JP2008264487A - Compound seat spring material for automobile seat - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compound seat spring material for an automobile seat, which has a raised flame resistance. <P>SOLUTION: The compound seat spring material 11 includes: center rubber 13 with spring property; and two sections of reinforcing fabrics 12 which are made to adhere so as to be swelled to both sides in a longitudinal direction via the center rubber 13. Each reinforcing fabric 12 includes: a woven matter 15; and coat rubber 17 which is made to adhere so as to fix the intersection parts of warp and weft yarn in the woven matter 15 and also to which a flame retardant is added. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a composite seat spring material that supports an automobile seat.

  A general automobile seat has a structure in which a urethane pad covered with a skin material is supported by a spring material fixed to a frame in order to enhance ride comfort. This spring material is usually composed of a plurality of metal S springs. However, since the spring material using the S spring supports only a part of the urethane pad, sufficient riding comfort cannot be obtained in a dynamic environment in which gravity acceleration is applied in the front-rear and left-right directions.

  Therefore, as a spring material that can support the urethane pad on a surface wider than the S spring, a rubber sheet is attached between the reinforcing cloths separated into two sections, and the rubber sheet between the two sections extends to expand a wide range. There has been proposed a composite sheet spring material having a spring property (see Patent Document 1).

JP-T-2002-514445 (paragraphs 0013 to 0015)

  By the way, in the composite sheet spring material as described above, the rubber sheet is usually made of natural rubber (NR), styrene butadiene rubber (SBR) or the like, and the reinforcing cloth is nylon fiber or polyester fiber. Etc. are used. Therefore, such a conventional composite sheet spring material has a drawback of low flame retardancy (easy to burn).

  An object of the present invention is to provide a composite seat spring material for an automobile seat having improved flame retardancy.

Means for Solving the Problems and Effects of the Invention

The composite seat spring material of the automobile seat of the first invention comprises a center rubber having spring properties,
A composite seat spring material for an automobile seat having a two-part reinforcing cloth that sticks out on both sides in the longitudinal direction through the center rubber,
The reinforcing cloth includes a woven fabric and a coat rubber which is attached so as to fix an intersection between the warp and the weft of the woven fabric and to which a flame retardant is added.

  According to this configuration, the intersection between the warp and weft of the woven fabric constituting the reinforcing fabric is fixed by the coat rubber, and movement of the warp and weft constituting the woven fabric does not occur, thereby suppressing variations due to local changes in elastic modulus. Is done. In addition, since the flame retardant is added to the coat rubber, the flame resistance of the reinforcing fabric is improved.

  Here, it is preferable that a burning rate of the reinforcing cloth provided with the coat rubber is 80 mm / min or less (second invention). In this case, a reinforcing fabric having sufficient flame retardancy can be obtained.

  The flame retardant is preferably aluminum hydroxide (third invention).

  Further, it is preferable that the fabric is impregnated with an adhesive and the coated rubber is stuck thereon (fourth invention). According to this configuration, the woven fabric and the coat rubber are firmly fixed via the adhesive.

  Further, it is preferable that 150 to 300 parts by mass of the flame retardant is added to the coat rubber with respect to 100 parts by mass of the rubber component, and the thickness of the coat rubber is at least 0.40 mm (fifth invention). .

  Alternatively, the flame retardant is preferably added to the coat rubber in an amount of 200 to 300 parts by mass with respect to 100 parts by mass of the rubber component, and the thickness of the coat rubber is preferably at least 0.25 mm (sixth invention). .

  Thus, the flame retardance of the composite sheet spring material can be further enhanced by sticking the coat rubber having a predetermined thickness to which a predetermined amount of the flame retardant is added onto the woven fabric.

  Furthermore, it is preferable that the modulus when the center rubber is extended by 10% is 1.0 to 5.0 MPa (seventh invention).

  Thus, by setting the modulus (M10) when the center rubber is stretched to 10% within the above predetermined range, the creep of the center rubber when the occupant is seated on the seat for a long time is reduced, and the seat sinks. Can be suppressed.

  Also, provided at both ends of the reinforcing cloth in the longitudinal direction, the reinforcing cloth has attachment portions for attaching the reinforcing cloth to the frame, and the attachment portions are folded portions formed at both ends of the reinforcing cloth in the longitudinal direction. It is preferable that a hole for inserting a locking member fixed to the frame is formed in each of the folded portions (eighth invention).

  According to this configuration, the attachment portion can be reliably attached to the frame by inserting the locking member through the hole formed in the folded portion.

  Furthermore, it is preferable that a reinforcing material is installed inside the folded portion, and the locking member is a hook (9th invention).

  According to this configuration, when the engaging member is inserted into the hole formed in the folded portion and the mounting portion is fixed to the frame, when an external force is applied to the mounting portion, the reinforcing material and the folded portion (reinforcing cloth) ) Both receive the force, so that the expansion of the entire reinforcing fabric is suppressed. Therefore, since the composite seat spring material can be attached to the frame in a predetermined tension state, it is possible to suppress a decrease in the spring constant of the composite seat spring material due to the elongation of the reinforcing cloth.

  Alternatively, it is provided at both ends of the reinforcing cloth in the longitudinal direction, and has attachment parts for attaching the reinforcing cloth to the frame, and the attachment parts are folded portions formed at both ends of the reinforcing cloth in the longitudinal direction. It is preferable that a locking member fixed to the frame is inserted through each of the folded portions (tenth invention).

  According to this configuration, since the locking member is inserted through the folded portion, the attachment portion can be reliably attached to the frame.

  Furthermore, it is preferable that a reinforcing material is installed inside the folded portion, and the locking member is either a screw or a nail (11th invention).

  According to this configuration, when the engaging member is inserted into the folded portion and the mounting portion is fixed to the frame and an external force is applied to the mounting portion, both the reinforcing material and the folded portion (reinforcing cloth) Since the force is received, the expansion of the entire reinforcing fabric is suppressed. Therefore, since the composite seat spring material can be attached to the frame in a predetermined tension state, it is possible to suppress a decrease in the spring constant of the composite seat spring material due to the elongation of the reinforcing cloth.

  Next, an embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a perspective view of an automobile seat provided with a composite seat spring material, FIG. 2 (a) is a top view of the composite seat spring material, and FIG. 2 (b) is a side view of the composite seat spring material. FIG. 3 is a perspective view of an attachment portion formed on the composite sheet spring material.

  As shown in FIG. 1, the composite seat spring material 11 is attached to the center portion of the seat foundation frame 1 in a predetermined tension state with respect to the frame 1. And on this frame 1, it attaches so that the inside of the sheet | seat body 4 with which the inside was filled with the urethane pad 2 and the skin | leather material 3 was provided in the exterior may be mounted. The load of an occupant riding on the seat body 4 acts on the composite seat spring material 11 via the urethane pad 2, and a predetermined spring property is imparted by the seat spring material 11.

  As shown in FIGS. 2 (a) and 2 (b), the composite sheet spring material 11 has two sections of reinforcing cloths 12a and 12b arranged with a predetermined width w separated from each other, and a portion with a predetermined width w. A center rubber 13 is attached as a main component to the central portion of the two-part reinforcing cloths 12a and 12b so as to be in the center. The center rubber 13 preferably has a thickness of 1.25 to 1.55 mm and a length of 20 to 40 mm. Two sections of reinforcing cloths 12a and 12b protrude from both sides of the center rubber 13, and mounting portions 20 (see FIG. 3) for attaching the composite sheet spring material 11 to the frame 1 (see FIG. 1) at these protruding portions. Reference) is provided.

  As illustrated in FIG. 2B, the reinforcing cloths 12 a and 12 b include a woven fabric (base cloth) 15 and a coat rubber 17 attached to the woven cloth 15. The adhesive 16 is applied to both surfaces of the woven fabric 15 so as to be impregnated and coated by dipping, etc., and the coated rubber 17 is coated on the entire surface of the one surface coated with the adhesive 16, and the coated rubber 17 is integrated with the woven fabric 15 by vulcanization. Has been.

  The woven fabric (base fabric) 15 is formed by weaving warps and wefts. The material of the warp and the weft is any one of nylon, aramid, polyester, polybenzoxazole, cotton, or a combination thereof. The form of the warp and the weft may be either a filament yarn or a spun yarn, and may be either a single-component twisted yarn or a blended yarn. The weaving configuration may be any of twill weave, satin weave, plain weave, and the like.

  The adhesive 16 may be any adhesive as long as it can exhibit the adhesiveness between the yarn constituting the fabric 15 and the coat rubber 17. Among them, it is particularly preferable to use an RFL treatment liquid. This RFL treatment liquid is a mixture of an initial condensate of resorcin and formaldehyde mixed with a rubber latex. In this case, it is preferable that the molar ratio of resorcin and formaldehyde is 1: 2 to 2: 1 in order to increase the adhesive force. It is. If the molar ratio is less than 1/2, the three-dimensional reaction of resorcin-formaldehyde resin proceeds too much and gels. On the other hand, if the molar ratio exceeds 2/1, the reaction between resorcin and formaldehyde does not progress so much. Power will be reduced. As the rubber latex, styrene-butadiene-vinylpyridine terpolymer, hydrogenated nitrile rubber, chloroprene rubber, nitrile rubber and the like can be used. The base fabric is dipped in this RFL treatment solution, dried, and then a predetermined heat treatment forms a rubber composition adhesive layer around the yarns constituting the fabric 15 and on the surface of the fabric 15 in a coated state.

  As the rubber compound for forming the coat rubber 17, a polymer other than the chlorine-containing polymer is preferably used. For example, natural rubber (NR), isoprene rubber (IR), nitrile rubber (NBR), hydrogenated nitrile rubber (HNBR), chloroprene rubber (CR), chlorosulfonated polyethylene (CSM), ethylene propylene diene monomer (EPDM), An ethylene propylene copolymer (EPR), a styrene butadiene rubber (SBR), a fluorine rubber, a silicon rubber, or the like is used.

  In addition, a flame retardant is added to the rubber compound. This flame retardant includes inorganic flame retardants (aluminum hydroxide, magnesium hydroxide, ammonium bromide, etc.), metal oxide flame retardants (antimony oxide, etc.), halogen flame retardants (chlorinated paraffin, chlorinated polyethylene, Brominated polyphenyl, tetrabromoethane, tetrabromobutane, hexabromocyclododecane, etc.), phosphorus flame retardants (phosphate esters such as trioctyl phosphate and tricresyl phosphate), expanded graphite, and the like. However, among these flame retardants, ammonium bromide and halogen flame retardants may adversely affect the environment. In addition, phosphorus flame retardants may accumulate in the body as environmental hormones. In addition, antimony oxide has a drawback of being highly toxic.

  In addition, in order for the reinforcing fabrics 12a and 12b to obtain sufficient flame retardancy (for example, flame retardancy such that the burning rate is 80 mm / min or less), the flame retardant is 150 with respect to 100 parts by mass of the rubber component. It is preferable that -300 mass parts is added.

The coat rubber 17 is pasted in an unvulcanized state on the entire surface of one side of the fabric 15 to which the adhesive is applied, using a laminating apparatus such as a calendar roll. Then, by vulcanizing the coat rubber 17, the intersection of the warp and the weft of the fabric 15 is fixed via the coat rubber 17. At the same time, a center rubber 13 and reinforcing cloths 12a and 12b, which will be described later, are also integrated. In addition, in order for the reinforcing fabrics 12a and 12b to have sufficient flame retardancy, the coat rubber 17 needs to have a certain thickness or more. Although it depends on the blending amount of the flame retardant described above, the coat rubber 17 preferably has a thickness of at least 0.25 mm to 0.40 mm.

  The center rubber 13 shown in FIG. 2B is cut into, for example, a quadrilateral shape, and has a thickness that can exhibit springiness according to the weight of the occupant sitting on the automobile seat. If the thickness of the center rubber 13 is less than 1.25 mm, the spring constant of the product (composite seat spring material 11) becomes small, the sinking when the occupant sits on the seat becomes large, and the sitting comfort is poor. On the other hand, if it exceeds 1.55 mm, the spring constant of the product becomes large, and the occupant feels a sense of tension, which also makes the seating comfort worse. Therefore, the thickness of the center rubber 13 is preferably 1.25 to 1.55 mm.

Further, when the modulus of the center rubber 13 is small, the creep of the center rubber 13 increases when the occupant is seated on the seat for a long time, that is, when a constant load is applied to the center rubber 13. In other words, since the sinking of the seat while riding is increased, the driver's eye position changes. Therefore, in order to reduce the creep of the center rubber 13 and suppress the sinking of the sheet, it is preferable that the modulus (M10) when the center rubber 13 is extended by 10% is 1.0 MPa or more. However, the larger the modulus of the center rubber 13 is, the more the sinking is suppressed. However, if the modulus of the reinforcing cloth 12 to which the center rubber 13 is pasted is exceeded, the center rubber 13 is stretched to increase riding comfort. It can no longer be obtained. Therefore, M10 of the center rubber 13 is preferably a value that does not exceed the modulus of the reinforcing cloth 12, that is, 5.0 MPa or less.

  The rubber compound for forming the center rubber 13 is not particularly limited as long as it can exhibit a predetermined spring property. Natural rubber (NR), isoprene rubber (IR), nitrile rubber (NBR), hydrogenated nitrile rubber (HNBR), chloroprene rubber (CR), chlorosulfonated polyethylene (CSM), ethylene propylene diene monomer (EPDM), ethylene propylene A copolymer (EPR), styrene butadiene rubber (SBR), fluorine rubber, silicon rubber, or the like is used.

  FIG. 3 shows attachment portions 20 formed at both ends in the longitudinal direction of the reinforcing cloths 12a and 12b. The attachment portion 20 includes folded portions 23 formed at both ends in the longitudinal direction of the reinforcing cloths 12a and 12b. Each folded portion 23 has an attachment hole 22 through which a hook (not shown) fixed to the frame 1 is inserted. Is formed. A metal shaft (reinforcing material) 21 is installed inside the folded portion 23. Such a mounting part 20 is provided with folding parts 23 at both ends in the longitudinal direction of the reinforcing cloths 12a and 12b, a metal shaft 21 is passed through the folding parts 23, and the folding parts 23 are bonded or / and sewn. It is formed by integrating and making one or more hook mounting holes 22 along the shaft 21. In addition, integration of the folding | returning part 23 can be easily implement | achieved if the surfaces of the coat rubber 17 are bonded together and vulcanized under pressure. Further, the number of hook mounting holes 22 is preferably 3 or more, and particularly preferably 6 or more. The total length in the width direction of the hook mounting hole 22 is preferably 35% or more of the product (composite sheet spring material 11) width.

  And the composite seat spring material 11 in which the attaching part 20 was formed is the hole 22 (refer FIG. 3) of the attaching part 20 in the hook which is not shown in figure provided in the frame 1 in the center part of the flame | frame 1 of the sheet | seat foundation shown in FIG. Is attached to the frame 1 by hooking.

  Thus, since the hook is inserted into the hook attachment hole 22 formed in the folded portion 23, the attachment portion 20 of the composite sheet spring material 11 can be reliably fixed to the frame 1.

  Further, when an external force is applied to the mounting portion 20 in a state where the hook is inserted into the hole 22 of the folding portion 23 and the mounting portion 20 is fixed to the frame 1, the shaft 21 and the folding portion 23 (reinforcing cloths 12a and 12b). ) Both receive the force, the expansion of the entire reinforcing fabric 12a, 12b is suppressed. That is, the force applied to the mounting portion 20 is dispersed by the shaft 21. Therefore, the composite sheet spring material 11 can be attached to the frame 1 in a predetermined tension state, and a decrease in the spring constant of the composite sheet spring material 11 due to the elongation of the reinforcing cloths 12a and 12b can be suppressed.

  In the composite sheet spring material 11 according to the present embodiment described above, the intersection of the warp and the weft of the reinforcing cloth 12 is fixed via the coat rubber 17, so that the movement of the constituent yarn of the reinforcing cloth 12 is fixed, and the movement Variation in local tensile elastic modulus due to the is suppressed. In addition to this, a flame retardant is added to the coat rubber 17, and the coat rubber 17 containing the flame retardant penetrates the woven fabric 15 during the subsequent vulcanization, whereby the flame resistance of the entire reinforcing fabric 12 is improved.

  In the present embodiment, the frame 1 is provided with a hook (not shown), and the attachment portion 20 is attached to the frame by hooking the hook into the hole 22 of the attachment portion 20, but the attachment method is limited to this. Is not to be done. For example, as shown in FIG. 4, a plate-shaped hard material (reinforcing material) 24 made of a metal material, a resin material, or the like is installed inside the folded portion 23A of the mounting portion 20A, and the folded portion 23A and the hard material 24 are disposed. The attachment portion 20A may be attached to the frame 1 by inserting a screw 25 (or a nail) through both of them. As a result, the attachment portion 20A can be reliably fixed to the frame 1, and when an external force is applied to the attachment portion 20A, both the folded portion 23A and the hard material 24 receive force, so that the entire reinforcement cloth 12a, 12b is stretched. Can be suppressed.

  Alternatively, as shown in FIG. 5, a plate-like hard material 24 similar to the above-described example is installed inside the folded portion 23B of the mounting portion 20B, and a plurality of rows arranged in the width direction on the surface of the folded portion 23B. The structure which arrange | positioned the hook 26 may be sufficient. In this case, the hook 26 is fixed to the hard material 24 via the folded portion 23B. Then, the attachment portion 20B is attached to the frame 1 by hooking the hook 26 of the attachment portion 20B to a ring or hole (not shown) provided in the frame 1.

  Next, a test for verifying the effect of the present invention was performed.

(Flame retardancy test)
First, a reinforcing fabric for a flame retardancy test was produced by the following process.

  A plain weave canvas using a filament yarn of 66 nylon fibers of 1400 dtex for both warp and weft was prepared as the base fabric of the reinforcing fabric.

  An RFL treatment solution shown in Table 1 was immersed in this base fabric, dried at 120 ° C., and then heat treated at 200 ° C. for 2 minutes to form an adhesive layer on at least the entire surface of the canvas.

  Next, the base fabric was passed through a calender roll, and coated rubber (unvulcanized state) in which aluminum hydroxide as a flame retardant was added to the rubber compound shown in Table 2 was pasted on one side to form a reinforcing fabric. . Here, the amount of the flame retardant added to the rubber compound is 150 parts by mass or 200 parts by mass with respect to 100 parts by mass of the rubber component, and the coat rubber thickness is 0.20 mm, 0.25 mm, and 0.40 mm. As one of the above, four types of coated rubbers having different thicknesses and thicknesses of the flame retardant were formed and pasted on a base fabric to form four types of reinforcing fabrics (Examples 1 to 4). On the other hand, a coated rubber having a thickness of 0.20 mm was formed using a rubber compound to which no flame retardant was added, and a reinforcing fabric of a comparative example was formed by sticking the coated rubber to a base fabric.

  Subsequently, the reinforcing cloth having the base rubber adhered to the coat rubber was press vulcanized under the conditions of 165 ° C., 5 minutes, and 0.2 MPa to integrate the coat rubber and the base cloth.

  Each of the samples of Examples 1 to 4 and Comparative Example obtained by the above method was subjected to a flammability test. This flammability test was conducted in accordance with the test method of Item 302 of FMVSS. The product tension direction is the length direction (reinforcing fabric warp direction), and a sample having a length of 350 mm and a width of 100 mm is placed in a constant temperature and humidity chamber at 23 ° C. and 50% RH for 48 hours before combustion. Thereafter, the sample is placed in a testing machine, a gas burner flame (38 mm) is indirectly flamed for 15 seconds, and the burning rate between 10-inch markings is measured. Moreover, let the base fabric side be a burner side. Table 3 shows the burning rates of the reinforcing cloths of Examples 1 to 4 and Comparative Example in which four kinds of coat rubbers having different thicknesses and thicknesses of the flame retardant added and the comparative examples were measured by the above method.

  As shown in Table 3, in Examples 1 to 4 to which a flame retardant was added, the burning rate of the reinforcing fabric was greatly reduced as compared with the comparative example to which no flame retardant was added, and the flame retardancy was low. It can be seen that it is greatly improved (it is hard to burn). Furthermore, in Examples 1 to 4 to which the flame retardant was added, the difference in the burning rate of the reinforcing cloth was found depending on the amount of the flame retardant added and the thickness of the coat rubber. From Table 3, it can be seen that the greater the amount of flame retardant added or the thicker the coated rubber, the more the combustion rate is suppressed (the flame retardancy is improved).

  Further, among Examples 1 to 4, in particular, Example 1 in which the flame retardant addition amount is 150 parts by mass with respect to 100 parts by mass of the rubber component and the coat rubber thickness is 0.40 mm, and the flame retardant addition amount is the rubber component. In Example 2 in which the coating rubber thickness is 0.25 mm with respect to 100 parts by mass, the burning rate is suppressed to 80 mm / min. That is, the flame retardant addition amount of 150 parts by mass or more that satisfies the condition of Example 1 and the condition that the coat rubber thickness is 0.40 mm or more, or the condition of Example 2 that satisfies the condition of Example 2 is 200 parts by mass or more. In addition, it was proved that the reinforcing fabric has better flame retardancy when the thickness of the coat rubber is 0.25 mm or more.

  If the amount of the flame retardant added is too large, the workability of the rubber compounding of the rubber compound containing the flame retardant deteriorates. Therefore, it is preferable that the compounding quantity of a flame retardant is 300 mass parts or less with respect to 100 mass parts of rubber components.

(Creep test for center rubber)
Next, an extension test of the center rubber was performed. First, five strips (samples 1 to 5) each having a width of 5 mm were prepared using five types of rubber materials. Then, each sample was pulled at a speed of 50 mm / min, and the stress when the distance between the 40 mm marked lines was expanded by 4 mm (10%) was determined to be M10 of each sample.

  Then, a creep test was performed on each of these five samples as follows. First, the sample was pulled at a speed of 10 mm / min. When the load was 68 kg, the tension was stopped and this load state was maintained. Further, the elongation of the sample when the tension was stopped was set to 0 mm, and the amount of elongation of the sample when the load state was maintained for 2 hours was measured. The results are shown in Table 4.

  As shown in Table 4, it can be seen that in Samples 1 to 3 in which M10 is 1.0 or more, creep is suppressed smaller than Samples 4 and 5 in which M10 is less than 1.0.

It is a perspective view of a car seat provided with a composite seat spring material according to an embodiment of the present invention. It is a figure which shows a composite seat spring material, (a) is a top view of a composite seat spring material, (b) is a side view of a composite seat spring material. It is a perspective view of the attachment part of a composite seat spring material. It is side surface sectional drawing of the attaching part of a composite seat spring material. It is a perspective view of the attachment part of a composite seat spring material.

Explanation of symbols

11 Composite sheet spring material 12 Reinforcement cloth 13 Center rubber 15 Woven cloth (base cloth)
16 Adhesive layer 17 Coat rubber

Claims (11)

A composite seat spring material for an automobile seat, comprising: a center rubber having spring properties; and a two-part reinforcing cloth that sticks so as to protrude to both sides in the longitudinal direction through the center rubber;
The reinforcing cloth includes a woven fabric and a coated rubber to which a flame retardant is added while being fixed so as to fix the intersection of the warp and the weft of the woven fabric, and a composite seat spring material for an automobile seat .   2. The composite seat spring material for an automobile seat according to claim 1, wherein a combustion rate of the reinforcing cloth including the coat rubber is 80 mm / min or less.   The composite seat spring material for an automobile seat according to claim 1 or 2, wherein the flame retardant is aluminum hydroxide.   The composite seat spring material for an automobile seat according to any one of claims 1 to 3, wherein the fabric is impregnated and coated with an adhesive, and the coat rubber is stuck thereon.   The flame retardant is added to the coat rubber in an amount of 150 to 300 parts by mass with respect to 100 parts by mass of a rubber component, and the thickness of the coat rubber is at least 0.40 mm. A composite seat spring material for an automobile seat according to any one of the above.   The flame retardant is added to the coat rubber in an amount of 200 to 300 parts by mass with respect to 100 parts by mass of a rubber component, and the thickness of the coat rubber is at least 0.25 mm. A composite seat spring material for an automobile seat according to any one of the above.   The composite seat spring material for an automobile seat according to any one of claims 1 to 6, wherein a modulus when the center rubber is stretched by 10% is 1.0 to 5.0 MPa. Provided at both ends of the longitudinal direction of the reinforcing cloth, and having an attachment portion for attaching the reinforcing cloth to the frame;
The attachment portion includes a folded portion formed at both ends of the reinforcing cloth in the longitudinal direction, and a hole for inserting a locking member fixed to the frame is formed in each folded portion. The composite seat spring material for an automobile seat according to any one of claims 1 to 7. A reinforcing material is installed inside the folded portion,
The composite seat spring material for an automobile seat according to claim 8, wherein the locking member is a hook. Provided at both ends of the longitudinal direction of the reinforcing cloth, and having an attachment portion for attaching the reinforcing cloth to the frame;
The attachment portion includes a folded portion formed at both ends in the longitudinal direction of the reinforcing cloth, and a locking member fixed to the frame is inserted into each folded portion. Item 8. A composite seat spring material for an automobile seat according to any one of Items 1 to 7. A reinforcing material is installed inside the folded portion,
The composite seat spring material for an automobile seat according to claim 10, wherein the locking member is either a screw or a nail.

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