insulating layer Layer having a density greater than 100 kg / m ³ .

Suitably, the density of the lower foam layer is greater, in particular at least 1.1, 1.5, 2, 3 or 4 times greater than the density of the upper foam layer. The greater density provides greater sound insulation and soundproofing of the lower foam layer compared to the upper foam layer.

In a supplementary variant, the lower foam layer is formed of at least 70%, 80% or 90% of a PUR foam. In the PUR foam of the lower foam layer further components may be arranged to increase the density and preferably these components are formed of a different material than the PUR foam.

In another embodiment, at least 70%, 80%, 90%, 95% or 99% of the upper foam layer is formed as a PUR foam.

In an additional embodiment, the lower foam layer is designed so that the lower foam layer has a holding force or adhesive force greater than 2 N, 3 N or 4 N, preferably the holding force is less than 40 N, 30 N, 10 N or 7 N, and the holding force is determined by a test method such that a load of force having a test weight with a mass of 1 kg and the contact area between the test weight and the lower foam layer is smooth and the contact time between the contact surface of the test weight and the lower foam layer 60 s before lifting the test weight to determine the holding force. Preferably, the holding force is determined to the effect that the holding force is determined by a test method and / or testing device described in this patent application. Due to this holding force mentioned above, a sufficient adhesion between the lower foam layer and the body occurs, so that the lower foam layer carries out the vibrations of the body and thereby increased structural sound insulation occurs through the lower foam layer.

Preferably, the lower foam layer is formed of a viscoelastic foam.

In a further embodiment, the storage modulus of the lower foam layer is between 20 and 100 kPa, in particular between 35 and 70 kPa. Due to this material property, the lower foam layer has a large sound insulation and / or sound insulation.

In a supplementary variant, the loss factor of the lower foam layer is greater than 0.80, in particular greater than 0.42. Due to this material property, the lower foam layer has a large sound insulation and / or sound insulation.

In a supplementary variant, the memory module and / or the loss factor with a dynamic mechanical measurement method according to DIN ISO 10846 determined and / or determined with a measuring method and / or testing device described in this patent application.

Suitably, the upper foam layer of the same foam is formed as the lower foam layer, so that the padding of the seat part is integrally formed.

Inventive motor vehicle, comprising: a body, a drive motor, in particular an internal combustion engine and / or an electric motor, at least one seat, wherein the seat is designed as a seat described in this patent application.

Preferably, the seat is a rear seat and preferably the rear seat is located behind a front seat. As a rear seat, consider a seat which is behind a front seat, i. H. especially driver or passenger seat, is arranged. The rear seat may be arranged in a second, third or further row of seats.

In a further embodiment, the lower foam layer lies directly on the body, so that no further layer, in particular no sound insulation and / or no sound insulation, preferably no bitumen film, is arranged between the lower foam layer and the body. A paint of the body is preferably considered as part of the body.

In an additional variant, a covering layer, preferably a carpet, for the optical, in particular exclusively optical, cover of the body is arranged between the seat part and the body, and preferably the seat part can be opened and / or raised. The cover layer has essentially no sound-absorbing and sound-insulating effect and only serves to ensure that, when the seat part is unfolded or raised, it is not the body that is visible, but the covering layer.

Hereinafter, embodiments of the invention will be described in more detail with reference to the accompanying drawings. It shows:

1 a side view of a motor vehicle,

2 a longitudinal section of a rear seat in a first embodiment of the motor vehicle,

3 a longitudinal section of the rear seat in a second embodiment of the motor vehicle,

4 a test setup for determining a holding force of a viscoelastic lower foam layer of the rear seat,

5 a test setup for determining a storage modulus and a loss factor of the viscoelastic lower foam layer of the rear seat and

6 a resonance curve from the experimental setup according to 5 ,

An in 1 illustrated motor vehicle 1 has a body 2 of metal, in particular steel. The metal body has on the outside a painting (not shown). By means of a drive motor 3 , For example, an electric motor 4 and / or an internal combustion engine 5 , becomes the motor vehicle 1 moves. The body 2 limits an interior 29 and within the interior 29 are two front seats 7 as seats 6 as well as three back 8th as seats 6 arranged. The three rear seats 8th are combined to form a bench. As rear seats 8th generally become seats 6 looking at what's behind the front seats 7 are, ie in a motor vehicle 1 with three rows of seats also seats 6 the third row of seats (not shown). Behind the back seats 8th is a trunk 28 educated.

In 2 is a longitudinal section through the back seat 8th shown in a first embodiment. The backseat 8th includes a seat part 9 and a back part 10 , The back part 10 has a padding 11 from a foam layer 17 made of polyurethane foam (polyurethane foam). On the foam layer 17 is a seat cover 12 , For example, a fabric, leather or plastic cover 12 , fastened so that the seat cover 12 on the outside a back surface 14 to form a back of a person trains. A support structure 18 serves for fastening the back part 10 ,

The upholstery 11 of the seat part 9 includes an upper foam layer 15 and a lower foam layer 16 each made of PUR foam. On a top 19 the upper foam layer 15 is the seat cover 12 arranged so that the seat cover 12 a seat 13 for one person. A bottom 20 the upper foam layer 15 is cohesive with a top 21 the lower foam layer 16 connected. A bottom 22 the lower foam layer 16 lies directly on a top 23 the body 2 on, ie on the paint (not shown) of the body 2 , On the top 23 the body 2 in the area of the interior 29 and preferably also the trunk 28 is a bitumen film 27 with a thickness of 2.2 to 5 mm as a sound insulation 26 and sound insulation 26 attached due to a heat treatment. Only in the area of the bottom 22 the lower foam layer 16 is on the top 23 the body 2 no soundproofing 26 and no sound insulation 26 arranged because the lower foam layer 16 sufficient sound insulation and sound insulation is formed, so that the bitumen foil 27 on the bottom 22 the lower foam layer 16 is not necessary.

In 3 is a third embodiment of the rear seat 8th shown. In the following, only the differences to the in 2 described first embodiment described. Between the bottom 22 the lower foam layer 16 and the top 23 the body 2 is a carpet 25 as an optical cover layer 24 arranged. The cover layer 24 has essentially no sound insulation and sound insulation effect and serves in a flip up of the back part 10 only to the bodywork 2 is not optically visible. The bottom 22 the lower foam layer 16 is thus indirectly on the top 23 the body 2 on.

The polyurethane foam of the lower foam layer 16 has different material properties than the upper foam layer 15 To ensure adequate soundproofing and soundproofing with the lower foam layer 16 to reach. The density of the lower foam layer 16 is 65 kg / m ³ and the density of the upper foam layer 15 is 50 kg / m ³ . The lower foam layer 16 has outside, especially at the bottom 22 , a holding force of 4N on, leaving the bottom 22 the lower foam layer 16 with the holding force of 4 N on the body 2 adheres. This adhesion with a sufficient holding force allows in particular an improved structure-borne sound damping, because thereby vibrations of the body 2 from the lower foam layer 16 can be converted into heat.

The test device for determining the holding force during a temperature of about 21 ° C is in 4 displayed. The lower foam layer 16 from the adhesive viscoelastic PUR foam lies with the top 21 on a level support 33 on. On the bottom 22 the lower foam layer 16 is a weighting ring 32 inside and inside the weighting ring 32 is a test weight 30 with a mass of essentially 1 kg (1000 g ± 10 g) with a circular contact surface 31 on the bottom 22 on. The circular contact surface 31 has a diameter of substantially 8 cm (80 mm ± 0.5 mm), so that the contact surface 31 has an area of approximately 50.3 cm ² . The contact surface 31 is high-gloss chrome-plated or designed as a glass surface. The weighting ring 32 has a mass of at least 2 kg and has an outer diameter of about 250 mm and an inner diameter of about 100 mm. The lower foam layer 16 as a specimen before the determination of the holding force according to GMW3221 code A conditioned for 48 hours. Subsequently, the lower foam layer 16 with the top 21 on the carrier 33 and then the weighting ring 32 on the bottom 22 hung up. The next step is the contact surface 31 the test weight 30 on the bottom 22 hung up so that the entire mass of the test weight 30 on the bottom 22 the lower foam layer 16 with a contact time of 60 s. After the expiry of the contact time of 60 s, the test weight is raised with a tensile tester, not shown, at a speed of 100 mm / min up to the contact surface 31 the test weight 30 completely from the bottom 22 the lower foam layer 16 has solved. The while lifting the test weight 30 occurring resulting maximum force for lifting the test weight 30 is the holding power. The resulting maximum force is the dead weight of the test weight 30 and friction on the tensile testing machine is not taken into account so that the holding force is solely the resultant maximum force required to increase the adhesion forces between the contact surface 31 and the bottom 22 to solve.

The test device for determining a memory module E and a loss factor η of the lower foam layer 16 during a temperature of about 21 ° C is in 5 displayed. It is a dynamic mechanical measurement method according to DIN EN ISO 10846 (10846-1.3) applied. The lower foam layer 16 as a specimen before the measurement process for 24 hours accordingly GMW3221 code A conditioned. The lower foam layer 16 as a test piece is between an upper plate 36 and a lower holding plate 37 , The upper holding plate 36 additionally serves as a load mass, leaving the lower foam layer 16 at the contact surface between the upper holding plate 36 and the lower foam layer 16 is loaded in total with a mass of 1.5 kg. At the two holding plates 36 . 37 is in each case an acceleration sensor 35 attached.

The acceleration sensors 35 are connected to data lines with an FFT analyzer (not shown). The lower holding plate 37 is at a vibration exciter 34 attached. The upper foam layer 16 as a specimen between the two holding plates 36 . 37 is square with a length or width of 50 mm each. The thickness is 25 mm. With the vibration exciter 34 becomes the lower holding plate 37 excited in a frequency range between 20 Hz and 200 Hz. That of the acceleration sensor 35 on the lower holding plate 37 determined excitation signal and that of the acceleration sensor 35 on the upper holding plate 36 measured response signal is used to calculate a resonance curve ( 6 ). To increase the accuracy of the sample body several measurements, ie a total of 8 measurements performed. After each measurement, the sample body is rotated by 90 ° about the vertical axis and after the 4th measurement, the sample body is turned over (top 21 down and down 22 up or vice versa) and again 4 measurements. The storage modulus E and the loss factor η are calculated from the average of these 8 measurements. The resonance frequency f _R is the frequency at the maximum of the resonance curve.

f_R

Resonanzfrequenz des Schwingsystems [Hz]

h

Probendicke [m]

A

Probengrundfläche [m²]

m

Probenmasse + Belastungsmasse [kg]

The storage modulus E [N / cm ² ] can be calculated by the following formula:

f _R

Resonant frequency of the oscillating system [Hz]

H

Sample thickness [m]

A

Sample area [m ² ]

m

Sample mass + load mass [kg]

f_o

obere Frequenz der Halbwertsbreite 3 dB [Hz]

f_u

untere Frequenz der Halbwertsbreite 3 dB [Hz]

f_R

Resonanzfrequenz [Hz]

The loss factor η can be determined by the following formula:

f _o

upper half width maximum 3 dB [Hz]

f _u

lower half-width width 3 dB [Hz]

f _R

Resonant frequency [Hz]

The foam of the specimen acts as a spring of an insulation system, so that the rigidity is an additional determinant. The storage module E of the lower foam layer 16 is about 50 kPa (1 kPa = 1000 Pa = 0.1 N / cm ² ) and the loss factor η is about 0.7.

Overall, considered with the rear seat according to the invention 8th and the motor vehicle according to the invention 1 significant benefits. The lower foam layer 16 has special material properties with respect to the density, the holding force, the storage modulus E and the loss factor η, so that the lower foam layer 16 has a significant effect in terms of sound insulation and sound insulation. Because of this, is below the bottom 22 the lower foam layer 16 at the top 23 the body no sound insulation and / or sound insulation 26 , in particular no bitumen film 27 , necessary. The cost of producing the bitumen film 27 can thus be omitted in this area. Advantageously, so is the motor vehicle 1 In the production of inexpensive at a substantially unchanged sound impairment of the interior 29 ,

At least one exemplary embodiment has been described, it being noted that a large number of variants exist for this purpose. It should also be appreciated that the embodiment or the embodiments are only examples and are not intended to limit the scope, applicability, or construction in any way. The description above provides the person skilled in the art with suitable guidance for carrying out at least one embodiment. It is to be understood that various changes can be made in the function and arrangement of the described components in an exemplary embodiment without departing from the scope of the following Claims and the equivalents of the following claims.

LIST OF REFERENCE NUMBERS

1

motor vehicle

2

body

3

drive motor

4

electric motor

5

internal combustion engine

6

Seat

7

front seat

8th

back seat

9

seat part

10

back

11

upholstery

12

seat cover

13

seat

14

backrest

15

Upper foam layer

16

Lower foam layer

17

Foam layer of the back part

18

supporting structure

19

Top of the upper foam layer

20

Bottom of the upper foam layer

21

Top of the lower foam layer

22

Bottom of the lower foam layer

23

Top of the body

24

covering

25

carpet

26

Sound insulation and / or sound insulation

27

bitumen sheet

28

trunk

29

inner space

30

Test weight

31

Contact surface of the test weight

32

weighting ring

33

carrier

34

vibration exciter

35

accelerometer

36

Upper plate and load mass

37

Lower retaining plate

e

memory module

η

loss factor

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 3942798 A1 [0003]

Cited non-patent literature

• DIN ISO 10846 [0015]
• GMW3221 code A [0033]
• DIN EN ISO 10846 (10846-1.3) [0034]
• GMW3221 code A [0034]

Claims (15)

Seat ( 6 ), in particular rear seat ( 8th ), for a motor vehicle ( 1 ), comprising - a back portion ( 10 ) with a seat cover ( 12 ) and a padding ( 11 ), - a seat part ( 9 ) with a seat cover ( 12 ) and an upper foam layer ( 15 ) and in the seat part ( 9 ) a lower foam layer ( 16 ) and the upper foam layer ( 15 ) for supporting the seat cover ( 12 ) and the lower foam layer ( 16 ) to rest on a body ( 2 ) of the motor vehicle ( 1 ), wherein the density of the lower foam layer ( 16 ) is between 75 and 55 kg / m ³ , so that the lower foam layer ( 16 ) forms a sound-insulating layer. Seat according to claim 1, characterized in that the density of the lower foam layer ( 16 ) is between 70 and 60 kg / m ³ . Seat according to claim 1 or 2, characterized in that between the upper foam layer ( 15 ) and lower foam layer ( 16 ) no further layer, in particular no further sound-insulating layer, is arranged, so that the sound insulation and / or sound attenuation substantially from the lower foam layer ( 16 ) is effected. Seat according to one or more of the preceding claims, characterized in that the density of the lower foam layer ( 16 ) is greater, in particular at least 1.1, 1.5, 2, 3 or 4 times greater than the density of the upper foam layer ( 15 ). Seat according to one or more of the preceding claims, characterized in that the lower foam layer ( 16 ) is formed of at least 70%, 80% or 90% of a PUR foam. Seat according to one or more of the preceding claims, characterized in that the upper foam layer ( 15 ) to at least 70%, 80%, 90%, 95% or 99% is formed as a PUR foam. Seat according to one or more of the preceding claims, characterized in that the lower foam layer ( 16 ) is formed such that the lower foam layer ( 16 ) has a holding force greater than 2 N, 3 N or 4 N, preferably the holding force is less than 40 N, 30 N, 10 N or 7 N, and the holding force is determined by a test method such that a force load with a test weight ( 30 ) with a mass of 1 kg and the contact surface ( 31 ) between the test weight ( 30 ) and the lower foam layer ( 16 ) is smooth and the contact time between the contact surface ( 31 ) of the test weight ( 30 ) and the lower foam layer ( 16 ) 60 s before lifting the test weight ( 30 ) for determining the holding force. Seat according to one or more of the preceding claims, characterized in that the lower foam layer ( 16 ) is formed of a viscoelastic foam. Seat according to one or more of the preceding claims, characterized in that the storage module of the lower foam layer ( 16 ) is between 20 and 100 kPa, in particular between 35 and 70 kPa. Seat according to one or more of the preceding claims, characterized in that the loss factor of the lower foam layer ( 16 ) is greater than 0.80, in particular greater than 0.42. Seat according to claim 9 or 10, characterized in that the storage module and / or the loss factor with a dynamic mechanical measurement method according to DIN ISO 10846 is determined. Motor vehicle ( 1 ), comprising: - a body ( 2 ), - a drive motor ( 3 ), in particular an internal combustion engine ( 5 ) and / or an electric motor ( 4 ), - at least one seat ( 6 ), the seat ( 6 ) is formed according to one or more of the preceding claims. Motor vehicle according to claim 12, characterized in that the seat ( 6 ) a back seat ( 8th ) and preferably the rear seat ( 8th ) behind a front seat ( 7 ) is arranged. Motor vehicle according to claim 12 or 13, characterized in that the lower foam layer ( 16 ) directly on the body ( 2 ) so that between the lower foam layer ( 16 ) and the body ( 2 ) no further layer, in particular no sound insulation ( 26 ) and / or no sound insulation ( 26 ), preferably no bitumen film ( 27 ) is arranged. Motor vehicle according to one or more of claims 12 to 14, characterized in that between the seat part ( 9 ) and the body ( 2 ) a cover layer ( 24 ), preferably a carpet ( 25 ), for the optical cover of the body ( 2 ) is arranged and preferably the seat part ( 9 ) is hinged and / or can be lifted.

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