JP2020093701A - Suspension unit for vehicle seat and manufacturing method of the same - Google Patents

Abstract

To attain stable ride quality.SOLUTION: A suspension unit 10 for a vehicle seat includes: an upper frame 22 to which a seat cushion that supports a hip of an occupant is fixed; a lower frame 24 disposed at the seat lower side of the upper frame 22 and fixed to a vehicle body; and an X link 26 which connects the upper frame 22 with the lower frame 24 and is operated to cause the upper frame 22 to be moved vertically in a seat vertical direction relative to the lower frame 24. A urethane block 28, which is deformed between the upper frame 22 and the lower frame 24 to reduce a load input from the lower frame 24 to the upper frame 22 and damp vibration transmitted from the lower frame 24 to the upper frame 22, is provided between the upper frame 22 and the lower frame 24.SELECTED DRAWING: Figure 2A

Description

The present invention relates to a vehicle seat suspension unit and a method for manufacturing a vehicle seat suspension unit.

Patent Document 1 below discloses a vehicle seat that has improved riding comfort performance by absorbing vibration from the vehicle body. The vehicle seat described in this document has a cushion shell on which an occupant sits, a holding member provided below the cushion shell to hold the cushion shell, and arranged below the holding member and connected to the vehicle body. And a pad that is placed on the cushion pan and elastically supports the holding member. Then, when the load due to the vibration of the vehicle body is input to the cushion pan, it is absorbed by the deformation of the pad, so that the riding comfort performance can be improved.

JP, 2014-201266, A

However, in the vehicle seat described in Patent Document 1, the deformation direction and deformation mode of the pad have not been determined. Therefore, there is room for improvement in terms of obtaining stable riding comfort performance. Further, in the vehicle seat described in Patent Document 1, when the cushion shell (holding member) is moved in the vertical direction with respect to the cushion pan, the cushion shell (holding member) is placed in the horizontal direction relative to the cushion pan. The type of link that is moved to is used. Therefore, it is difficult to increase the vertical stroke of the cushion shell (holding member) with respect to the cushion pan. In addition, since the cushion shell (holding member) is moved in the horizontal direction with respect to the cushion pan, the cushion shell (holding member) is easily affected by the friction caused by the horizontal sliding of each member.

In consideration of the above facts, an object of the present invention is to obtain a vehicle seat suspension unit and a method for manufacturing a vehicle seat suspension unit that can obtain stable riding comfort performance.

A vehicle seat suspension unit that solves the above problems is an upper member to which a seat cushion that supports the buttocks of an occupant is fixed, a lower member that is arranged on the lower side of the seat of the upper member, and is fixed to the vehicle body, A connecting member that connects the upper member and the lower member and is operated to move the upper member vertically with respect to the lower member in the vertical direction of the seat, and the upper member and the lower member. Between the lower member and the upper member by reducing the load input from the lower member to the upper member by being deformed between the upper member and the lower member. And a deformation member that damps vibrations transmitted to the.

According to the vehicle seat suspension unit described above, when the load due to the vibration of the vehicle body is input to the lower member, the connecting member is actuated to move the upper member vertically with respect to the lower member in the seat vertical direction. To be done. As a result, the deformation member provided between the upper member and the lower member is deformed, the load transmitted from the lower member to the upper member is reduced, and the vibration transmitted from the lower member to the upper member is reduced. Is attenuated. As a result, the vibration transmitted to the occupant seated on the seat cushion is reduced, and the riding comfort performance can be improved.
Here, according to the vehicle seat suspension unit, the upper member is configured to move vertically with respect to the lower member in the seat vertical direction. As a result, the deformable member provided between the upper member and the lower member is vertically deformed in the vertical direction of the seat. That is, the deformation direction of the deformable member is determined, and the mode of deformation of the deformable member is determined according to the distance between the upper member and the lower member. As a result, stable riding comfort performance can be obtained.

Further, a method for manufacturing a vehicle seat suspension unit that solves the above-mentioned problems is an upper member main body having a central portion in the seat front-rear direction and a width direction opened, and the upper member main body being attached to the upper member main body. An upper member having a lid that closes at least a part of a central portion in the seat front-rear direction and the width direction, and an upper member to which a seat cushion that supports the buttocks of an occupant is fixed; Connecting the lower member fixed to the vehicle body, the upper member main body and the lower member to each other and operating the upper member vertically with respect to the lower member in the seat vertical direction. A load input from the lower member to the upper member by being provided between the connecting member and the lid portion and the lower member, and being deformed between the lid portion and the lower member. And a deformable member that reduces vibrations transmitted from the lower member to the upper member, and a part of the connecting member is applied to the lower member. A first connecting member engaging step of engaging the member, and engaging the other part of the connecting member with the upper member main body, thereby interposing the upper member main body and the lower member via the connecting member. And a second connecting member engaging step of connecting the deformable member to the lower member through a center portion of the upper member main body in the seat front-rear direction and the width direction, and the lid member. And a step of attaching a lid to the upper member main body.

According to the method for manufacturing a vehicle seat suspension unit, first, a part of the connecting member is engaged with the lower member (first connecting member engaging step). Next, the other part of the connecting member is engaged with the upper member main body (second connecting member engaging step). Thereby, the upper member main body and the lower member are connected via the connecting member. Next, the deformable member is placed on the lower member through the center portion of the upper member main body in the seat front-rear direction and the width direction (deformable member placing step). Next, the lid is attached to the upper member body (lid attaching step). The vehicle seat suspension unit is manufactured through the above steps. According to the vehicle seat suspension unit manufactured through the above steps, when the load due to the vibration of the vehicle body is input to the lower member, the connecting member is actuated so that the upper member is seated against the lower member. Moved vertically up and down. As a result, the deformable member provided between the lid of the upper member and the lower member is deformed, the load transmitted from the lower member to the upper member is reduced, and the lower member is transmitted to the upper member. The generated vibration is damped. As a result, the vibration transmitted to the occupant seated on the seat cushion is reduced, and the riding comfort performance can be improved.
Here, according to the vehicle seat suspension unit manufactured through the above-described steps, the upper member is moved vertically with respect to the lower member in the seat vertical direction. As a result, the deformable member provided between the lid portion of the upper member and the lower member is deformed vertically in the vertical direction of the seat. That is, the deformation direction of the deformable member is determined, and the mode of deformation of the deformable member is determined according to the distance between the lid portion of the upper member and the lower member. As a result, stable riding comfort performance can be obtained.

As described above, the vehicle seat suspension unit and the vehicle seat suspension unit manufacturing method according to the present invention have an excellent effect that stable riding comfort performance can be obtained.

It is a perspective view which shows the suspension seat for vehicles typically. FIG. 3 is an exploded perspective view showing an exploded vehicle seat suspension unit. It is a graph which shows the hysteresis loss of a urethane block. It is a perspective view showing a lower frame placed on a workbench. It is a perspective view for explaining the process of engaging an X link with a lower frame. It is a perspective view showing the state where the process of engaging an X link with a lower frame was completed. It is a perspective view for explaining the process of engaging an X link with an upper frame main part. It is a perspective view showing the state where the process of engaging the X link with the upper frame body was completed. It is a perspective view for explaining the process of mounting a urethane block on a lower frame. It is a perspective view showing a state where a process of mounting a urethane block on a lower frame is completed. It is a perspective view for explaining a process of attaching an upper panel to an upper frame. It is a perspective view showing the state where the process of attaching the upper panel to the upper frame is completed.

A vehicle seat suspension unit 10 and a vehicle suspension seat 12 according to an embodiment of the present invention will be described with reference to FIGS. 1 and 2A. In the following description, the front, rear, left, right, up, and down directions will be referred to as the front, rear, left, right, up, and down directions as seen by an occupant seated on the vehicle suspension seat 12 unless otherwise specified. The arrow FR indicates the seat front direction, the arrow UP indicates the seat top direction, the arrow RH indicates the seat right direction, and the arrow LH indicates the seat left direction. Further, the left and right directions coincide with the seat width direction.

As shown in FIG. 1, the vehicle suspension seat 12 includes a seat body 14 attached to a vehicle seat suspension unit 10. In the following description, the "vehicle seat suspension unit 10" is simply referred to as the "suspension unit 10".

The seat body 14 includes a seat cushion 16 that supports the occupant's buttocks, a seat back 18 that is attached to the rear end of the seat cushion 16 and supports the back of the occupant, and a head of the occupant that is attached to the upper end of the seat back 18. And a headrest 20 for supporting the.

As shown in FIG. 2A, the suspension unit 10 includes an upper frame 22 as an upper member to which the seat cushion 16 (see FIG. 1) of the seat body 14 is fixed, and a suspension unit 10 which is arranged below the upper frame 22 and fixed to the vehicle body. A lower frame 24 as a lower member to be operated. In addition, the suspension unit 10 includes an X link 26 as a connecting member that connects the upper frame 22 and the lower frame 24, and a urethane block 28 as a deforming member provided between the upper frame 22 and the lower frame 24. Is equipped with.

The upper frame 22 includes a top plate portion and a lid portion on the upper frame main body 30 as an upper member main body formed in a rectangular frame shape in which a central portion 30A in the front-rear direction and the seat width direction is opened (opened) when viewed from the upper side of the seat. Is configured by attaching the upper panel 32 as.

The upper frame body 30 includes a pair of left and right upper rails 34 that are arranged at intervals in the seat width direction and extend in the front-rear direction, a front upper connection portion 36 that connects front end portions of the pair of left and right upper rails 34 in the seat width direction, and a left and right pair. And a rear upper connecting portion 38 that connects the rear end portion of the upper rail 34 in the seat width direction. The pair of left and right upper rails 34 are formed in a substantially U-shaped cross section in which the inner side in the seat width direction is open in a sectional view taken along the up-down direction and the seat width direction. The roller 66, which will be described later, can roll in the upper rail 34 because it is formed in the cross-sectional shape.

The upper panel 32 is formed in a rectangular plate shape extending in the front-rear direction and the seat width direction with the vertical direction as the thickness direction. As the material of the upper panel 32, a steel plate (SPHC) having a thickness of about 2 mm is used. Here, a portion of the lower surface of the upper panel 32, which comes into contact with a urethane block 28 described later, is formed in a flat shape. In addition, in the present embodiment, the entire lower surface of the upper panel 32 is formed in a planar shape. The front and rear ends of the upper panel 32 are fixed to the front upper connecting portion 36 and the rear upper connecting portion 38 of the upper frame body 30 via fastening members, so that the upper panel 32 is attached to the upper frame body 30. It is designed to be used. Further, since the upper panel 32 is attached to the upper frame body 30, most of the openings of the central portion 30A in the front-rear direction and the seat width direction of the upper frame body 30 are covered (closed) by the upper panel 32. There is.

The lower frame 24 is configured by attaching a lower panel 42 as a bottom plate to a lower frame main body 40 formed in a rectangular frame shape having an open central portion in the front-rear direction and the seat width direction when viewed from above the seat. There is.

The lower frame body 40 includes a pair of left and right lower rails 44 that are arranged at intervals in the seat width direction and extend in the front-rear direction, a front lower connecting portion 46 that connects the front end portions of the pair of left and right lower rails 44 in the seat width direction, and a left and right pair. A rear lower connecting portion 48 that connects the rear end portion of the lower rail 44 in the seat width direction. The pair of left and right lower rails 44 is formed in a substantially U-shaped cross section in which the inner side in the seat width direction is open in a sectional view taken along the up-down direction and the seat width direction. The roller 66, which will be described later, can roll in the lower rail 44 because it is formed in the cross-sectional shape. A tongue-shaped fixing portion 50 into which a fastening member for fixing the lower frame 24 to the vehicle body is inserted is joined to the front end portion of the lower frame body 40.

The lower panel 42 is formed in a rectangular plate shape extending in the front-rear direction and the seat width direction with the vertical direction as the thickness direction. As the material of the lower panel 42, a steel plate (SPHC) having a thickness of about 2 mm is used. Here, a portion of the upper surface of the lower panel 42, which comes into contact with a urethane block 28 described later, is formed in a flat shape. The lower panel 42 is attached to the lower frame body 40 by fixing both ends of the lower panel 42 in the seat width direction to the lower surfaces of the pair of left and right lower rails 44 via fastening members and the like. In addition, in the present embodiment, the front end portion and the rear end portion of the lower panel 42 are bent upward.

The X link 26 includes a pair of left and right first link members 52, and a pair of left and right second link members 54 arranged inside the seat width direction with respect to the pair of left and right first link members 52. The first link member 52 is formed in a rectangular plate shape whose thickness direction is the sheet width direction. Further, the second link member 54 is formed in a rectangular plate shape having the sheet width direction as the thickness direction, similarly to the first link member 52. Then, the intermediate portion in the longitudinal direction of the first link member 52 arranged on the right side and the intermediate portion in the longitudinal direction of the second link member 54 arranged on the right side are connected via a fastening member 56 axially extending in the left-right direction. It is rotatably connected. Further, the intermediate portion in the longitudinal direction of the first link member 52 arranged on the left side and the intermediate portion in the longitudinal direction of the second link member 54 arranged on the left side are connected via a fastening member 56 axially extending in the left-right direction. It is rotatably connected.

Further, the front end portions of the pair of left and right first link members 52 are connected to each other in the seat width direction via a first front connecting member 58 formed in a tubular shape. Further, the front end portions of the pair of left and right second link members 54 are connected to each other in the seat width direction via a second front connecting member 60 formed in a tubular shape. Here, in the present embodiment, the front end portions of the pair of left and right first link members 52 are arranged above the front end portions of the pair of left and right second link members 54.

Further, the rear end portions of the pair of left and right first link members 52 are connected in the seat width direction via a first rear connecting member 62 formed in a tubular shape. Further, the rear end portions of the pair of left and right second link members 54 are connected to each other in the seat width direction via a second rear connecting member 64 formed in a tubular shape. Here, in this embodiment, the rear end portions of the pair of left and right first link members 52 are arranged below the rear end portions of the pair of left and right second link members 54.

Further, rollers 66 capable of rolling around the seat width direction as an axial direction are attached to both left and right ends of the first rear connecting member 62 and the second rear connecting member 64, respectively.

By connecting the upper frame 22 and the lower rail 44 described above via the X link 26, the X link 26 is configured so that the upper frame 22 is moved vertically with respect to the lower frame 24. The dimensions of each member are set.

The urethane block 28 has a predetermined air permeability (value according to the test method specified in Japanese Industrial Standard JIS L 1096 627.1) and a wet heat compression strain rate (value according to the test method specified in Japanese Industrial Standard JIS K 6400-4). ) Urethane is used to form a rectangular parallelepiped. In the present embodiment, as an example, urethane having an air permeability of 0.05 to 1 cc/cm ² /sec, a wet heat compression strain rate of 0 to 0.5%, and a density of 0.075 g/cm ³ is used. The urethane block 28 is formed by using the urethane block 28. Although a single urethane block 28 is used in this embodiment, a plurality of urethane blocks may be used.

(About soft urethane foam used for the urethane block 28)
Next, the flexible urethane foam used for the urethane block 28 described above will be described.

As a material for the flexible urethane foam, an isocyanate composition containing TDI as a main raw material is mainly used. It is known that a flexible foam mainly composed of TDI (TM-based flexible foam) has a higher impact resilience than a flexible foam mainly composed of MDI. However, it is difficult to achieve both high durability due to low hysteresis loss rate. Therefore, in a specific density and hardness range, a flexible foam-producing polyurethane composition that achieves high damping performance, low hysteresis loss rate, and high durability is manufactured using the specific polyisocyanate component and polyol component shown below. It The TM type is a blend of TDI and MDI and has a large proportion of TDI.

Hereinafter, each component for forming urethane foam will be described.

(Isocyanate component)
First, the isocyanate component of the diphenylmethane diisocyanate compound will be described. Hereinafter, diphenylmethane diisocyanate may be referred to as “MDI”.
The MDI compound is not particularly limited. For example, pure (pure) diphenylmethane diisocyanate (monomeric MDI), polymeric MDI, mixtures containing monomeric MDI and polymeric MDI, isocyanate-terminated polyisocyanates of polymeric MDI, and isocyanate-terminated compounds containing polymeric MDI and polymeric MDI. Modified polyisocyanates may be mentioned.

Specifically, for example, 2,2'-diphenylmethane diisocyanate (2,2'-MDI), 2,4'-diphenylmethane diisocyanate (2,4'-MDI), 4,4'-diphenylmethane diisocyanate (4,4 '-MDI), and a monomeric MDI of a mixture thereof; a polymeric MDI of polymethylene polyphenylene polyisocyanate; a mixture of a monomeric MDI and a polymeric MDI; an isocyanate-terminated modified polyamine obtained by reacting a monomeric MDI with a part of a polyol component. Isocyanate; Isocyanate-terminated polyisocyanate obtained by reacting Polymeric MDI with a part of polyol component; Isocyanate-terminated polyisocyanate obtained by reacting a mixture of Monomeric MDI and Polymeric MDI with a part of polyol component; Monomeric MDI as a polyol A mixture of an isocyanate-terminated polyisocyanate reacted with a part of a component and an isocyanate-terminated polyisocyanate obtained by reacting a polymeric MDI with a part of a polyol component; a mixture of a monomeric MDI and a polymeric MDI is used as a polyol component. And the like; and a mixture of at least one of a monomeric MDI and a polymeric MDI in an isocyanate-end-modified polyisocyanate reacted with a part; These diphenylmethane diisocyanate compounds may be used alone or in combination of two or more.

Among these, the MDI-based compound is a mixture of a monomeric MDI and a polymeric MDI reacted with a part of the polyol component in terms of the performance required for the cushioning material (urethane block 28) for the suspension unit 10. It is preferable to include an isocyanate-terminated modified polyisocyanate (that is, a prepolymer obtained by reacting a mixture of a monomeric MDI and a polymeric MDI with a part of the polyol component). Further, it is more preferable to use an isocyanate terminal-modified polyisocyanate obtained by reacting a mixture of a monomeric MDI and a polymeric MDI with a part of the polyol component.

In the isocyanate-terminated polyisocyanate obtained by reacting a mixture of a monomeric MDI and a polymeric MDI with a part of the polyol component, the mixing ratio (mass ratio) of the monomeric MDI and the polymeric MDI is a monomeric MDI with respect to the mass of the polymeric MDI. The mass ratio (monomeric MDI/polymeric MDI) is preferably in the range of 30/70 to 90/10. The range is more preferably 32/68 or more and 80/20 or less. When the MDI mixing ratio (mass ratio) of the monomeric MDI and the polymeric MDI is in the range of 30/70 or more and 90/10 or less, it is possible to prevent the foam from deviating from the characteristics of the seat cushion material. Further, deterioration of moldability is suppressed.

Further, the isocyanate-end-modified polyisocyanate obtained by reacting a mixture of a monomeric MDI and a polymeric MDI with a part of the polyol component should be adjusted so that the NCO content (mass %) is finally 10 or more and 30 or less. Is preferred.

(Polyol component)
The polyol component is not particularly limited. Since the seat cushion material (urethane block 28) of the present disclosure may be applied to a vehicle seat (particularly a vehicle seat), it is difficult to cause hydrolysis as a polyol component (in terms of hydrolysis resistance). Excellent) and ether-based polyols are preferable. Specific examples of ether-based polyols include PPG-based (polyoxypropylene polyol, polyoxyethylene polyol, polyoxyethylene polyoxypropylene polyol), PTMG (polytetramethylene ether glycol), and PEG (polyethylene glycol). Those having a —O— bond (ether bond) such as

The weight average molecular weight of the polyol component may be in the range of 200 or more and 10,000 or less (preferably 600 or more and 9000 or less). The weight average molecular weight of the active hydrogen group (OH group) per functional group is preferably 200 or more and 4000 or less (preferably 300 or more and 3000 or less).

(catalyst)
The catalyst is not particularly limited, and various urethanization catalysts known in the field of urethane foam used as seat cushion materials can be used. For example, triethylamine, triethyldiamine, tripropylamine, tributylamine, N-methylmorpholine, N-ethylmorpholine, dimethylbenzylamine, N,N,N',N'-tetramethylhexamethylenediamine, N,N, N′,N′,N″-pentamethyldiethylenetriamine, bis-(2-dimethylaminoethyl)ether, triethylenediamine, 1,8-diaza-bicyclo(5,4,0)undecene-7,1,2- Amine-based catalysts of amine compounds such as dimethylimidazole, dimethylethanolamine, N,N-dimethyl-N-hexanolamine; organic acid salts of these amine compounds; stannas octoate; organometallic compounds such as zinc naphthenate. .. Further, amine-based catalysts having active hydrogen such as N,N-dimethylethanolamine and N,N-diethylethanolamine are also included. These catalysts may be used alone or in combination of two or more.

The addition amount of the catalyst is preferably 0.01% by mass or more and 10% by mass or less with respect to the polyol component. When the amount is 0.01% by mass or more, insufficient curing is easily suppressed, and when the amount is 10% by mass or less, deterioration in moldability is suppressed.

(Foaming agent)
The foaming agent is preferably a foaming agent containing water, and is preferably water alone.
The amount of water used as the foaming agent may be set according to the target expansion ratio with respect to 100 parts by mass of the polyol component.
When the foaming agent is used in combination with water, examples of the foaming agent other than water include methylene chloride, hydrochlorofluorocarbons (HCFC-123 etc.), hydrofluorocarbons (HFC-245fa etc.), butane, pentane (cyclopentane). , Isopentane, normal pentane) and other low boiling point organic compounds; formic acid and other organic acids; and the like.
Further, as a foaming agent, in addition to a foaming agent containing water, air, nitrogen gas, liquefied carbon dioxide, or the like may be mixed and dissolved in a mixed raw material for obtaining urethane foam. The amount of the foaming agent other than water may be set according to the target foaming ratio.

(Other ingredients)
The other components are components (additives) added as necessary. Examples of other components include a cross-linking agent, a colorant, a filler, a flame retardant, an antioxidant, an ultraviolet absorber, an antistatic agent, a foam stabilizer and the like. When other components are used, these may be used alone or in combination of two or more as needed.

Next, a method of manufacturing the suspension unit 10 of this embodiment will be described.

FIG. 3A shows the lower frame 24 placed on a work table (not shown). Then, first, as shown in FIGS. 3B and 4A, a part of the X link 26 is engaged with the lower frame 24 (first connecting member engaging step). That is, the front end portions of the pair of left and right second link members 54 forming the X link 26 are connected to the front end sides of the pair of left and right lower rails 44 of the lower frame body 40 via fastening members or the like not shown. Here, the front end portions of the pair of left and right second link members 54 are rotatable about the seat width direction with the fastening member or the like as the support shaft portion. Further, the rollers 66 (see FIG. 2A) attached to the left and right ends of the first rear connecting member 62 forming the X-link 26 are arranged in the pair of left and right lower rails 44, respectively.

Next, as shown in FIGS. 4B and 5A, the other part of the X link 26 is engaged with the upper frame body 30 (second connecting member engaging step). That is, the first front-side connecting member 58 (see FIG. 2A) forming the X-link 26 is connected to the front end sides of the pair of left and right upper rails 34 of the upper frame body 30 via fastening members or the like not shown. Here, the front end portions of the pair of left and right first link members 52 are rotatable about the seat width direction as an axial direction with a fastening member or the like inserted in the first front connecting member 58 as a support shaft portion. Further, the rollers 66 attached to the left and right ends of the second rear connecting member 64 that constitutes the X-link 26 are arranged in the pair of left and right upper rails 34, respectively. As a result, the upper frame body 30 and the lower frame 24 are connected via the X link 26.

Next, as shown in FIGS. 5B and 6A, the urethane block 28 is placed on the lower panel 42 (see FIG. 2A) of the lower frame 24 through the central portion 30A of the upper frame body 30 in the front-rear direction and the seat width direction. (Deformation member mounting step).

Next, as shown in FIGS. 6B and 7, the upper panel 32 is attached to the upper frame main body 30 (lid portion attaching step). The suspension unit 10 is manufactured through the above steps.

(Operation and effect of this embodiment)
Next, the operation and effect of this embodiment will be described.

As shown in FIGS. 1 and 2A, in the vehicle suspension seat 12 including the suspension unit 10 of the present embodiment, when the upward load F due to the vibration of the vehicle body is input to the lower frame 24, X The rollers 66 attached to the first rear connecting member 62 and the second rear connecting member 64 of the link 26 are moved rearward along the lower rails 44 of the lower frame 24 and the upper rails 34 of the upper frame 22. As a result, the angles of the pair of left and right second link members 54 with respect to the pair of left and right first link members 52 that form the X link 26 change, and the vertical distance between the lower frame 24 and the upper frame 22 becomes shorter. .. As a result, the urethane block 28 is deformed so as to be crushed in the vertical direction between the upper panel 32 of the upper frame 22 and the lower panel 42 of the lower frame 24. As a result, the load transmitted from the lower frame 24 to the upper frame 22 is reduced, and the vibration transmitted from the lower frame 24 to the upper frame 22 is damped by the deformation of the urethane block 28. As a result, the vibration transmitted to the occupant seated on the seat cushion 16 of the seat body 14 is reduced, and the riding comfort performance can be improved.

Here, in the vehicle suspension seat 12 including the suspension unit 10 of the present embodiment, the upper frame 22 is configured to move vertically with respect to the lower frame 24. As a result, the urethane block 28 provided between the upper panel 32 of the upper frame 22 and the lower panel 42 of the lower frame 24 is vertically deformed vertically. That is, the deformation direction of the urethane block 28 is determined, and the deformation mode of the urethane block 28 is determined according to the distance between the upper panel 32 of the upper frame 22 and the lower panel 42 of the lower frame 24. As a result, stable riding comfort performance can be obtained.

Further, in the present embodiment, the upper frame 22 is vertically moved in the vertical direction by the X link 26 with respect to the lower frame 24. In this configuration, the stroke of the upper frame 22 with respect to the lower frame 24 can be made larger than that in the configuration in which the upper frame 22 is moved in the vertical direction by the parallel link with respect to the lower frame 24. The parallel link is a type in which the upper frame 22 is moved in the horizontal direction (for example, the front-back direction) with respect to the lower frame 24 when the upper frame 22 is moved in the vertical direction with respect to the lower frame 24. It is a link.

Further, in the present embodiment, when the upper frame 22 is vertically moved in the vertical direction with respect to the lower frame 24, a portion of the upper panel 32 of the upper frame 22 which is in contact with the urethane block 28 and the lower panel 42 of the lower frame 24. In, the parallel state with the portion in contact with the urethane block 28 is maintained. As a result, a load is uniformly applied to the upper and lower planes of the urethane block 28, so that a high lifting force can be generated and a low spring constant can be obtained. Further, in this configuration, when the upper frame 22 is vertically moved in the vertical direction with respect to the lower frame 24, the upper panel 32 and the urethane block 28 slide and the lower panel 42 and the urethane block 28 slide. Can be suppressed. As a result, it is possible to suppress the friction between the upper panel 32 and the urethane block 28 and the friction between the lower panel 42 and the urethane block 28 from affecting the ride comfort performance. In addition, in the configuration in which the upper frame 22 is moved in the vertical direction with respect to the lower frame 24 by the above-mentioned parallel link, horizontal friction between the upper panel 32 and the urethane block 28 and horizontal movement of the lower panel 42 and the urethane block 28. It is considered that the friction in the direction affects the riding comfort performance.

Further, in this embodiment, a single urethane block 28 is used. Therefore, the workability of the deforming member mounting step (see FIGS. 5B and 6A) can be improved as compared with the configuration in which the plurality of urethane blocks are provided.

Further, in this embodiment, the upper panel 32 of the upper frame 22 and the upper surface of the urethane block 28 are in surface contact with each other, and the lower panel 42 of the lower frame 24 and the lower surface of the urethane block 28 are in surface contact with each other. As a result, when the urethane block 28 is deformed, it is possible to prevent the air in the urethane block 28 (air in the fine pores) from being discharged to the upper panel 32 side and the lower panel 42 side. In other words, when the urethane block 28 is deformed, most of the air in the urethane block 28 (air in the fine pores) can be discharged from only the front surface, rear surface, right surface, and left surface of the urethane block 28. it can. As a result, the vibration damping effect due to the deformation of the urethane block 28 can be enhanced.

Further, the suspension unit 10 of the present embodiment can be made lighter and cheaper than the configuration in which an air spring or an oil damper that functions similarly to the urethane block 28 is provided.

In the present embodiment, an example in which the urethane block 28 is formed in a rectangular parallelepiped shape has been described, but the present invention is not limited to this. The shape of the urethane block 28 may be appropriately set in consideration of load characteristics when the urethane block 28 is deformed. The urethane block 28 may be formed in a zigzag shape, an arc shape, or the like in a side view. The upper and lower surfaces of the urethane block 28 may be inclined at a slight angle with respect to the horizontal plane in a side view. Further, regarding the distance between the portion of the upper panel 32 of the upper frame 22 which is in contact with the urethane block 28 and the portion of the lower panel 42 of the lower frame 24 which is in contact with the urethane block 28, the load characteristics when the urethane block 28 is deformed. It may be set appropriately in consideration of the above.

Further, in the present embodiment, an example in which the upper frame 22 and the lower frame 24 are connected via the X link 26 has been described, but the present invention is not limited to this. If the upper frame 22 can move vertically with respect to the lower frame 24, the upper frame 22 and the lower frame 24 may be connected via another connecting member.

Here, from the viewpoint of reducing the vibration transmitted to the occupant seated on the seat cushion 16 of the seat body 14 and improving the riding comfort performance, the load input to the urethane block 28 (the load that tends to be crushed in the vertical direction). ) And the stroke (the amount of deformation of the urethane block 28 in the vertical direction) were found to be important experimentally. As a result, in consideration of the weight of the occupant seated on the seat cushion 16 of the seat body 14 and the road surface input (load input to the urethane block 28), the compression rate of the urethane block 28 is in the range of 10 to 40%. It was found that the shape and dimensions of the urethane block 28 should be set.

Here, in FIG. 2B, the data of the urethane block 28 of the present embodiment and the data of the MDI-based and TM-based urethanes are shown as comparative examples. Further, since the hysteresis loss of the urethane used in the urethane block 28 is lower than that of the MDI-based and TM-based urethanes, the durability can be improved. The hysteresis loss and 25% ILD described in the table of FIG. 2B are values measured by a method in accordance with Japanese Industrial Standard JIS K 6400-2 (2012).

Although one embodiment of the present invention has been described above, the present invention is not limited to the above, and various modifications other than the above can be carried out without departing from the spirit of the present invention. Of course.

10 Vehicle Seat Suspension Unit 16 Seat Cushion 22 Upper Frame (Upper Member)
24 Lower frame (lower member)
26 X-link (connecting member)
28 Urethane block (deformable member)
30 Upper frame body (upper member body)
32 upper panel (top plate, lid)
42 Lower panel (bottom plate)

Claims (5)

An upper member to which a seat cushion that supports a passenger's buttocks is fixed,
A lower member arranged on the lower side of the seat of the upper member and fixed to the vehicle body,
A connecting member that connects the upper member and the lower member and is operated to move the upper member vertically to the lower member in the seat vertical direction,
It is provided between the upper member and the lower member, and is deformed between the upper member and the lower member to reduce a load input from the lower member to the upper member. A deformable member for damping the vibration transmitted from the lower member to the upper member,
Suspension unit for vehicle seats equipped with. The upper member is configured to include a top plate portion having a flat surface on the lower side of the seat.
The lower member is configured to include a bottom plate portion whose surface on the seat upper side is formed in a flat shape and which is parallel to the surface of the top plate portion on the seat lower side,
2. The vehicle seat suspension unit according to claim 1, wherein the deforming member is deformed between a surface of the top plate portion on the seat lower side and a surface of the bottom plate portion on the seat upper side. The vehicle seat suspension unit according to claim 1 or 2, wherein the single deformable member is provided between the upper member and the lower member. The deformable member is formed using urethane foam,
The vehicle seat suspension unit according to any one of claims 1 to 3, wherein the shape and dimensions of the deformable member are set so that the compressibility of the deformable member is in the range of 10 to 40%. An upper member main body whose central portion in the seat front-rear direction and the width direction is opened, and a lid part which is attached to the upper member main body to close at least a part of the central portion of the upper member main body in the seat front-rear direction and the width direction. An upper member to which a seat cushion that supports the occupant's buttocks is fixed,
A lower member arranged on the lower side of the seat of the upper member and fixed to the vehicle body,
A connecting member that connects the upper member main body and the lower member and is operated to move the upper member vertically with respect to the lower member in the seat vertical direction,
It is provided between the lid portion and the lower member, and is deformed between the lid portion and the lower member to reduce the load input from the lower member to the upper member. A deformable member for damping the vibration transmitted from the lower member to the upper member,
Applied to a method for manufacturing a vehicle seat suspension unit including
A first connecting member engaging step of engaging a part of the connecting member with the lower member;
A second connecting member engaging step of connecting the upper member main body and the lower member via the connecting member by engaging another part of the connecting member with the upper member main body;
A deforming member mounting step of mounting the deforming member on the lower member through a central portion of the upper member main body in the seat front-rear direction and the width direction;
A lid attaching step of attaching the lid to the upper member main body;
A method for manufacturing a vehicle seat suspension unit having: