JP2018130221A - Vehicle seat - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle seat which can reduce laying-down speed of a seat back without using an oil damper device.SOLUTION: A vehicle seat includes a control plate 91 provided with a cam surface 91A on an outer peripheral surface, a roller 92 displaced with respect to the cam surface 91A in contact with the cam surface 91A, a spring 8 displaying an elastic force by which to press the roller 92 against the cam surface 91A, and a hinge mechanism 10 which rotatably supports a lower end side of a seat back and relatively displaces the roller 92 by interlocking it with the seat back with respect to the control plate 91. Thus, laying-down speed of the seat back can be decreased. Therefore, the vehicle seat can generate a large deceleration power without requiring a large space, and a mass increase in the vehicle seat and an increase in manufacturing cost can be suppressed.SELECTED DRAWING: Figure 4

Description

  The present application relates to a vehicle seat having a seat back that can rotate on the front side of the seat.

  For example, the vehicle seat described in Patent Document 1 is provided with an oil damper device for reducing the fallback speed of the seat back.

JP 2009-95396 A

  In order to reduce the lodging speed with the oil damper device, there is a high possibility that a large oil damper device must be used. For this reason, it becomes difficult to mount the vehicle seat including the oil damper device on the vehicle. Furthermore, there is a high risk of increasing the mass of the vehicle seat including the oil damper device and increasing the manufacturing cost.

  In view of the above points, the present application provides a vehicle seat that can reduce the falling speed of a seat back without using an oil damper device.

  In the present application, a control plate (91) having a cam surface (91A) provided on the outer peripheral surface, a displacement member (92) that contacts the cam surface (91A) and is relatively displaced with respect to the cam surface (91A), A spring (8) that exerts an elastic force to press the displacement member (92) against the cam surface (91A), and a hinge mechanism (10) that rotatably supports the lower end side of the seat back (5), including a control plate ( 91) and a hinge mechanism (10) for displacing one of the members (92) relative to the other member (91) in conjunction with the seat back (5). .

  The hinge mechanism (10) cooperates with the cam mechanism (9) at the time of the relative displacement to “displace at least part of the elastic force” (hereinafter referred to as a deceleration force (hereinafter referred to as a deceleration force (5)). F1).) ”. Therefore, it is possible to reduce the falling speed of the seat back (5).

  Furthermore, since the deceleration force (F1) is generated using the elastic force of the spring (8), the deceleration force (F1) can be easily adjusted by appropriately selecting the spring (8). Therefore, a vehicle seat capable of generating a large deceleration force (F1) can be obtained without requiring a large space, and an increase in mass of the vehicle seat and an increase in manufacturing cost can be suppressed.

The present application may be configured as follows.
That is, it is desirable that the cam mechanism (9) is configured such that the elastic force at the time of falling (Fo1) is greater than the elastic force at the time of standing (Fo2). This makes it possible to reliably reduce the seatback falling speed.

  The elastic force (Fo1) at the time of lying down is the elastic force exerted by the spring (8) when the seat back (5) is in the lying down state. The standing-up elastic force (Fo2) is an elastic force exerted by the spring (8) when the seat back (5) is in the standing state.

  One end of the spring (8) is directly or indirectly connected to the displacement member (92), and the other end of the spring (8) is connected to the seat back (5) regardless of the position of the seat back (5). ) At a predetermined distance from the rotation center axis (Lo). The distance is a value including zero.

  And, it is desirable that the falling radius (R1) is larger than the standing radius (R2). Accordingly, it is possible to easily obtain a configuration in which the elastic force at the time of falling (Fo1) is larger than the elastic force at the time of standing (Fo2).

  The fall radius (R1) is a distance between a position of the cam surface (91A) where the displacement member (92) contacts when the seat back (5) is in the fall state and the rotation center axis (Lo). . The standing-up radius (R2) is a distance from the rotation center axis (Lo) when the displacement member (92) comes into contact with the seat back (5) of the cam surface (91A) in the standing-up state.

  The displacement member is preferably a roller (92) that is in rolling contact with the cam surface (91A). Thereby, the resistance force at the time of returning the seat back (5) in the lying state to the standing state can be reduced.

  If the displacement member is configured to be in sliding contact with the cam surface (91A), a frictional resistance is generated, and there is a risk that the resistance force when returning the seat back (5) in the lying state to the standing state may increase. is there.

  The hinge mechanism (10) desirably has a hinge bracket (11A) fixed to the vehicle-side member. Thereby, even if it is difficult to ensure the mounting space for the vehicle seat, the seat back (5) can be fixed to the vehicle-side member.

  Incidentally, the reference numerals in the above parentheses are examples showing the correspondence with the specific configurations described in the embodiments described later, and the present invention is limited to the specific configurations indicated by the reference numerals in the parentheses. It is not something.

It is a mimetic diagram of a vehicle seat concerning an embodiment of the present invention, and is a figure showing a standing state. It is a mimetic diagram of a vehicle seat concerning an embodiment of the present invention, and is a figure showing a lying state. It is a figure which shows the locking device 6 of the vehicle seat which concerns on embodiment of this invention. It is a figure which shows the structure of the reduction gear device used for the vehicle seat which concerns on embodiment of this invention. It is an exploded view of the speed reducer used for the vehicle seat which concerns on embodiment of this invention. It is a figure which shows the control plate 91 used for the vehicle seat which concerns on embodiment of this invention. It is a figure which shows the characteristic of the reduction gear used for the vehicle seat which concerns on embodiment of this invention. A is a figure which shows the other control plate 91 used for embodiment of this invention. B is a graph showing the relationship between the overturning speed and the pressing force Fo. A is a figure which shows the other control plate 91 used for embodiment of this invention. B is a graph showing the relationship between the overturning speed and the pressing force Fo. A is a figure which shows the other control plate 91 used for embodiment of this invention. B is a graph showing the relationship between the overturning speed and the pressing force Fo.

  The “embodiment of the invention” described below shows an example of an embodiment belonging to the technical scope of the present invention. In other words, the invention specific items described in the claims are not limited to the specific configurations and structures shown in the following embodiments.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, the arrow etc. which show the direction attached | subjected to each figure are described in order to make it easy to understand the relationship between each figure. The present invention is not limited to the directions given in the drawings.

  At least one member or part described with at least a reference numeral is provided, except where “one” or the like is omitted. That is, when there is no notice such as “one”, two or more members may be provided.

(First embodiment)
1. Outline of Vehicle Seat In this embodiment, as shown in FIG. 1, a vehicle seat 1 according to the present invention is applied to a vehicle rear seat. The vehicle seat 1 includes at least a seat cushion 3 and a seat back 5.

  The seat cushion 3 is a part for supporting the buttocks of the seated person. The seat cushion 3 is mounted on a vehicle-side member such as a floor panel. The seat back 5 is a part for supporting the back of the seated person. A headrest 5 </ b> A is attached to the upper end of the seat back 5. The headrest 5A is a part for supporting the head of the seated person.

  The seat back 5 is rotatably fixed to a floor panel or the like via the vehicle side hinge bracket 11A. The vehicle-side hinge bracket 11A is a member that constitutes a part of the hinge mechanism 10 described later.

  The hinge mechanism 10 according to the present embodiment is disposed on both sides in the seat width direction with the seat back 5 interposed therebetween. Since the pair of hinge mechanisms 10 are symmetrical to each other, the hinge mechanism 10 will be described below taking the hinge mechanism 10 provided on one end side (for example, the left end side) in the seat width direction as an example.

  The seat back 5 is capable of lying down on the front side of the seat with the hinge center set on the vehicle-side hinge bracket 11A as the rotation center axis (see FIG. 2). That is, at least one end of the seat back 5 in the seat width direction is provided with the spring 5B.

  The spring 5B exhibits an elastic force for rotating the seat back 5 to the front side of the seat. For this reason, when the seat back 5 is in the standing state (see FIG. 1), the spring 5B is elastically deformed. The spring 5B according to the present embodiment is a spiral spiral spring.

  When the lock state of the lock device 6 is released, the seat back 5 is rotated to the front side of the seat and is in a lying state by the elastic force when the spring 5B is restored. The lock device 6 is a device capable of switching between a locked state in which the standing state is maintained and an unlocked state in which the locked state is released.

  As shown in FIG. 3, the lock device 6 includes a lock portion 6A, a control cable 6B, an operation portion 6C, and the like. The lock portion 6 </ b> A has an engagement member (not shown) that engages with a striker 5 </ b> C provided on the back surface of the seat back 5 so as to be hooked.

  The control cable 6B is a transmission member that has one end connected to the lock unit 6A and the other end connected to the operation unit 6C, and transmits the operation of the operation unit 6C to the lock unit 6A.

  The operation part 6C is a part operated by the user, and is a member for releasing the engagement state by separating the engagement member engaged with the striker 5C from the striker 5C. Therefore, when the user operates the operation unit 6C in the locked state, the engaged state is released and the locked state is set.

2. 2. Decelerator 2.1 Outline of Decelerator When in the unlocked state, the spring 5B acts on the seat back 5 with an elastic force that rotates the seat back 5 toward the position of the lying down state (hereinafter referred to as the lying down position). The seat back 5 begins to rotate.

  When the seatback 5 is rotationally displaced from the position in the standing state (hereinafter referred to as the standing position) toward the lying position, the rotational speed of the seatback 5 increases due to gravity acting on the seatback 5. Therefore, the speed reducer suppresses an excessive increase in the rotational speed of the seat back 5 when the seat back 5 falls down.

2.2 Configuration of Reduction Device As shown in FIG. 4, the reduction device 7 according to the present embodiment includes at least a spring 8, a cam mechanism 9, a hinge mechanism 10, and the like. As shown in FIG. 5, the cam mechanism 9 includes at least a control plate 91 and a displacement member 92.

  The control plate 91 is an example of a member constituting a driving node of the cam mechanism 9 and is a rotary cam-like member having a cam surface 91A on the outer peripheral surface. The displacement member 92 is a member that constitutes a follower of the cam mechanism 9 and is a member that contacts the cam surface 91A and relatively displaces relative to the cam surface 91A as shown in FIG.

  Since the displacement member 92 according to the present embodiment is configured by a roller that is in rolling contact with the cam surface 91 </ b> A, the displacement member 92 is also referred to as a roller 92 hereinafter. That is, the roller 92 is supported by the roller bracket 92A as shown in FIG. As shown in FIG. 5, the roller bracket 92A is provided with shaft holes 92C and 92D into which the shaft portion 92B of the roller 92 is inserted.

  When the shaft hole 92C and the shaft hole 92D are projected onto a virtual plane orthogonal to the rotation center axis Lo of the seat back 5, the projected shaft holes 92C and 92D overlap each other. That is, the shaft portion 92B extends in a direction parallel to the rotation center axis Lo, and is supported by the shaft holes 92C and 92D on both sides in the longitudinal direction. The rotation center axis Lo substantially coincides with the sheet width direction.

  The shaft holes 92 </ b> C and 92 </ b> D are elongated through holes through which the shaft portion 92 </ b> B passes through the rotation center axis Lo. The extending directions of the shaft holes 92C and 92D are substantially parallel to a direction orthogonal to the rotation center axis Lo, that is, a radial direction centered on the rotation center axis Lo.

  The inner peripheral surfaces of the shaft holes 92C and 92D are in sliding contact with the outer peripheral surface of the shaft portion 92B, thereby constituting a sliding bearing portion that rotatably supports the shaft portion 92B. For this reason, the shaft portion 92B can rotate while being displaced in the longitudinal direction of the shaft holes 92C and 92D.

  Disc-shaped flange portions 92E and 92F are provided on the shaft hole 92C side of the roller 92 and the shaft hole 92D side of the shaft portion 92B. The pair of flange portions 92E and 92F are disposed so as to sandwich the roller bracket 92A from both sides in the rotation center axial direction (see FIG. 4).

  Therefore, the shaft portion 92B, that is, the roller 92, cannot be displaced greatly in the seat front-rear direction and the sheet width direction with respect to the roller bracket 92A, but can be displaced in the direction along the longitudinal direction of the shaft holes 92C and 92D.

  The roller bracket 92A according to the present embodiment is configured by bending a single strip-shaped metal plate into a substantially U-shape or a substantially C-shape. For this reason, the shaft holes 92C and 92D are configured by one continuous long hole.

  As shown in FIG. 4, the spring 8 exhibits an elastic force (hereinafter referred to as a pressing force) that presses the roller 92 against the cam surface 91A. The spring 8 is configured such that one end side is indirectly connected to the roller 92 via the shaft portion 92B, and the other end side has a constant distance from the rotation center axis Lo.

  That is, the spring 8 according to this embodiment is a tension coil spring. One end side of the spring 8 is hooked and locked by the shaft portion 92B. The other end side of the spring 8 is locked to a locked portion 92G provided on the roller bracket 92A.

  The roller bracket 92 </ b> A is fixed to the seat side hinge bracket 11 </ b> B fixed to the seat back 5. The distance between the seat-side hinge bracket 11B and the rotation center axis Lo is constant regardless of the position of the seat back 5.

  For this reason, the other end side of the spring 8, that is, the locked portion 92 </ b> G is a position that is always a predetermined distance with respect to the rotation center axis Lo regardless of the position of the seatback 5. Specifically, the locked portion 92G is displaced so as to draw an arcuate locus centering on the rotation center axis Lo as the seat back 5 rotates.

  The seat side hinge bracket 11B is a member that constitutes a part of the hinge mechanism 10 together with the vehicle side hinge bracket 11A. The seat side hinge bracket 11B is fixed to a seat frame (not shown) by welding or the like. The seat frame is a metal strength member that constitutes the skeleton of the seat back 5.

  The shaft portion 92 </ b> B is capable of sliding contact with the locking connection portion at the locking connection portion with the spring 8. For this reason, the shaft portion 92 </ b> B, that is, the roller 92 can rotate while receiving a pressing force from the spring 8.

  The direction of the pressing force is parallel to the longitudinal direction of the shaft holes 92C and 92D. That is, the spring 8 presses the roller 92 against the cam surface 91A while pulling the shaft portion 92B in a direction parallel to the longitudinal direction of the shaft holes 92C and 92D.

  As shown in FIG. 4, the hinge mechanism 10 is a mechanism for rotatably supporting the lower end side of the seat back 5. Specifically, the hinge mechanism 10 includes a vehicle-side hinge bracket 11A, a seat-side hinge bracket 11B, a hinge pin 12, and the like.

  The hinge pin 12 extends from the vehicle side hinge bracket 11A to the seat side hinge bracket 11B and is inserted into the through hole 11C of the seat side hinge bracket 11B. The central axis of the hinge pin 12 coincides with the rotation center axis Lo.

  The hinge mechanism 10 has a function of displacing the roller 92 relative to the control plate 91 in conjunction with the rotational displacement of the seat back 5. Specifically, the control plate 91 is directly or indirectly fixed to the vehicle-side hinge bracket 11A, and the roller bracket 92A is directly or indirectly fixed to the seat-side hinge bracket 11B.

  Accordingly, when the seat back 5 rotates, the roller 92 is displaced integrally with the seat back 5 with respect to the cam surface 91A while being in rolling contact with the cam surface 91A (see FIG. 6). The control plate 91 according to the present embodiment is indirectly fixed to the vehicle-side hinge bracket 11 </ b> A via the hinge pin 12.

  That is, the hinge pin 12 is fixed to the vehicle side hinge bracket 11A by welding as shown in FIG. The control plate 91 is fixed to the hinge pin 12 by welding. The seat side hinge bracket 11 </ b> B is directly fixed to the seat back 5.

  The inner peripheral surface of the through hole 11C functions as a bearing that slides into contact with the outer peripheral surface of the hinge pin 12 and rotatably supports the hinge pin 12. And in this embodiment, except for a part of vehicle side hinge bracket 11A and the hinge pin 12, other components are arrange | positioned so that it may fit in the outer edge of the seat back 5 (refer FIG. 4).

  With the above configuration, when the roller 92 is displaced relative to the control plate 91, the hinge mechanism 10 cooperates with the cam mechanism 9 to at least partly press the spring 8 with the “seat back 5 standing position”. The function of converting to a force that is displaced to the side (hereinafter referred to as deceleration force) is exhibited.

  That is, as shown in FIG. 7, at the contact point P between the roller 92 and the cam surface 91A, a part of the pressing force Fo of the spring 8 is converted into the deceleration force F1. The deceleration force F1 is a component force in the tangential direction at the contact P among the pressing force Fo.

  The shape of the cam surface 91A is configured such that the elastic force Fo1 at the time of falling is greater than the elastic force Fo2 at the time of standing. Specifically, the cam surface 91A is configured such that the falling radius R1 is larger than the standing radius R2.

  In addition, the elastic force Fo1 during the fall is an elastic force exerted by the spring 8 when the seat back 5 is in the fall position. The standing-up elastic force Fo2 is an elastic force exerted by the spring 8 when the seat back 5 is in the standing position.

  The fall radius R1 is the distance between the position of the cam member 91A where the displacement member 92 contacts when the seat back 5 is in the fall state and the rotation center axis Lo. The standing-up radius R2 is a distance from the rotation center axis Lo when the displacement member 92 comes into contact with the cam surface 91A when the seat back 5 is in the standing-up state.

3. Features of the Vehicle Seat According to the Present Embodiment The hinge mechanism 10 according to the present embodiment uses the elastic force of the spring 8 when the roller 92 is relatively displaced to the cam surface 91A, that is, at least a part of the pressing force Fo as a deceleration force F1. Therefore, it is possible to reduce the falling speed of the seat back 5.

  Furthermore, since the deceleration force F1 is generated using the elastic force of the spring 8, the deceleration force F1 can be easily adjusted by appropriately selecting the spring 8. Therefore, the vehicle seat 1 capable of generating a large deceleration force F1 can be obtained without requiring a large space, and an increase in mass of the vehicle seat 1 and an increase in manufacturing cost can be suppressed.

  The cam mechanism 9 is configured such that the elastic force Fo1 when lying down is greater than the elastic force Fo2 when standing. Thereby, it is possible to reliably reduce the falling speed of the seat back 5.

  One end side of the spring 8 is connected to the roller 92, and the other end side of the spring 8 is a position at a predetermined distance from the rotation center axis Lo of the seat back 5 regardless of the position of the seat back 5. And, the fall radius R1 is larger than the standing radius R2. As a result, it is possible to easily obtain a configuration in which the elastic force Fo1 at the time of falling is greater than the elastic force Fo2 at the time of standing.

The roller 92 constituting the displacement member is in rolling contact with the cam surface 91A. Thereby, it is possible to reduce the resistance force when the seatback 5 in the lying state is returned to the standing state.
If the displacement member is configured to be in sliding contact with the cam surface 91 </ b> A, frictional resistance is generated, and there is a possibility that the resistance force when returning the seatback 5 in the lying state to the standing state may be increased.

  The hinge mechanism 10 includes a vehicle-side hinge bracket 11A that is fixed to a vehicle-side member. Thereby, even if it is difficult to secure a mounting space for the vehicle seat 1, the seat back 5 can be fixed to the vehicle-side member.

  The spring 8 is constituted by a tension coil spring, and the other end is connected to the rotation center axis Lo side from the cam surface 91A. As a result, for example, the speed reduction device 7 can be made smaller than the configuration in which the spring 8 is a compression coil spring and the other end side is connected to the outer side from the cam surface 91A.

  The roller 92 and the spring 8 are assembled into a roller bracket 92A and are sub-assembled. Therefore, the assembling worker can easily complete the assembling work of the roller 92 and the spring 8 by fixing the subassembly to the seat side hinge bracket 11B.

  The shape of the cam surface 91 </ b> A shown in FIG. 6 is an example of a shape for linearly decreasing and changing the falling speed of the seat back 5. However, the shape of the cam surface 91A is not limited to the shape shown in FIG. That is, by appropriately selecting the shape of the cam surface 91A, it is possible to make the change in the falling speed of the seat back 5 a desired change.

  For example, in the shape of the cam surface 91A shown in FIG. 8A, the falling speed of the seat back 5 greatly decreases as it approaches the falling position (see FIG. 8B). For example, in the shape of the cam surface 91A shown in FIG. 9A, the falling speed of the seat back 5 greatly decreases on the standing position side, and the lowering rate of the falling speed decreases as it approaches the falling position (see FIG. 9B).

  For example, in the shape of the cam surface 91A shown in FIG. 10A, the falling speed of the seat back 5 greatly decreases on the standing position side, and then increases when the seat back 5 approaches the falling position after maintaining a constant speed. It decreases (see FIG. 10B).

(Other embodiments)
The hinge mechanism 10 according to the above-described embodiment has a configuration in which the deceleration force F1 is generated when the roller 92 is relatively displaced with respect to the control plate 91. That is, in the above-described embodiment, the control plate 91 is stationary and the roller 92 is displaced together with the seat back 5.

  However, the invention disclosed in this specification is not limited to this. That is, for example, the control plate 91 may be configured to be displaced together with the seat back 5, so that the deceleration force F <b> 1 is generated when the control plate 91 is relatively displaced with respect to the roller 92.

  In the above-described embodiment, the elastic force Fo1 when lying down is configured to be larger than the elastic force Fo2 when standing. However, the invention disclosed in this specification is not limited to this. That is, for example, a configuration in which the elastic force Fo1 at the time of falling is the same as the elastic force Fo2 at the time of standing, or a configuration in which the elastic force Fo1 at the time of falling is smaller than the elastic force Fo2 at the time of rising may be employed.

  The displacement member 92 according to the above-described embodiment is a roller. However, the invention disclosed in this specification is not limited to this. That is, for example, the displacement member 92 may be configured by a slide shoe that is in sliding contact with the cam surface 91A without rotating.

  In the above-described embodiment, the reduction gears 7 are provided on both sides in the sheet width direction. However, the invention disclosed in this specification is not limited to this. That is, for example, a configuration provided on only one side in the sheet width direction may be employed.

  The spring 8 according to the above-described embodiment was a tension coil spring. However, the invention disclosed in this specification is not limited to this. That is, for example, a compression coil spring or other springs may be used.

  In the above-described embodiment, the other end side of the spring 8 is locked to the locked portion 92G provided on the roller bracket 92A. However, the invention disclosed in this specification is not limited to this.

  That is, for example, a configuration in which the other end side of the spring 8 is locked to the hinge pin 12 may be employed. In this configuration, the distance between the other end of the spring 8, that is, the distance between the locked portion 92G and the rotation center axis Lo is always 0 regardless of the position of the seat back 5.

  The control plate 91 according to the above-described embodiment is indirectly fixed to the vehicle-side hinge bracket 11 </ b> A via the hinge pin 12. However, the invention disclosed in this specification is not limited to this. That is, for example, a configuration in which the control plate 91 is directly fixed to the vehicle-side hinge bracket 11A without using the hinge pin 12 may be employed.

  In the above-described embodiment, except for a part of the vehicle side hinge bracket 11 </ b> A and the hinge pin 12, the other components are arranged so as to be within the outer edge of the seat back 5. However, the invention disclosed in this specification is not limited to this. That is, for example, the control plate 91 and the roller 92 may be located outside the outer edge of the seat back 5.

  In the above-described embodiment, the position on the other end side of the spring 8 is always separated from the rotation center axis Lo by a fixed distance regardless of the position of the seat back 5. However, the invention disclosed in this specification is not limited to this.

  That is, for example, the other end side position of the spring 8 may be disposed at a position shifted to the upper side of the hinge pin 12, and the other end side position may be immovable with respect to the vehicle-side hinge bracket 11A. .

  With the above configuration, even when the cam surface 91A is an arcuate curved surface having the rotation center axis Lo as the center, that is, the falling radius R1 is the same as the rising radius R2, the falling elastic force Fo1 is set to the rising elastic force Fo1. It can be larger than Fo2. Therefore, the invention disclosed in the present specification is not limited to a configuration in which the falling radius R1 is larger than the standing radius R2.

  In the above-described embodiment, the vehicle seat according to the present invention is applied to the vehicle rear seat. However, the application of the present invention is not limited to this, and can be applied to other automobile seats or seats used for vehicles such as railway vehicles, ships and aircraft.

  Furthermore, the present invention is not limited to the above-described embodiment as long as it matches the gist of the invention described in the claims. Therefore, you may combine at least 2 embodiment among several embodiment mentioned above.

DESCRIPTION OF SYMBOLS 1 ... Vehicle seat 3 ... Seat cushion 5 ... Seat back 5A ... Headrest 5B ... Spring 5C ... Striker 6 ... Lock device 6A ... Lock part 6B ... Control cable 6C ... Operation part 7 ... Decelerator 8 ... Spring 9 ... Cam mechanism 10 ... Hinge mechanism 11A ... Vehicle side hinge bracket 11B ... Seat side hinge bracket 11C ... Through hole 12 ... Hinge pin 91 ... Control plate 91A ... Cam surface 92 ... Displacement member (roller)
92A ... Roller bracket 92B ... Shaft portion 92C, 92D ... Shaft hole 92E ... Flange portion 92G ... Locked portion 11C ... Through hole

Claims (5)

In the vehicle seat having a seat back that can rotate on the front side of the seat,
A control plate constituting a part of the cam mechanism, the control plate having a cam surface on the outer peripheral surface;
A displacement member that contacts the cam surface and relatively displaces relative to the cam surface, and forms a part of the cam mechanism together with the control plate;
A spring that exerts an elastic force to press the displacement member against the cam surface;
A hinge mechanism that rotatably supports the lower end side of the seat back and that relatively displaces one of the control plate and the displacement member relative to the other member in conjunction with the seat back. A vehicle seat comprising: a hinge mechanism that converts at least a part of the elastic force into "a force that displaces the seat back to the upright side" in cooperation with the cam mechanism during the relative displacement. The elastic force exerted by the spring when the seat back is in a lying state is the elastic force when lying down, and the elastic force exerted by the spring when the seat back is in a standing state is taken as the elastic force when standing.
The vehicle seat according to claim 1, wherein the cam mechanism is configured such that the elastic force at the time of falling is greater than the elastic force at the time of standing. One end side of the spring is directly or indirectly connected to the displacement member,
The other end side of the spring is a position that is a predetermined distance from the rotation center axis of the seat back, regardless of the position of the seat back.
Further, the distance between the position where the displacement member contacts when the seat back is in the lying state on the cam surface and the rotation center axis is the falling radius, and the seat back is in the standing state on the cam surface. When the displacement member comes into contact with the center of rotation when the distance from the rotation center axis is the rising radius,
The vehicle seat according to claim 2, wherein the fall radius is larger than the standing radius.   The vehicle seat according to claim 1, wherein the displacement member is a roller that is in rolling contact with the cam surface.   5. The vehicle seat according to claim 1, wherein the hinge mechanism includes a hinge bracket fixed to a vehicle-side member.

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