JP2010167868A - Vehicular seat - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular seat capable of effectively reducing impact applied to an occupant in a rear collision independently of a headrest, by increasing a sinking-in (moving) distance of the body to the seat back side in the rear collision. <P>SOLUTION: This vehicular seat S has a seat back frame 1, a headrest S3, a pressure receiving member 20 movable independently of the headrest S3 and a rotary member 30 arranged on at least one side in a side part on both sides of the seat back frame 1. Though the rotary member 30 can move by a predetermined impact load independently of the headrest S3, the rotary member 30 is connected to an energizing means 35 for energizing the pressure receiving member 20 to the front side of the seat back frame 1 via connecting members 21 and 22, and is constituted so as to include a range where force for returning the rotary member 30 to an initial state becomes largest in ordinary sitting and becomes small when the rotary member 30 can move by the rear collision. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle seat, and more particularly to a vehicle seat that reduces impact during a rear-end collision.

  In general, in the case of a so-called rear collision, such as when the rear part of a vehicle seat such as an automobile is bumped or collides greatly during reverse travel, the seated passenger's head suddenly tilts backward due to inertial force. There is a risk that the neck may be impacted.

  For this reason, conventionally, vehicle seats such as automobiles have been designed to protect the occupant's head and neck from impact caused by a rear-end collision and reduce the occupant's head above the seat back to reduce the impact on the neck. The headrest received from is provided.

  However, it is not only possible to reduce the impact on the body simply by providing a headrest, but if the gap between the occupant's head and the headrest is not quickly reduced at the time of a rear collision, the impact applied to the neck will be sufficient. It may not be possible to mitigate.

  In order to eliminate such problems, a technology has been proposed in which the headrest is moved forward by a moving load to the rear of the occupant during a rear collision, and the head of the occupant is supported to reduce the impact on the neck. (For example, refer to Patent Document 1).

  Further, in a vehicle seat having a seat back that supports a seat back cushion with a seat back frame, a portion where the back portion of the occupant abuts at the time of a rear surface collision of the seat back has a smaller spring coefficient than other portions. A technique with a large attenuation coefficient is also known (see, for example, Patent Document 2).

  Furthermore, in a dorsal seat having a headrest, a movable frame having a spring body that supports a cushioning material is attached to a fixed frame for mounting the headrest on the upper part so that the upper part of the movable frame rotates rearward around the lower part. The vehicle seat is provided with a spring that supports the normal seating load between the fixed frame and the movable frame but allows the movable frame to rotate backward when an impact load exceeding a predetermined level is applied. (Patent Document 3).

JP 2003-341402 A JP 2005-028956 A JP 2000-272395 A

  The techniques disclosed in Patent Document 1 and Patent Document 2 are all to alleviate the impact of the occupant. However, the technique disclosed in Patent Document 1 receives the movement of the occupant to the back of the chest during a rear collision. It is received by a member, and the headrest is moved forward in conjunction with the backward movement of the pressure receiving member. In such technology, it is necessary to provide a separate mechanism for moving the headrest in order to interlock with the headrest, which not only makes the mechanism complicated and expensive, but also requires a movable part for moving the headrest on the seat back frame. For this reason, it is necessary to prevent the rigidity from becoming weak, and it becomes necessary to increase the rigidity more than usual.

The technique disclosed in Patent Document 2 is designed to increase the rearward movement of the upper body by reducing the spring coefficient of the portion where the back portion of the seat back (referred to as “chest” in Patent Document 2) abuts. By reducing the relative movement of the back part and increasing the damping coefficient using a low-elasticity cushioning material, the rebound of the upper body is suppressed and the relative speed between the head and the back part is reduced. The working shear force is reduced.
However, the technique of reducing the spring coefficient and the technique of using the low repulsion cushion member have a disadvantage that the sinking of the body behind the vehicle cannot be increased (that is, the movement amount cannot be increased).

In addition, since the technique disclosed in Patent Document 3 only sets the spring elasticity with respect to the impact load, the operation load that moves backward of the central support portion can be reliably predicted, and the movement is always performed backward. It has the advantage of being certain.
However, the technique disclosed in Patent Document 3 is seated because the fixed frame and the movable frame are fixed by the lower mounting shaft, so that the fixed frame and the movable frame are not very movable near the lower position. There is an inconvenience that the whole body cannot be sunk to the rear side of the vehicle. In addition, the spring of Patent Document 3 not only becomes difficult to move because the reaction force increases as it moves greatly, but the movable range of the fixed frame and the movable frame becomes a very limited moving range, and the amount of movement that sinks greatly. There was a problem that it was difficult to ensure. Since the movable frame is used, there is a disadvantage that the apparatus becomes large as a whole and it is difficult to reduce the weight.

  Also, with the technology that attaches the pressure-receiving member to the seat frame with a wire and moves the headrest, the posture of the pressure-receiving member is maintained, and the headrest is moved by the load generated on the pressure-receiving member, so that deformation of the wire as a connecting member does not occur as much as possible Since the wire is not deformed, the amount of subsidence is hindered, it is difficult to increase the amount of movement, and there is a disadvantage that it is difficult to achieve both sitting comfort.

An object of the present invention is to have a simple configuration, which can increase the body (movement) amount behind the vehicle at the time of rear collision, and can effectively reduce the impact applied to the occupant at the time of rear collision independently of the headrest. It is to provide a vehicle seat.
In addition, another object of the present invention is to provide a vehicle seat that can hardly move the impact reducing member during normal seating and can suppress erroneous movement of the impact reducing member, and can ensure the ease of movement of the impact reducing member after movement when the rear collision occurs. Is to provide.
Furthermore, another object of the present invention is that unnecessary rigidity is not required, the number of parts is small, the weight can be reduced, the structure is simple, and the cost is low. An object of the present invention is to provide a vehicle seat that can effectively reduce an impact on a portion or the like.

  The object is to provide a vehicle seat according to the present invention, a seat back frame including at least side portions located on both sides and an upper portion disposed above, and a headrest disposed above the seat back frame. And a pressure receiving member coupled to the seat back frame via a coupling member and movable independently of the headrest, and disposed on at least one side of both sides of the seat back frame, and having a predetermined impact An impact reduction member that is movable independently of the headrest by a load, and the impact reduction member is connected to an urging unit that urges the pressure receiving member toward the front side of the seat back frame via the connection member. The force that restores the impact reducing member to the initial state is greatest during normal seating, and the impact reducing member is movable by a rear collision. It is configured to include a small range Rutoki is solved by.

  As described above, since the force for returning the impact reducing member to the initial state is the largest during normal seating, the impact reducing member becomes difficult to move during normal seating, and the impact reducing member is prevented from being erroneously moved and stabilized. It becomes possible. Since the force for returning the impact reducing member to the initial state when the impact reducing member is moved by the rear collision includes a range in which the force is reduced, in that range, the impact reducing member is not affected by the rear collision. It is easy to move and can sink greatly.

Further, the impact reducing member is connected to an urging means for urging the pressure receiving member toward the front side of the seat back frame via the connecting member, and the pressure receiving member is movable independently of the headrest. The head of the occupant can come into contact with the headrest while being moved by the load from the pressure receiving member at the time of the collision and the occupant's body is kept in the sitting posture. For this reason, even if it does not provide the mechanism linked with the headrest for moving a headrest ahead, it becomes possible to support a crew member's head and reduce the impact added to a head or a neck.
In addition, since the impact reducing member and the pressure receiving member are independent of the headrest, a mechanism for transmitting the load generated in the impact reducing member and the pressure receiving member to the headrest is unnecessary, and simplification and weight reduction can be achieved. Become.

The impact reducing member includes a pivotable shaft portion, and the moment for rotating the impact reducing member generated by the urging means is greatest during normal seating, and the impact reducing member rotates due to a rear collision. It is preferable to include a range that becomes smaller.
In this way, by configuring the impact reducing member to rotate, it is possible to ensure that the impact reducing member can easily move and sink greatly during a rear collision, and the impact reducing member can be configured compactly. It becomes.

At this time, it is preferable that the force for returning the impact reducing member to the initial state gradually decreases as the impact reducing member moves or rotates.
In this way, the force to return the impact reducing member to the initial state gradually decreases as it moves or rotates, so that the impact reducing member can be moved or rotated efficiently even if the load transmitted from the pressure receiving member during a rear collision becomes small. It can be moved and subsidence can be secured.

  Moreover, it is preferable that the threshold value of the force at which the impact reducing member starts to move or rotate is a value larger than a normal seating load. If it does in this way, in a normal seating state, an impact reduction member will not move, but a crew member can be supported and a comfortable feeling can be secured.

It is preferable that the impact reducing members are disposed on the side portions on both sides of the seat back frame, and the impact reducing members on both sides are configured to move or rotate independently of each other.
In this way, the impact reduction members are arranged on the side portions on both sides of the seat back frame, so that the technology is simplified and reduced in weight, unlike the conventional technology that is connected to the headrest. Is possible.
Further, the impact reducing members on both sides are configured to move or rotate independently of each other, so that when the load is generated unevenly, the impact reducing members are independent on the side portions on both sides according to the load. Therefore, it can move or rotate, and can be set to sink according to the magnitude of the impact load. In addition, since the force for returning the impact reducing member to the initial state is reduced when the impact reducing member is moved, each independent impact reducing member can be moved more easily and is advantageous.

  The urging means has one end connected to the seat back frame and the other end connected to the impact reducing member, and the impact reducing member is rotated by a tensile force of the connecting member generated by a load applied to the pressure receiving member. Accordingly, when a straight line connecting the connection position of the seat back frame and the urging means and the connection position of the impact reducing member and the urging means approaches the shaft portion, the urging means and The degree of freedom of arrangement of the engaging portion of the connecting member is increased.

Generally, when the line connecting the shaft portion and both ends of the urging means is aligned in a straight line, the tensile load (deflection amount) of the urging means becomes maximum, but the connecting member when the impact reducing member starts to rotate is used. And the tension generated until the rotation is restrained (when the rotation is finished) have substantially the same value, the area immediately before the maximum load point, that is, the impact reducing member side. Since the locus drawn on the end side of the attached urging means is close to the amount of rotation that is farthest from the other end of the urging means, the amount of change of the urging means (the amount of change in distance) is small. In addition, there is a region in which the amount of change in the tensile load of the urging means with respect to the movable position and the rotation angle is minute.
For this reason, the force by which the urging means rotates the impact reducing member is initially high and decreases as it rotates, so that the impact reducing member is difficult to rotate during normal seating, and the impact reducing member moves during a rear collision. It is in an easy state and is most preferable.
Even when the tension increases depending on the arrangement position of the urging means, a straight line connecting the connection position of the seat back frame and the urging means and the connection position of the impact reducing member and the urging means. However, by being configured so as to be closer to the shaft portion, the arrangement area of the urging means and the like is increased, and options for arrangement of the urging means and the connecting member are expanded.

As described above, when a large impact load occurs due to a rear collision, the impact reducing member moves or rotates against the urging force of the urging means, moves the connecting member, and moves the pressure receiving member to the rear. It is possible to move the vehicle to the side and sink the occupant to the rear of the vehicle.
If comprised in this way, since an impact reduction member does not move or rotate in the load area | region which arises with a normal seating load, a seating feeling can be kept favorable, without affecting a seating feeling. Also, the force that the biasing means restores to the initial state against the force that moves or rotates the impact reducing member is high in the initial stage and decreases as it moves, so that it is difficult for the impact reducing member to rotate during normal seating. Thus, the impact reducing member is easily moved at the time of rear collision.

According to the vehicle seat of the first aspect, the impact reduction member becomes difficult to move during normal seating, and it is possible to suppress and stabilize the impact reduction member from being erroneously moved. In a range where the force for returning the impact reducing member to the initial state when the impact reducing member moves due to the rear collision becomes small, the impact reducing member can easily move and sink greatly.
Further, it is possible to reduce the impact applied to the head or neck by supporting the occupant's head without providing a mechanism linked to the headrest for moving the headrest forward.
Further, a mechanism for transmitting the load generated in the impact reducing member and the pressure receiving member to the headrest is not necessary, and simplification and weight reduction can be achieved.
According to the vehicle seat of the second aspect, it is possible to ensure that the impact reducing member easily moves and sinks greatly at the time of a rear collision, and the impact reducing member can be made compact.
According to the vehicle seat of the third aspect, even if the load transmitted from the pressure receiving member at the time of the rear collision becomes small, the impact reducing member can be moved or rotated efficiently, and the sinking can be secured.
According to the vehicle seat of the fourth aspect, in the normal seating state, the impact reducing member does not move and does not affect the seating feeling, and the occupant can be supported and the seating feeling can be kept good. .
According to the vehicle seat of the fifth aspect, it is possible to achieve simplification and weight reduction, unlike the conventional technology in which the vehicle seat is connected to the headrest. In addition, when the load is unevenly distributed, the impact reducing members are independently movable or rotated on the side portions on both sides in accordance with the load, so that they sink depending on the magnitude of the impact load. It becomes possible to set to. Moreover, since the force for returning the impact reducing member to the initial state is reduced when the impact reducing member is moved, each independent impact reducing member can be moved more easily and is advantageous.
According to the vehicle seat of the sixth aspect, the degree of freedom of arrangement of the engaging portion that engages the biasing means and the connecting member with the impact reducing member is increased. Also, the force that the urging means rotates the impact reducing member is initially high, and it becomes easier to set the force low as it rotates, making it difficult for the impact reducing member to rotate during normal seating, and the impact reducing member at the time of rear collision. Becomes easy to move.

It is a schematic perspective view of a sheet. It is a schematic perspective view of a seat frame. It is a schematic cross-section explanatory drawing of the seat back frame before a shock reduction member is movable. It is a schematic cross-section explanatory drawing of the seat back frame after the impact reduction member is movable. It is a schematic explanatory drawing from the back surface of a seat back frame. It is an enlarged explanatory view showing the relationship between the impact reducing member and the urging means. It is decomposition | disassembly explanatory drawing of an impact reduction member and a biasing means. It is explanatory drawing of an impact reduction member. It is explanatory drawing which shows the state of the impact reduction member and urging | biasing means before and behind a rear surface collision. It is explanatory drawing which shows the state of the impact reduction member and urging | biasing means before and behind a rear surface collision. It is explanatory drawing of the impact reduction member and urging | biasing means in other embodiment. It is a state figure of the impact reducing member and urging means before and after the rear collision in other embodiments.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The members, arrangements, and the like described below do not limit the present invention, and various modifications can be made in accordance with the spirit of the present invention. In this specification, a vehicle means a vehicle for traveling on which a seat can be mounted, such as a vehicle for traveling on the ground having wheels such as an automobile or a railroad, an aircraft or a ship moving on the ground, and the like. Further, the normal seating load includes a seating impact that occurs when sitting, a load during acceleration caused by sudden start of the vehicle, and the like. In addition, the load at the time of rear collision is a large load generated by the rear collision, and refers to a large rear-end collision by the vehicle from the rear side, a large collision at the time of reverse traveling, etc., and a load similar to the load generated at the time of normal seating. The ones in the area are not included.

  1 to 10 show an embodiment according to the present invention, FIG. 1 is a schematic perspective view of a seat, FIG. 2 is a schematic perspective view of a seat frame, and FIG. 3 is a schematic of a seat back frame before the impact reducing member is movable. FIG. 4 is a schematic sectional view of the seat back frame after the impact reducing member is moved, FIG. 5 is a schematic explanatory view from the back of the seat back frame, and FIG. 6 is a relationship between the impact reducing member and the urging means. 7 is an exploded explanatory view of the impact reducing member and the urging means, FIG. 8 is an explanatory view of the impact reducing member, and FIGS. 9 and 10 are the impact reducing member and the urging means before and after the rear collision. It is explanatory drawing which shows the state of.

  As shown in FIG. 1, the vehicle seat S according to the present embodiment includes a seat back S <b> 1 (back part), a seating part S <b> 2, and a headrest S <b> 3, and the seat back S <b> 1 (back part) and the seating part S <b> 2 are seats. Cushion pads 1a and 2a are placed on the frame F and covered with skin materials 1b and 2b. The headrest S3 is formed by arranging a pad material 3a on a core material (not shown) of the head and covering it with a skin material 3b. Reference numeral 19 denotes a headrest pillar that supports the headrest S3.

As shown in FIG. 2, the seat frame F of the vehicle seat S includes a seat back frame 1 constituting the seat back S1 and a seating frame 2 constituting the seat portion S2.
The seating frame 2 has the structure in which the cushion pad 2a is placed as described above and is covered with the skin material 2b from above the cushion pad 2a, and the occupant is supported from below. The seating frame 2 is supported by a leg portion, and an inner rail (not shown) is attached to the leg portion, and is assembled in a slide type that can be adjusted in the front-rear position with an outer rail installed on the vehicle body floor. Yes.
Further, the rear end portion of the seating frame 2 is connected to the seat back frame 1 via a reclining mechanism 11.

  The seat back S1 has the cushion pad 1a mounted on the seat back frame 1 as described above, and is covered with the skin material 1b from above the cushion pad 1a, and supports the back of the occupant from the rear. . In the present embodiment, as shown in FIG. 2, the seat back frame 1 is a substantially rectangular frame and includes a side portion, an upper portion, and a lower portion.

  The side portion has two side frames 15 that are spaced apart in the left-right direction and extend in the up-down direction in order to form a seat back width. And the upper frame 16 which connects the upper end part side of the side frame 15 extends upward from the side part, and comprises the upper part.

Further, the lower portion of the seat back frame 1 is formed by connecting the lower end side of the side frame 15 with the lower frame 17. The lower frame 17 has an extended portion 17a that is connected to the lower side of the side frame 15 and extends downward, and an intermediate portion 17b that connects both sides. The extended portion 17a is an obstacle in relation to the seating frame 2. It is extended to the extent that there is no.
The seat back frame 1 of the present embodiment is formed by separate members of the side frame 15, the upper frame 16, and the lower frame 17, but may be formed by an integral pipe frame, an integral plate frame, or the like. it can.

The side frame 15 of the present embodiment is an extending member that constitutes a side surface of the seat back frame 1, and, as shown in FIG. 6, a flat side plate 15a and a front end portion of the side plate 15a (located on the vehicle front side). It has a front edge portion 15b that is folded inward from the end portion to the U shape, and a rear edge portion 15c that is bent inward from the rear end portion to the L shape. As shown in FIGS. 3, 6, and 7, the front edge portion 15b of the present embodiment is formed with a projection 15d projecting to the rear edge 15c, and a spring is engaged with the projection 15d. A locking hole 34 is formed as a locking portion for stopping.
In addition, a cutout portion 15e that is cut out to the front side of the vehicle to reduce the width is formed at a position where the tension coil spring 35 as the biasing means is disposed from the projection portion 15d of the front edge portion 15b. Interference with the tension coil spring 35 can be prevented by the notch 15e.

  As shown in FIG. 2, the upper frame 16 is a substantially U-shaped member, and the side surface portion 16 a of the upper frame 16 is disposed so as to partially overlap the side plate 15 a of the side frame 15. And fixedly joined to the side frame 15.

  A headrest S3 is disposed above the upper frame 16 constituting the upper portion. As described above, the headrest S3 is configured such that the pad material 3a is provided on the outer peripheral portion of the core material (not shown) and the outer periphery of the pad material 3a is covered with the skin material 3b. The upper frame 16 is provided with a pillar support portion 18. A headrest pillar 19 (see FIG. 1) that supports the headrest S3 is attached to the pillar support portion 18 via a guide lock (not shown), and the headrest S3 is attached.

  As described above, the side frame 15 as a side portion constituting a part of the seat back frame 1 is configured with a predetermined length in the vertical direction, and is arranged to face each other with a predetermined interval in the left-right direction. It is installed. In the seat back frame 1 (between the side frames 15 on both sides), a pressure receiving member 20 as a posture holding member that supports the cushion pad 1a from behind is disposed in the inner region of the seat back frame 1.

  The pressure receiving member 20 of the present embodiment is configured without being linked with the headrest S3, and is a member in which a resin is formed in a plate-like substantially rectangular shape, and smooth unevenness is formed on the surface in contact with the cushion pad. Is formed. As shown in FIG. 5, claw portions 24, 24,... For locking the wires 21, 22 are formed on the upper and lower sides of the pressure receiving member 20.

  The pressure receiving member 20 of this embodiment is supported by the connecting member. That is, two wires 21 and 22 as connecting members are laid between the side frames 15 on both sides, and the pressure receiving member 20 is formed by claw portions 24 formed at predetermined positions on the upper side and the lower side on the back side of the pressure receiving member 20. The pressure receiving member 20 is supported on the back surface of the cushion pad. The wires 21 and 22 are formed of a steel wire having spring properties, and as shown in FIG. 5, concave and convex portions 21a and 22a that are bent portions are formed in the middle of the side frames 15 on both sides.

  In particular, among the two wires 21 and 22 locked to the pressure receiving member 20 of this embodiment, the wire 22 positioned below has a load (a shock described later) due to the formation of the concavo-convex portion 22a. The pressure receiving member 20 is configured to move rearward with a larger amount of movement due to a large deformation due to a load larger than the moving or rotating load of the reducing member.

  As shown in FIGS. 3, 4 and 6, of the two wires 21 and 22 locked to the pressure receiving member 20 of this embodiment, both ends of the wire 21 locked on the upper side are on both sides. It is hooked on a mounting hook 37 provided on the side frame 15. On the other hand, both ends of the wire 22 locked to the lower side are hooked to the locking portions 31 of the rotating member 30 mounted on the left and right side frames 15.

  The rotating member 30 as an impact reducing member is movable rearward by the impact load transmitted through the connecting member (wire 22) when a predetermined impact load or more is applied to the pressure receiving member 20 due to a rear collision or the like. The pressure receiving member 20 can be greatly moved rearward of the vehicle by the movement of the rotating member 30 toward the rear of the vehicle, and the impact on the occupant can be reduced.

As shown in FIGS. 6 to 8, the rotating member 30 of the present embodiment is pivotally supported inside the side plates 15 a of the side frames 15 on both sides via a shaft portion 32 (described later), and is a connecting member. The wire 22 at the lower position is locked and connected to a spring (tensile coil spring 35) as a biasing means for biasing the wire 22. That is, the rotating member 30 is connected to the urging means, and is configured to urge the pressure receiving member toward the front side of the seat back frame via the connecting member.
The rotating member 30 of the present embodiment includes a rotatable shaft portion 32, a locking portion 31 of a connecting member formed at a position a predetermined distance from the shaft portion 32, and a locking portion of the urging means. (Locking hole 33) and a rotation prevention part 39 (stopper parts 39a, 39b) for preventing the rotation.

  As shown in FIG. 7, the shaft portion 32 includes a shaft member 32a, a shaft hole 32b provided in the rotating member 30, a hole portion 32c provided in the side plate 15a of the side frame 15, and a fitting member 32d. The shaft member 32a is inserted into the shaft hole 32b and fitted into the hole 32c, and the fitting member 32d is fitted from the tip end side of the shaft member 32a, so that the rotating member 30 is rotatable. It is pivotally supported.

  The locking portion 31 of the connecting member (wire 22) of the present embodiment is formed from a long hole in order to make it easy to attach the bent bowl-shaped end portion of the wire 22 that is the connecting member. The forming portion 30c of the locking portion 31 is formed so that the first rising portion 30b rises from the base portion 30a continuously on the outer peripheral side of the base portion 30a constituting the rotating member 30, and the first rising portion 30b. And extending in the outer peripheral direction. The first rising portion 30b is formed at a position approximately 90 degrees away from a position between the predetermined intervals between the stopper portions 39a and 39b of the rotation preventing portion 39 when the shaft portion 32 is the center.

  The locking portion (locking hole 33) of the urging means of the present embodiment locks the end of the tension coil spring 35 that is the urging means, and the forming portion on which the locking portion 31 is formed. It is formed in the vehicle front side from the latching | locking part 31 of 30c. That is, as shown in FIG. 6, the locking hole 33 is formed at a position in front of the vehicle with respect to the line Y connecting the positions where the shaft portion 32 and the wire 22 of the locking portion 31 are hooked.

  As shown in FIG. 6, the tension coil spring 35 as the biasing means in the present embodiment is locked in the locking hole 33 of the rotating member 30 and the locking hole 34 of the protruding portion 15 d of the side frame 15. Thus, the rotating member 30 is urged toward the front side of the seat back frame 1, and is composed of a tension coil spring 35 in which a spring wire is coiled. In addition, hooks 35 a for locking the two ends of the tension coil spring 35 are formed in a semicircular shape.

  The rotation prevention part 39 (stopper part 39a, 39b) of this embodiment is for preventing rotation when the rotation member 30 rotates, and as shown in FIG. Two extending portions extending further in the outer peripheral direction from the second rising portion 30d rising from the base portion 30a continuously on the outer peripheral side of the base portion 30a that is in sliding contact with the side plate 15a when rotated about the predetermined distance from the second rising portion 30d. (Via a recess).

The extending portions serve as stopper portions 39a and 39b, and restrict the rotation of the rotating member 30. The predetermined interval between the stopper portions 39a and 39b is normally set so that the stopper portion 39a contacts the rear edge portion 15c of the side frame 15 in order to restrict the rotation at the upper limit and lower limit positions of the rotation setting range of the rotation member 30. In contact, the rotation of the rotation member 30 is prevented, but when the rotation member 30 is rotated due to a rear collision, the stopper portion 39b is in contact with the rear edge portion 15c so that the rotation stops. Has been. That is, in order to restrict the rotation at the upper limit and lower limit positions of the rotation setting range of the rotation member 30, the stopper portion 39a that sets the initial position before the rotation and the stopper portion that sets the stop position after the rotation. 39b are formed at a predetermined interval.
This rotation prevention part 39 (stopper part 39a, 39b) is formed in the position which does not interfere with the urging means (tensile coil spring 35) mentioned later and a connection member (wire 22).

The rotating member 30 described above is attached to the side frames 15 on both sides, and hooks 22c that are both ends of the wire 22 are hooked on the engaging portions 31 of the rotating members 30 on both sides. Each rotating member 30 is configured to operate individually. Moreover, the rotation member 30 is comprised so that it may act independently irrespective of headrest S3.
In this embodiment, the rotating members 30 are attached to the side frames 15 on both sides, but the rotating members 30 attached to both sides are configured to rotate independently of each other. For this reason, when the load is generated unevenly, the rotating members 30 are independently rotated at the side portions on both sides according to the load, and the body of the occupant is determined according to the magnitude of the impact load. Can be sunk.

  During normal seating when the occupant is seated, tension is generated that causes the pivot member 30 to pivot backward via the cushion pad, the pressure receiving member 20, and the wire 22 in the seat back S1, while the tension coil spring 35 rotates. The moving member 30 is urged to rotate to the front side of the seat back frame 1. Here, since the tension coil spring 35 connected to the rotating member 30 has a load characteristic that does not bend in a load region generated during normal seating, the rotating member 30 is always on the initial position side. The stopper portion 39a abuts on the rear edge side 15c of the side frame 15 and is restrained at the initial position. That is, the force for returning to the initial state against the force for rotating the rotating member 30 is configured to be the largest during normal seating.

  3 shows the rotating member 30 at the time of rear collision, FIG. 3 shows the state before the impact reducing member rotates, FIG. 4 shows the state after the impact reducing member rotates, the chain line in FIG. 9 before the rear collision, and the solid line after the rear collision. In FIG. 10, FIG. 10 (a) shows the state before the rear collision, and FIG. 10 (b) shows the state after the rear collision. At the time of a rear collision, as shown in FIGS. 9 and 10, when an occupant attempts to move backward due to an impact from the rear, the load is received by the pressure receiving member 20 (not shown in FIGS. 9 and 10). Tension is applied in the direction of rotating the rotating member 30 backward (right side in FIGS. 9 and 10) via the wire 22 locked to the pressure receiving member 20. The tension at this time is a load sufficient to extend the tension coil spring 35 that holds the rotating member 30 in the initial position and to rotate the rotating member 30 backward.

The threshold value of the force at which the rotating member 30 starts rotating is set to a value larger than the normal seating load.
Here, with respect to the threshold value of the force at which the rotating member 30 starts to rotate, the load applied to the seat back S1 in a normally seated state (excluding a small impact caused by a seating impact or a sudden start of the vehicle). Is about 150N, the threshold is preferably larger than 150N. If it is smaller than this value, it moves at the time of normal seating and is not preferable because it lacks stability.
Furthermore, it is preferable to set a value larger than 250 N in consideration of a seating impact that occurs during normal seating and an acceleration load that occurs due to a sudden start of the vehicle. In this way, the rotating member 30 other than a rear collision. Does not operate and can maintain a stable state.

  As described above, by rotating the rotating member 30 backward, the wire 22 hooked on the locking portion 31 moves rearward, and together with the pressure receiving member 20 locked on the wire 22, The cushion pad 1a supported by the pressure receiving member 20 moves rearward, and the occupant can be sunk into the seat back S1.

Below, the rotation characteristic of the rotation member 30 at the time of a rear surface collision is demonstrated in detail with reference to FIG.9 and FIG.10.
In the initial position before the rotation of the rotating member 30, the locking portion 31 that locks the wire 22 and the locking hole 33 that locks the lower end portion of the tension coil spring 35 are more forward of the vehicle than the shaft portion 32. The upper end portion of the tension coil spring 35 is locked in a locking hole 34 formed in the protruding portion 15 d of the side frame 15 positioned above the rotating member 30.

That is, in the initial state, the tension coil spring 35 is extended by the distance x, whereby the rotating member 30 is urged by the rotation moment M ₁ in the rotation direction of the arrow shown in FIG. The connecting member (wire 22) connected to the rotating member 30 is urged forward. At this time, the stopper portion 39a of the rotation preventing portion 39 is in contact with the rear edge 15c of the side frame 15 equivalents, the rotating member 30 by a tension coil spring 35 is prevented from rotating to the M ₁ direction .

  When a predetermined tension or more is generated in the wire 22 due to the rear collision, and the rotating member 30 starts to rotate against the tension coil spring 35, the tension coil spring 35 extends and the locking member 30 is provided with the locking member 30. The hole 33 moves backward while rotating about the rotation center O of the shaft portion 32. Then, as shown in FIG. 9, the rotating member 30 is stopped until the stopper portion 39 b of the rotation preventing portion 39 comes into contact with the rear edge portion 15 c of the side frame 15 and prevents the rotating member 30 from rotating. Rotate. As a result, the pressure receiving member 20 moves greatly to the rear of the seat frame 1 from the state shown in FIG. 3 to the state shown in FIG. 4, and the sinking amount increases.

In the present embodiment, when the rotation member 30 rotates and the pressure receiving member 20 moves, the upper end portion of the tension coil spring 35 is fixed to the locking hole 34 above the rotation member 30. The moving direction of the stop hole 33 does not coincide with the direction in which the tension coil spring 35 extends.
That is, the rotation amount of the rotation member 30 and the tensile load (deflection amount) of the tension coil spring 35 are not proportional. In other words, the rotation angle of the rotation member 30 and the tension coil spring 35 are not proportional to each other. The torque in the forward rotation direction (rotational force) given by is simply not proportional.

  In other words, the locking hole 33 that locks the lower end portion of the tension coil spring 35 draws an arcuate locus with the shaft portion 32 as the rotation center, whereas the locking hole 33 that locks the upper end portion of the tension coil spring 35. The hole 34 is formed as a fixed end fixedly joined to the upper side of the rotating member 30.

  For this reason, when the rotation center O of the shaft portion 32 and the locking holes 33 and 34 in which both ends of the tension coil spring 35 are locked are aligned in a straight line, the tensile load (deflection amount) of the tension coil spring 35 is increased. Although the maximum is the area immediately before the maximum load point, that is, the locus drawn by the locking hole 33 attached to the rotating member 30 side, the locking hole that locks the other end of the tension coil spring 35. In the vicinity of the amount of rotation that is farthest from 34, the amount of change in the distance between the locking hole 33 and the locking hole 34 that locks the tension coil spring 35 is small, so that the tension coil spring with respect to the rotation angle is small. A region in which the amount of change in the tensile load of 35 is small is generated.

In the present embodiment, the amount of backward rotation at the position where the rotation member 30 is stopped by the stopper 39 b is set to be immediately before the maximum load point of the tension coil spring 35.
For this reason, the tension generated when the rotation of the rotating member 30 is stopped by the contact with the stopper 39b (when the rotation is completed) with respect to the tension generated through the wire 22 when the rotating member 30 starts to rotate. Are substantially the same value.

Here, the relationship among the biasing means (the tension coil spring 35), the connecting member (the wire 22), the impact reducing member (the rotating member 30), and the load will be further described. The symbols shown in FIGS. 10A and 10B are
_{M 1 = F 2 × a,} M 1 '= F 2' × a '
M ₁ , M ₁ ′ Rotational moments F ₁ , F ₁ ′ backward loads F ₂ , F ₂ ′ are the distances between the pulling force a and a ′ of the spring and the fixed position of the urging means (spring). Specifically, the distance between the first imaginary line L1 connecting both ends of the urging means and the second imaginary line L2 that is parallel to the first imaginary line L1 and passes through the rotation center, and a is the distance before the rotation. , A ′ is the distance after rotation,
a third imaginary line L3 which is a distance between the rotation center of b and b 'and the connecting member (wire) and which is parallel to a horizontal line passing through the connecting portion of the impact reducing member and the connecting member (wire), and the third imaginary line L3 Is a distance between the fourth imaginary line L4 parallel to the rotation center and passing through the rotation center, b is a distance before rotation, b 'is a distance after rotation,
x, x 'spring elongation,
F ₂ ′ = F ₂ + Δx × k, where k: spring constant, Δx = x′−x.

  In the present embodiment, it is necessary to have a certain reaction force in order to satisfactorily maintain the sitting state even during normal riding, and the holding load of the rotating member 30 during normal sitting is kept constant while the vehicle is in collision. It is preferable to reduce the operating load. For this reason, it is preferable to set a low load when the rotating member 30 is operated, and a reaction force against the force for rotating the rotating member 30, that is, a moment for the tension coil spring 35 to rotate the rotating member 30 is It is set so that it is the highest in the initial stage (at the time of normal seating) and lower when it rotates.

In the present embodiment, as shown in FIG. 10, the tension coil spring 35 approaches the rotation center O and the distance a becomes shorter as the rotation member 30 rotates. ing. Therefore, the rotation moment M ₁ (F ₁ × a) in the initial state is the highest, and the rotation moment M ₂ (F ₂ × a ′) when rotating (and after rotation) is lower than the rotation moment M _1. The tension coil spring 35 is used, and the rotating moment for rotating the rotating member 30 is initially high and gradually decreases as it rotates.
For example, if the tension force F ₂ ′ of the spring is double and the distance a ′ between the center of rotation and the fixed position of the spring is less than half, the force for rotating the impact reducing member is weak. Can understand.

Thus, the rotation member 30 as the impact reduction member has the highest rotation moment M ₁ (F ₁ × a) in the initial state, and the rotation moment M ₂ (F ₂ × a ′) rotates as it rotates. lower than the moment M _1, i.e., the force of the tension coil spring 35 to return the pivot member 30 to the initial state gradually decreases, then the rotating member 30 at the time of rear-end collision starts turning motion It becomes easy.

10A and 10B, in order to balance the rotating member 30, the tension coil spring 35, and the connecting member (wire 22) in a stationary state, a rotational moment (M ₁ = F ₂ × a ), Rearward load (F ₁ ), spring tension (F ₂ ), distance (a) between the center of rotation and the fixed position of the spring, distance between the center of rotation and the connecting member (wire 22) (b) ), As shown in Equation 1, F ₁ × b: force from the occupant (force that moves the rotating member 30) and F ₂ × a: rotational moment (force that stays) are balanced, or The rotational moment must be large. When the rotation moment is large, the rotation member 30 is prevented from rotating by the stopper portion 39a.
F ₁ × b ≦ F ₂ × a (Formula 1)

On the other hand, in order to balance in a state where the impact reducing member is moved, as shown in Equation 2, F ₁ ′ × b ′: force from the occupant (force that moves the rotating member 30) and F ₂ ′ × a ': The rotational moment (the force to stay) is balanced, or the force from the occupant needs to be large. In addition, when the force from a passenger | crew is large and an impact reduction member moves to a predetermined position, the rotation member 30 is prevented from rotating by the stopper part 39b.
F ₁ ′ × b ′ ≧ F ₂ ′ × a ′ (Formula 2)

As described above, the threshold value of the tension when the rotating member 30 starts to rotate is set to a high value that does not rotate with a normal seating load. On the other hand, the tension applied to the rotating member 30 via the wire 22 at the time of a rear collision is impact energy and thus has a larger value than the threshold value.
Further, the force with which the tension coil spring 35 returns the rotating member 30 to the initial state decreases as the rotating member 30 rotates.
Therefore, when the turning member 30 starts to turn due to a rear collision, the turning member 30 will turn without stopping until it is stopped by the stopper 39b, and the occupant will surely sink into the seat back S1. Can do.

11 and 12 show another embodiment. FIG. 11 is an explanatory view of the impact reducing member and the urging means in the other embodiment. FIG. 12 shows the impact before and after the rear collision in the other embodiment. It is explanatory drawing which shows the state of a reduction member and a biasing means. In the present embodiment, the same reference numerals are given to the members, parts, and the like as in the above embodiment, and the description thereof is omitted.
In the present embodiment, an example in which a slide member 60 is used as an impact reducing member disposed on both sides is shown. As shown in FIG. 12, the slide member is composed of a sliding portion 61, a locking portion 62 with the connecting member, and a contact portion 63 (63a, 63b) with the urging means. The portion 63 includes a first contact portion 63a that contacts one end of a torsion spring 64, which will be described later, and a second contact portion 63b. The first contact portion 63a suddenly moves downward (FIG. 11). The second contact portion 63b has a gentle slope.

The torsion spring 64 has a coil portion 64 a held by a holding pin 66, one end side 64 b is hooked by a locking pin 67, and the other end side 64 c is formed in contact with the contact portion 63. Yes.
A plurality of guide pins 65 are arranged in the sliding direction on the upper and lower portions of the sliding portion 61 to guide the movement of the sliding member 60.

  As shown in FIG. 12, in the normal seating load, the other end side 64c of the torsion spring 64 is in contact with the steeply inclined first contact portion 63a, so that the slide member 60 is difficult to move. When the wire 22 as the connecting member is pulled in the direction of the arrow due to a predetermined impact load applied to the pressure receiving member 20, the other end side 64c of the torsion spring 64 is steeply inclined against the torsion spring 64. The first abutting portion 63a moves to the second abutting portion 63b having a gentle slope.

The torsion spring 64 and the slide member 60 have a sudden force in a direction to return the slide member 60 of the torsion spring 64 to the initial position in a state where the torsion spring 64 and the slide member 60 are in contact with the gently inclined second contact portion 63b. The movable member has such a movable characteristic that the sliding member 60 of the torsion spring 64 in contact with the inclined first contact portion 63a is smaller than a force in a direction to return the slide member 60 to the initial position.
Therefore, when the slide member 60 starts moving due to a rear collision, the slide member 60 moves without stopping on the way, and the occupant can be surely sunk into the seat back S1.

Since the impact reducing member (the rotating member 30 and the slide member 60) of each of the embodiments has the above-described rotating or moving characteristics against the tension generated via the wire 22, the rear surface collision is not caused. When this occurs, the occupant can be sunk into the cushion pad of the seat back S1 reliably and efficiently.
At this time, the occupant's back is moving backward by sinking into the seat back S1, but the position of the headrest S3 does not change relatively, so the gap between the headrest S3 and the head is reduced, and the headrest S3 Can be effectively supported, thereby effectively reducing the impact applied to the neck.

  In each of the above-described embodiments, an example in which the impact reducing member is provided on both sides of the side frame is shown, but a configuration in which the impact reducing member is provided only on one side frame may be employed. In this case, the connecting member (wire) can be directly locked to the side frame on the side where the impact reducing member is not provided.

  Further, according to the present invention, when the occupant sinks into the seat back S1, it does not interlock with the forward movement of the headrest, so there is little loss of movement energy of the occupant rearward at the time of a rear collision, and the occupant is deeper. You can sink into the seat cushion.

  In the present embodiment, the seat back S1 of the front seat of the automobile has been described as a specific example. However, the present invention is not limited to this, and the same configuration can be applied to the seat back of the rear seat. .

DESCRIPTION OF SYMBOLS S Vehicle seat S1 Seat back S2 Seating part S3 Headrest F Seat frame 1 Seat back frame 2 Seating frame 1a, 2a, 3a Cushion pad (pad material)
1b, 2b, 3b Skin material 11 Reclining mechanism 15 Side frame 15a Side plate 15b Front edge portion 15c Rear edge portion 15d Projection portion 15e Notch portion 16 Upper frame 16a Side surface portion 17 Lower frame 17a Extension portion 17b Intermediate portion 18 Pillar support portion 19 Headrest pillar 20 Pressure receiving member 21, 22 Wire (connection member)
21a, 22a Concavity and convexity 22c Claw 24 Claw 30 Rotating member (impact reducing member)
30a base part 30b first rising part 30c forming part 30d second rising part 31 locking part 32 shaft part 32a shaft member 32b shaft hole 32c hole part 32d fitting member 33, 34 locking hole 35 tension coil spring (biasing means) )
35a hook 37 mounting hook 39 rotation preventing portion 39a, 39b stopper portion 60 slide member (impact reducing member)
61 sliding portion 62 locking portion 63 abutting portion 63a first abutting portion 63b second abutting portion 64 torsion spring (biasing means)
64a Coil portion 64b One end side 64c The other end side 65 Guide pin 66 Holding pin 67 Locking pin

Claims (6)

A seat back frame including at least side portions located on both sides and an upper portion disposed above;
A headrest disposed above the seat back frame;
A pressure receiving member coupled to the seat back frame via a coupling member and movable independently of the headrest;
An impact reduction member disposed on at least one side of both side portions of the seat back frame and movable independently of the headrest by a predetermined impact load;
The impact reducing member is connected to an urging means for urging the pressure receiving member toward the front side of the seat back frame via the connecting member,
The vehicle seat is configured to include a range in which the force for returning the impact reducing member to the initial state is the largest during normal seating and becomes small when the impact reducing member is moved by a rear collision. . The impact reducing member includes a pivotable shaft,
The moment for rotating the impact reducing member generated by the urging means is the largest at the time of normal seating, and includes a range where the moment is reduced when the impact reducing member is rotated by a rear collision. The vehicle seat according to claim 1.   The vehicle seat according to claim 1 or 2, wherein a force for returning the impact reducing member to an initial state gradually decreases as the impact reducing member moves or rotates.   The vehicle seat according to claim 1 or 2, wherein a threshold value of a force at which the impact reducing member starts to move or rotate is a value larger than a normal seating load.   The impact reducing members are disposed on both side portions of the seat back frame, and the impact reducing members on both sides are configured to move or rotate independently of each other. The vehicle seat according to any one of 4. One end side of the biasing means is connected to the seat back frame, and the other end side is connected to the impact reducing member.
As the impact reducing member rotates by the tensile force of the connecting member generated by the load applied to the pressure receiving member, the connection position of the seat back frame and the urging means, the impact reducing member, and the urging means The vehicle seat according to claim 2, wherein a straight line connecting the connecting positions is configured to approach the shaft portion.

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