JP2019151193A - Seat for vehicle - Google Patents

Abstract

To provide a seat for a vehicle that can provide a mechanism that mitigates an impact on an occupant at rear collision by a simple configuration.SOLUTION: A seat for a vehicle includes a frame material connected body 20 constituted by connecting a plurality of frame materials. The frame material connected body 20 transforms into a second state forming a truss structure capable of receiving a load from an occupant from a first state forming a non-truss structure when the load is input from the occupant.SELECTED DRAWING: Figure 4

Description

  The present disclosure relates to a vehicle seat.

  Regarding conventional vehicle seats, for example, Japanese Patent Laying-Open No. 2012-224308 (Patent Document 1) discloses that a single recliner motor provided in a seat back and a reclining angle of the seat back are within a predetermined range. An occupant protection device is disclosed that includes a headrest that is moved substantially linearly in the longitudinal direction of the vehicle by the driving force of a recliner motor.

JP 2012-224308 A

  As disclosed in Patent Document 1 described above, a vehicle seat mounted on a vehicle such as an automobile, an airplane, a ship, or a train is known. In such a vehicle seat, it is assumed that an occupant who is seated on the seat collides with a specific part of the seat and that an excessive impact is applied to the occupant, such as when the vehicle is collided from behind Is done. For this reason, it is required to realize a mechanism for reducing the impact on the occupant with a simple configuration.

  Accordingly, an object of the present disclosure is to solve the above-described problem, and to provide a vehicle seat that realizes a mechanism that reduces an impact on an occupant at the time of a rear-end collision with a simple configuration.

  A vehicle seat according to one aspect of the present disclosure includes a frame material connection body in which a plurality of frame materials are connected. When a load from the occupant is input, the frame material coupling body is deformed from a first state having a non-truss structure to a second state having a truss structure capable of receiving the load from the occupant.

  A vehicle seat according to another aspect of the present disclosure includes a headrest that supports an occupant's head. The headrest has a frame material coupling body in which a plurality of frame materials are coupled. When a load from the occupant is input, the frame material coupling body is deformed from a first state having a non-truss structure to a second state having a truss structure capable of receiving the load from the occupant.

  According to the vehicle seat configured as described above, when the load from the occupant is input, the frame material connected body is subjected to the load from the occupant in the second state while being deformed from the first state to the second state. Take it. As a result, the frame material coupling body supports the occupant after absorbing the energy received from the occupant, so that the impact applied to the occupant at the time of a rear collision or the like can be reduced. At this time, in the second state, since the load from the occupant is received using the truss structure formed by the frame material coupling body, a mechanism for reducing the impact on the occupant can be realized with a simple configuration.

  Further preferably, the frame material coupling body is engaged with the first frame material including the guide portion and the guide portion, and moves along the guide portion when the frame material coupling body is deformed from the first state to the second state. A second frame member connected to the first frame member, a third frame member rotatably connected to the second frame member around the first rotation shaft, and a second rotation member. A fourth frame member is rotatably connected to the first frame member around the shaft and is also rotatably connected to the third frame member. The moving member is displaced from a straight line connecting the first rotating shaft and the second rotating shaft in the first state, and on the straight line connecting the first rotating shaft and the second rotating shaft in the second state. Located in.

  According to the vehicle seat configured as described above, when the frame member coupling body is deformed from the first state to the second state, the moving member moves along the guide portion to absorb energy received from the occupant. be able to.

  Also preferably, the guide portion is configured to guide the moving member along a non-linear path.

  According to the vehicle seat configured as described above, the energy received from the occupant can be more efficiently absorbed when the moving member moves along the guide portion.

  Preferably, the guide unit is configured to guide the moving member along a curved path.

  According to the vehicle seat configured as described above, when the moving member moves along the guide portion, it is possible to more efficiently absorb the energy received from the occupant while smoothly moving the moving member.

  Preferably, the first frame member includes a deforming portion that is plastically deformed by a moving member that moves along the guide portion.

  According to the vehicle seat configured as described above, the energy received from the occupant can be more efficiently absorbed when the moving member moves along the guide portion.

  As described above, according to the present disclosure, it is possible to provide a vehicle seat that realizes a mechanism that reduces an impact on an occupant during a rear-end collision with a simple configuration.

1 is a perspective view showing an appearance of a vehicle seat in Embodiment 1. FIG. It is a perspective view which shows the skeleton structure of the headrest in FIG. FIG. 3 is an exploded view showing a first frame material and a second frame material in FIG. 2. It is a side view which shows the skeleton structure (1st state) of the headrest in FIG. It is a side view which shows the frame structure (2nd state) of the headrest in FIG. It is a graph which shows the relationship between progress of time at the time of a rear collision, and the impact added to a passenger | crew. It is a side view which shows the 1st modification of the connection mechanism of a 1st frame material and a 2nd frame material. It is a side view which shows the 2nd modification of the connection mechanism of a 1st frame material and a 2nd frame material. It is a side view which shows the 3rd modification of the connection mechanism of a 1st frame material and a 2nd frame material. It is a side view which shows the 4th modification of the connection mechanism of a 1st frame material and a 2nd frame material. In Embodiment 2, it is a side view which shows typically the frame structure (1st state) of a headrest. In Embodiment 2, it is a side view which shows typically the frame structure (2nd state) of a headrest. In Embodiment 3, it is a side view which shows typically the frame | skeleton structure of a seat back. In Embodiment 3, it is a side view which shows typically the frame | skeleton structure of a seat cushion.

  Embodiments of the present disclosure will be described with reference to the drawings. In the drawings referred to below, the same or corresponding members are denoted by the same reference numerals.

(Embodiment 1)
FIG. 1 is a perspective view showing an appearance of a vehicle seat in the first embodiment. Referring to FIG. 1, a vehicle seat 10 in the present embodiment is a seat mounted on an automobile. First, the overall structure of the vehicle seat 10 will be described.

  The vehicle seat 10 includes a seat back 11, a seat cushion 16, and a headrest 15.

  The seat back 11 is a seat part that supports the back of the occupant. The seat back 11 includes a back frame (not shown), a back pad (not shown), and a back cover 12.

  The back frame forms a skeleton of the seat in the seat back 11. The back pad is provided so as to cover the back frame. The back pad is made of an elastic material such as urethane foam and elastically receives a load from the passenger. The back cover 12 covers the entire surface of the back pad. The back cover 12 is made of, for example, fabric (cloth) or leather (leather), and forms the appearance of the seat back 11.

  The seat cushion 16 is a seat portion that supports the occupant from below. The seat back 11 is provided so as to rise from the end of the seat cushion 16 on the rear side of the seat. The seat cushion 16 includes a cushion frame (not shown), a cushion pad (not shown), and a cushion cover 17.

  The cushion frame forms a skeleton of the seat in the seat cushion 16. The cushion pad is provided on the cushion frame. The cushion pad is made of an elastic material such as urethane foam, and elastically receives the weight of an occupant seated on the vehicle seat 10. The cushion cover 17 covers the entire surface of the cushion pad. The cushion cover 17 is made of, for example, fabric (cloth) or leather (leather), and forms the appearance of the seat cushion 16.

  The headrest 15 is a seat portion that supports the head of the occupant. The headrest 15 is provided on the top of the seat back 11. The headrest 15 includes a frame material connector 20, which will be described later, a headrest pad (not shown), and a headrest cover 18.

  The frame material connector 20 forms a frame of the seat in the headrest 15. The headrest pad is provided so as to cover the frame material connector 20. The headrest pad is made of an elastic material such as urethane foam and elastically receives a load from the occupant. The headrest cover 18 covers the entire surface of the headrest pad. The headrest cover 18 is made of, for example, fabric or leather and forms the appearance of the headrest 15.

  The back frame, the cushion frame, and the frame material coupling body 20 constitute a seat frame of the vehicle seat 10. The seat frame of the vehicle seat 10 may be formed of metal or resin.

  FIG. 2 is a perspective view showing a skeleton structure of the headrest in FIG. FIG. 3 is an exploded view showing the first frame material and the second frame material in FIG. 2. FIG. 4 is a side view showing a skeleton structure (first state) of the headrest in FIG. 1. FIG. 5 is a side view showing the skeleton structure (second state) of the headrest in FIG. 1.

  Next, the skeleton structure of the headrest 15 will be described. In the following description, among the members provided on the left and right sides, the reference number of the left member when facing the front of the seat is marked with “L”, and the right member when facing the front of the seat "R" is attached to the reference number. In the case where the pair of left and right members have a common configuration, the members will be described without adding “L” or “R”.

  Referring to FIGS. 1 to 5, the frame material connector 20 is configured by connecting a plurality of frame materials. When the load from the occupant is input, the frame material coupling body 20 is a truss capable of receiving the load from the occupant from the first state (the state shown in FIGS. 2 and 4) having a non-truss structure. The structure is deformed to the second state (the state shown in FIG. 5).

  More specifically, the frame material connector 20 includes a first frame material 21 (21L, 21R), a second frame material 22 (22L, 22R), a third frame material 23 (23L, 23R), 4 frame member 24 (24L, 24R), first connection frame member 41, second connection frame member 42, third connection frame member 43, fourth connection frame member 44, and first support frame member 51 ( 51L, 51R) and a second support frame member 52 (52L, 52R).

  The first frame material 21, the second frame material 22, the third frame material 23, and the fourth frame material 24 are formed of plate materials whose sheet width direction is the thickness direction.

  The first frame material 21 and the second frame material 22 are connected to each other. The third frame member 23 is pivotally connected to the second frame member 22 around the first rotation shaft 31. The fourth frame member 24 is rotatably connected to the first frame member 21 around the second rotation shaft 32. The fourth frame member 24 is rotatably connected to the third frame member 23 around the third rotation shaft 33.

  The first rotation shaft 31, the second rotation shaft 32, and the third rotation shaft 33 are provided with a pin member or a bearing member that enables rotation of frame members connected to each other. The first rotation shaft 31, the second rotation shaft 32, and the third rotation shaft 33 are parallel to each other. The first rotation shaft 31, the second rotation shaft 32, and the third rotation shaft 33 are parallel to the sheet width direction.

  The first frame material 21 and the second frame material 22 extend between the first rotation shaft 31 and the second rotation shaft 32. The third frame member 23 extends linearly between the first rotation shaft 31 and the third rotation shaft 33. The fourth frame member 24 extends linearly between the second rotation shaft 32 and the third rotation shaft 33.

  The second rotation shaft 32 is disposed on the front side of the seat with respect to the first rotation shaft 31 and the third rotation shaft 33. In the first state of the frame member coupling body 20 shown in FIG. 4, the first rotation shaft 31 is disposed in front of the seat with respect to the third rotation shaft 33. In the second state of the frame member coupling body 20 shown in FIG. 5, the first rotation shaft 31 is arranged with the third rotation shaft 33 in the seat front-rear direction.

  The first rotation shaft 31 is disposed above the third rotation shaft 33 and the second rotation shaft 32. The third rotation shaft 33 is disposed above the second rotation shaft 32.

  The first support frame member 51 and the second support frame member 52 extend in the vertical direction, and are connected to the back frame of the seat back 11 at the lower ends thereof. The first support frame member 51 is disposed in front of the seat with respect to the second support frame member 52. The first frame member 21 and the fourth frame member 24 are connected to the upper end of the first support frame member 51 on the second rotating shaft 32. The third frame member 23 and the fourth frame member 24 are connected to the upper end of the second support frame member 52 at the third rotation shaft 33.

  The fourth frame member 24 is fixed to the first support frame member 51 on the axis of the second rotation shaft 32, and is fixed to the second support frame member 52 on the axis of the third rotation shaft 33. It is fixed. The first frame member 21 is provided so as to be rotatable about the second rotation shaft 32. The third frame member 23 is provided so as to be rotatable about the third rotation shaft 33.

  The fourth frame member 24, together with the first support frame member 51 and the second support frame member 52, forms a base for supporting the first frame member 21, the second frame member 22, and the third frame member 23 that are movable parts. Yes.

  The first frame material 21 extends from the second rotation shaft 32 toward the second frame material 22. The first frame material 21 has a guide portion 36. The guide portion 36 is formed of a long hole that penetrates the first frame material 21 in the thickness direction (sheet width direction) and the extending direction of the first frame material 21 is the longitudinal direction. The guide portion 36 extends linearly between one end and the other end in the longitudinal direction. The guide portion 36 may be a bottomed groove.

  The second frame member 22 has a moving member 26. The moving member 26 has a pin shape that protrudes in the thickness direction (sheet width direction) of the second frame member 22. The moving member 26 has a cylindrical pin shape. The moving member 26 is engaged with the guide portion 36. The moving member 26 is provided so as to be movable along the guide portion 36. The moving member 26 is provided so as to be movable in the extending direction of the first frame material 21 along the guide portion 36. The moving member 26 is rotatably provided inside the guide portion 36 while moving along the guide portion 36.

  The moving member 26 is disposed below the first rotation shaft 31. The moving member 26 is disposed above the second rotating shaft 32 and the third rotating shaft 33. The moving member 26 is disposed in front of the seat with respect to the third rotation shaft 33. The guide part 36 is configured to guide the moving member 26 along a linear path.

  The first connection frame member 41, the second connection frame member 42, the third connection frame member 43, and the fourth connection frame member 44 extend in the seat width direction. The first connection frame member 41 connects the second frame member 22L and the third frame member 23L, and the second frame member 22R and the third frame member 23R on the axis of the first rotation shaft 31. The second connection frame member 42 connects the first frame member 21L and the fourth frame member 24L, and the first frame member 21R and the fourth frame member 24R on the axis of the second rotation shaft 32.

  The third connection frame member 43 connects the third frame member 23L and the fourth frame member 24L, and the third frame member 23R and the fourth frame member 24R on the axis of the third rotation shaft 33. The fourth connection frame member 44 connects the first frame member 21L and the second frame member 22L to the first frame member 21R and the second frame member 22R on the axis of the moving member 26.

  In the first state shown in FIG. 4, the frame material connector 20 has a non-truss structure. At this time, the moving member 26 is displaced from the straight line 110 connecting the first rotating shaft 31 and the second rotating shaft 32.

  The moving member 26 is located on the seat rear side with respect to the straight line 110. The moving member 26 is located inside a triangle obtained by connecting the first rotating shaft 31, the second rotating shaft 32, and the third rotating shaft 33. The moving member 26 is located on the seat rear side with respect to the first rotating shaft 31 and the second rotating shaft 32.

  The moving member 26 is located at an end on the near side as viewed from the second rotation shaft 32, of both ends of the guide portion 36 in the longitudinal direction.

  The first frame member 21 and the second frame member 22 have a polygonal line shape that is bent by the moving member 26 between the first rotating shaft 31 and the second rotating shaft 32. The first frame member 21 and the second frame member 22 have a polygonal line shape on the seat rear side with respect to the straight line 110. The first frame member 21 extends linearly between the second rotating shaft 32 and the moving member 26. The second frame member 22 extends linearly between the first rotating shaft 31 and the moving member 26. The first frame member 21 and the second frame member 22 form an angle larger than 90 ° and smaller than 180 ° with the moving member 26 as a corner.

  In the second state shown in FIG. 5, the frame material connector 20 has a truss structure capable of receiving a load from the occupant. At this time, the moving member 26 is located on a straight line 110 connecting the first rotation shaft 31 and the second rotation shaft 32.

  The moving member 26 is positioned so as to overlap one side of a triangle obtained by connecting the first rotating shaft 31, the second rotating shaft 32, and the third rotating shaft 33. The moving member 26 is located on the seat rear side with respect to the second rotation shaft 32. The moving member 26 is located on the front side of the seat with respect to the first rotation shaft 31.

  The moving member 26 is located at the end on the back side when viewed from the second rotation shaft 32, of both ends of the guide portion 36 in the longitudinal direction.

  The first frame material 21 and the second frame material 22 extend linearly between the first rotation shaft 31 and the second rotation shaft 32. The first frame member 21 and the second frame member 22, together with the third frame member 23 and the fourth frame member 24, have the first rotation shaft 31, the second rotation shaft 32, and the third rotation shaft 33 at three angles. It has a triangular shape.

  FIG. 6 is a graph showing the relationship between the passage of time at the time of rear collision and the impact applied to the occupant.

  With reference to FIGS. 4 to 6, a rear collision is assumed in which a vehicle on which the vehicle seat 10 is mounted is collided from behind. In this case, a load from the front of the seat is applied to the frame member connecting body 20 by swinging the head of the occupant toward the rear of the seat. At this time, the frame material connecting body 20 is deformed from the first state in which the non-truss structure is formed to the second state in which the truss structure capable of receiving the load from the occupant is formed.

  More specifically, in the frame material coupling body 20 having a non-truss structure in FIG. 4, the load from the front side of the seat to the second frame material 22 from the occupant (the load indicated by the white arrow in FIG. 4) Is input, the third frame member 23 rotates so that the first rotation shaft 31 shifts to the rear side of the seat while drawing an arc around the third rotation shaft 33. At this time, the distance between the first rotating shaft 31 and the second rotating shaft 32 increases. When the moving member 26 moves along the longitudinal direction of the guide portion 36, the first frame material 21 and the second frame material 22 are deformed from a polygonal line shape to a linear shape while extending. Thereby, the frame material coupling body 20 which makes the truss structure in FIG. 5 is obtained.

  When the frame material connector 20 is deformed from the first state to the second state, the frame material connector 20 absorbs energy from the occupant over time. When the frame material connecting body 20 is deformed to the second state, the truss structure formed by the frame material connecting body 20 can receive a load from the occupant by pulling or compressing each frame material. The frame material connector 20 does not attempt to further deform from the second state, and supports the head of the occupant.

  FIG. 6 shows the relationship between the passage of time at the time of rear collision and the impact (G) applied to the occupant. The relationship when using the frame material connector 20 is shown by a curve 130, and the relationship when using a headrest frame for comparison without deformation from a non-truss structure to a truss structure is shown by a curve 120. It is shown.

  In the present embodiment, energy from the occupant is absorbed over time by the deformed frame material connecting body 20 and then the occupant's head is supported by the frame material connecting body 20 forming the truss structure. The maximum value of the applied impact can be reduced. Thereby, the impact to the passenger | crew at the time of a rear collision can be relieved. Further, in the present embodiment, since the occupant's head is supported using the truss structure formed by the frame material connector 20 in the second state, there is no need to provide a lock mechanism for stopping the deformation of the frame material connector 20. . For this reason, the mechanism which reduces the impact on a passenger | crew can be implement | achieved by simple structure. Moreover, the vehicle seat 10 can be reduced in weight.

  Note that the frame member connection body 20 is deformed from the first state to the second state when an excessive load is applied from the occupant in the rear collision or the like. The frame material connecting body 20 is an occupant when the frame material is deformed from the first state to the second state by adjusting resistance when the frame materials rotate, resistance between the moving member 26 and the guide portion 36, and the like. The minimum load from is set appropriately.

  Subsequently, various modifications of the coupling mechanism of the first frame member 21 and the second frame member 22 will be described.

  FIG. 7 is a side view showing a first modification of the coupling mechanism of the first frame material and the second frame material. FIG. 8 is a side view showing a second modification of the coupling mechanism for the first frame material and the second frame material.

  Referring to FIG. 7, in the present modification, the first frame material 21 has a deforming portion 37. The deformable portion 37 is plastically deformed by the moving member 26 that moves along the guide portion 36 when the frame material connector 20 is deformed from the first state to the second state.

  The guide portion 36 is provided in a form in which a plurality of holes having a circular opening shape are arranged along the extending direction of the first frame material 21 and adjacent holes are connected to each other. The deformable portion 37 is constituted by a constricted portion between the adjacent holes. The moving member 26 moves between adjacent holes while plastically deforming the deforming portion 37 while moving along the guide portion 36.

  Referring to FIG. 8, in the present modification, the first frame member 21 has a deformed portion 38 instead of the deformed portion 37 in FIG. 7.

  The guide portion 36 is provided in a form in which a plurality of holes having a circular opening shape are arranged along the extending direction of the first frame member 21 and adjacent holes are separated via a thin portion. The deformable portion 38 is constituted by a thin portion between the adjacent holes. The moving member 26 moves between adjacent holes while plastically deforming (breaking) the deforming portion 38 while moving along the guide portion 36.

  According to such a configuration, when the frame member coupling body 20 is deformed from the first state to the second state, the deformable portion 37 is plastically deformed, or the deformable portion 38 is plastically deformed (ruptured), so that the occupant Can be absorbed more efficiently. For this reason, the effect which relieve | moderates the impact to the passenger | crew at the time of a rear collision can be show | played more effectively.

  FIG. 9 is a side view showing a third modification of the coupling mechanism for the first frame material and the second frame material. FIG. 10 is a side view showing a fourth modification of the coupling mechanism for the first frame material and the second frame material.

  With reference to FIG. 9 and FIG. 10, in this modification, when the guide portion 36 is deformed from the first state to the second state of the frame material coupling body 20, the moving member 26 is moved along a non-linear path. It is configured to guide. The guide portion 36 is configured to guide the moving member 26 along a curved path when the frame material connector 20 is deformed from the first state to the second state.

  In the modification shown in FIG. 9, the guide portion 36 extends along the extending direction of the first frame material 21 while being curved in a wave shape. In the modification shown in FIG. 10, the first frame material 21 has a curved shape. The guide portion 36 extends in a curved manner according to the shape of the first frame member 21 between one end and the other end in the longitudinal direction.

  According to such a configuration, the distance that the moving member 26 moves along the guide portion 36 can be set long when the frame member coupling body 20 is deformed from the first state to the second state. Further, by moving the moving member 26 while changing the traveling direction, energy from the occupant can be absorbed more efficiently. For this reason, the effect which relieve | moderates the impact to the passenger | crew at the time of a rear collision can be show | played more effectively.

  In the modification shown in FIG. 10, in the second state of the frame material connector 20, the first frame material 21, the second frame material 22, the third frame material 23, and the fourth frame material 24 are complete. It is not triangular. Even in such a case, the moving member 26 is positioned on the straight line 110 that connects the first rotation shaft 31 and the second rotation shaft 32, so that the frame member connection body 20 receives a load from the occupant. A truss structure that can be received.

  You may comprise the connection mechanism of the new 1st frame material 21 and the 2nd frame material 22 combining the structure in said 1st-4th modification suitably. For example, the deforming portions 37 and 38 in the first modified example or the second modified example may be provided in the guide portion 36 that extends while being curved in the fourth modified example.

  When the structure of the vehicle seat 10 according to the first embodiment described above is described together, the vehicle seat 10 according to the present embodiment includes the frame material connector 20 in which a plurality of frame materials are connected. When a load from the occupant is input, the frame material connector 20 is deformed from a first state having a non-truss structure to a second state having a truss structure capable of receiving the load from the occupant.

  In addition, the vehicle seat 10 in the present embodiment includes a headrest 15 that supports the head of the occupant. The headrest 15 has a frame material connecting body 20 formed by connecting a plurality of frame materials. When a load from the occupant is input, the frame material connector 20 is deformed from a first state having a non-truss structure to a second state having a truss structure capable of receiving the load from the occupant.

  According to the vehicle seat 10 in the present embodiment configured as described above, a mechanism for reducing the impact on the occupant at the time of a rear collision or the like can be realized with a simple configuration.

(Embodiment 2)
FIG. 11 is a side view schematically showing the skeleton structure (first state) of the headrest in the second embodiment. FIG. 12 is a side view schematically showing the skeleton structure (second state) of the headrest in the second embodiment. 11 and 12, the third frame member 23 and the fourth frame member 24 in FIGS. 4 and 5 are represented by straight lines for simplification of illustration.

  The vehicle seat in the present embodiment basically has the same structure as that of the vehicle seat 10 in the first embodiment. Hereinafter, the description of the overlapping structure will not be repeated.

  With reference to FIG. 11 and FIG. 12, in the present embodiment, frame material connector 20 includes frame material 56 instead of first frame material 21 and second frame material 22 in the first embodiment.

  The frame material 56 is rotatably connected to the third frame material 23 around the first rotation shaft 31. The frame material 56 is rotatably connected to the fourth frame material 24 around the second rotation shaft 32.

  The frame material 56 has an easily deformable portion 58 as its constituent part. The frame material 56 has a polygonal line shape that is bent at the easily deformable portion 58 between the first rotation shaft 31 and the second rotation shaft 32. The frame material 56 has a polygonal line shape similar to the polygonal line shape formed by the first frame material 21 and the second frame material 22 in the first embodiment.

  The easily deformable portion 58 is provided with a notch portion 57. The notch portion 57 is provided so as to cut out the easily deformable portion 58 from the front side of the seat. The notch portion 57 is provided so as to locally reduce the thickness of the frame member 56 in the longitudinal direction of the seat in the easily deformable portion 58. With such a configuration, the easily deformable portion 58 is configured to be more easily deformed than other portions when an external force is input to the frame material 56.

  At the time of a rear collision, a load from the front of the seat is applied to the frame member coupling body 20 from the occupant. At this time, the frame material connecting body 20 is deformed from the first state in which the non-truss structure is formed to the second state in which the truss structure capable of receiving the load from the occupant is formed.

  More specifically, in the frame material coupling body 20 having a non-truss structure in FIG. 11, a load from the front side of the seat (load indicated by an open arrow in FIG. 11) is input from the occupant to the frame material 56. Then, the third frame member 23 rotates so that the first rotation shaft 31 shifts to the rear side of the seat while drawing an arc around the third rotation shaft 33. At this time, the distance between the first rotating shaft 31 and the second rotating shaft 32 increases. When the easily deformable portion 58 is deformed so as to eliminate the bent shape, the frame material 56 is deformed from the polygonal line shape to the linear shape. Thereby, the frame material coupling body 20 which makes the truss structure in FIG. 12 is obtained.

  According to the vehicle seat in the second embodiment configured as described above, the effects described in the first embodiment can be similarly obtained.

(Embodiment 3)
FIG. 13 is a side view schematically showing a skeleton structure of a seatback in the third embodiment. FIG. 14 is a side view schematically showing a skeletal structure of a seat cushion in the third embodiment. In FIGS. 13 and 14, for simplification of illustration, the first frame member 21, the second frame member 22, the third frame member 23, and the fourth frame member 24 in FIGS. 4 and 5 are represented by straight lines. Has been.

  The vehicle seat in the present embodiment basically has the same structure as that of the vehicle seat 10 in the first embodiment. Hereinafter, the description of the overlapping structure will not be repeated.

  With reference to FIG. 13, the structure of the frame member connection body 20 described in the first embodiment is applied to the skeleton (back frame) of the seat back 11.

  At the time of a rear collision, a load from the front of the seat (load indicated by an open arrow in FIG. 13) is applied from the occupant to the frame member connection body 20. At this time, the frame material connecting body 20 is deformed from the first state in which the non-truss structure is formed to the second state in which the truss structure capable of receiving the load from the occupant is formed.

  When the structure of the frame material assembly in the present disclosure is applied to the skeleton of the headrest and the skeleton of the seat back, the two frame material linking bodies separately form the skeleton of the headrest and the skeleton of the seat back. It may be configured, or one frame material coupling body may integrally form the skeleton of the headrest and the seat back.

  Referring to FIG. 14, the structure of frame material connector 20 described in the first embodiment is applied to the skeleton (cushion frame) of seat cushion 16.

  The second rotation shaft 32 is disposed on the front side of the seat. The third rotation shaft 33 and the first rotation shaft 31 are disposed on the seat rear side. The first frame material 21 and the second frame material 22 are disposed above the fourth frame material 24. The third frame member 23 is disposed on the seat rear side.

  At the time of a frontal collision of a vehicle on which a vehicle seat is mounted, a phenomenon occurs in which the body of an occupant sitting on the seat slides down obliquely downward in front of the seat. Along with this phenomenon, a load from above (load indicated by an open arrow in FIG. 14) is applied to the frame member connecting body 20 from the occupant. At this time, the frame material connecting body 20 has a truss structure that can receive a load from the occupant from a first state (state indicated by a solid line in FIG. 14) that has a non-truss structure (FIG. 14). It is deformed to a state indicated by a two-dot chain line in the middle).

  According to the vehicle seat in the third embodiment configured as described above, the effects described in the first embodiment can be similarly obtained.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  The present disclosure is applied to a vehicle seat such as an automobile, an airplane, a ship, and a train.

  10 Vehicle Seat, 11 Seat Back, 12 Back Cover, 15 Headrest, 16 Seat Cushion, 17 Cushion Cover, 18 Headrest Cover, 20 Frame Material Linkage, 21, 21L, 21R First Frame Material, 22, 22L, 22R First 2 frame material, 23, 23L, 23R 3rd frame material, 24, 24L, 24R 4th frame material, 26 moving member, 31 1st rotating shaft, 32 2nd rotating shaft, 33 3rd rotating shaft, 36 Guide part, 37, 38 Deformation part, 41 1st connection frame material, 42 2nd connection frame material, 43 3rd connection frame material, 44 4th connection frame material, 51 1st support frame material, 52 2nd support frame material , 56 frame material, 57 notch, 58 easily deformable part, 110 straight line, 120, 130 curve.

Claims (6)

Provided with a frame material connecting body in which a plurality of frame materials are connected,
When the load from the occupant is input, the frame material coupling body is deformed from a first state having a non-truss structure to a second state having a truss structure capable of receiving the load from the occupant. Sheet. It has a headrest that supports the head of the passenger,
The headrest has a frame material coupling body in which a plurality of frame materials are coupled,
When the load from the occupant is input, the frame material coupling body is deformed from a first state having a non-truss structure to a second state having a truss structure capable of receiving the load from the occupant. Sheet. The frame material connector is
A first frame material including a guide portion;
A moving member that is engaged with the guide portion and moves along the guide portion when the frame material coupling body is deformed from the first state to the second state is coupled to the first frame material. A second frame material;
A third frame member rotatably connected to the second frame member around a first rotation axis;
A fourth frame member rotatably connected to the first frame member around the second rotation shaft and rotatably connected to the third frame member;
The moving member is shifted from a straight line connecting the first rotating shaft and the second rotating shaft in the first state, and the first rotating shaft and the second in the second state. The vehicle seat according to claim 1, wherein the vehicle seat is located on a straight line connecting the rotation axes.   The vehicle seat according to claim 3, wherein the guide portion is configured to guide the moving member along a non-linear path.   The vehicle seat according to claim 4, wherein the guide portion is configured to guide the moving member along a curved path.   The vehicle seat according to any one of claims 3 to 5, wherein the first frame member includes a deformed portion that is plastically deformed by the moving member that moves along the guide portion.