JP2022168254A - vehicle seat - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle seat which stably deforms at a specific position against a complicated input load exerted during a rear end collision to efficiently absorb impact energy generated during the rear end collision.

SOLUTION: A vehicle seat S includes: frame side parts 15a, 17a positioned at left and right sides of a seat back frame 1 and extending in a vertical direction; and frame extension parts 17a, 18 extending from the frame side parts 15a, 17a to the inner side in a horizontal direction. Holes 17k, which deform when an impact load is applied, are respectively formed in connection parts 17x which connect the frame side parts 15a, 17a to the frame extension parts 17b, 18.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2023,JPO&INPIT

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle seat, and more particularly to a vehicle seat capable of stably absorbing impact energy at the time of a rear-end collision.

In general, in the event of a so-called rear-end collision, such as when the rear part of a vehicle such as an automobile is collided from the rear, or when a large collision occurs while driving backwards, the seated occupant is rapidly moved rearward due to the inertia force, and the upper body of the occupant is injured. leans backward.

In general, the seat back of a vehicle seat is composed of a seat back frame made of metal and a cushion material placed on the seat back frame, which is covered with a skin material. Therefore, the amount of deformation of the seat back is not sufficient for this movement, and the load applied to the occupant's body may not be reduced efficiently. Moreover, since a large load is applied to the seat back, there is a possibility that the seat back may malfunction.

In order to solve such a problem, in Patent Document 1, when a rearward load is applied to the upper portion of the seat back frame, the side frames (described as "side members" in Patent Document 1) are configured to bend. , techniques have been proposed to alleviate the load applied to the occupant during rearward movement.

Japanese Patent No. 4200580

In the seatback frame disclosed in Patent Document 1, when a rearward load is applied as the occupant moves backward in a rear collision or the like, the side frames bend and the seatback frame absorbs the impact energy of the backward movement. be. However, in the seat back frame of Patent Document 1, it is impossible to deform the side frame by limiting the deformation portion (bending portion), so that the side frame is bent at any point in the vertical direction. As a result, since the bending point cannot be defined, the impact energy is transmitted to the entire seat back frame, the impact energy absorption efficiency is lowered, and it is difficult to stably mitigate the impact energy.

Therefore, the present applicant relates to a technique for absorbing impact energy by deforming the seat back frame. We have proposed a technique of preferentially bending the constricted portion to efficiently absorb the impact energy (Japanese Patent Application No. 2010-273867). By limiting the deformed portions of the seatback frame in this way, it is possible to efficiently absorb the impact energy.

However, in the above technology, there has been a demand for a technology capable of stably absorbing impact energy by further limiting the bending portion. That is, there has been a demand for a vehicle seat that has a configuration that promotes deformation of specific portions to facilitate deformation and bends stably against complex input loads applied to the seatback frame during a rear-end collision.

In addition, by improving the rigidity of parts other than the specific parts (deformable parts) that are prone to bending, it is easier to control the position of the deformable parts. There has been a demand for a technology capable of more efficiently absorbing impact energy by deforming.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle seat capable of efficiently absorbing the impact energy of a rear collision by stably deforming at a specific location against a complicated input load at the time of a rear collision. That's what it is. Another object of the present invention is to improve the rigidity of parts other than specific parts (deformable parts) that are easily deformed, thereby facilitating position regulation of the deformable parts. To provide a vehicle seat capable of efficiently and stably absorbing energy.

According to the vehicle seat of the present invention, the frame side portions positioned on the left and right sides of the seat back frame and extending in the vertical direction, and the frame extending inward in the left and right direction from the frame side portions are provided. and an extending portion, and a connecting portion that connects the frame side portion and the frame extending portion is formed with a hole that deforms when an impact load is applied.

Thus, by forming the hole at the boundary portion (connecting portion) between the frame side portion that constitutes the width of the seat back frame and the frame extending portion that extends inward in the seat width direction from the frame side portion, , the seatback frame can be easily bent and deformed rearward when an impact load such as a rear collision is applied. In the seatback frame, the connecting portion between the frame side portion and the frame extending portion has high rigidity against the load along the extending direction (vertical direction) of the connecting portion. When the impact load of a collision is applied, the connecting portion is less likely to bend. However, since the connecting portion is provided with a hole that is deformed by the impact load, when the impact load is applied, the hole is first deformed, and the seat back frame is bent vertically from the hole and deformed. easier to do. Therefore, when an impact load is applied, the seatback frame can be stably bent with the hole as a starting point, and the impact energy can be efficiently absorbed.
In addition, since the hole is provided in a portion with high rigidity such as the connecting portion, the bent portion can be limited to the vicinity of the hole, compared to the case where the hole is formed in other portions.

At this time, it is preferable that at least one of the frame side portion and the frame extending portion has a fragile portion connected to the hole portion.
By further providing the fragile portion connected to the hole in this way, the fragile portion deforms preferentially over the other portions when an impact load is applied, so that the seatback frame is easily deformed. In this way, since the fragile portion is further formed as a portion that is deformed when an impact load is applied, not only the hole portion but also the fragile portion is flexurally deformed to deform the position and direction of deformation of the seat back frame. can be controlled, and the impact energy can be efficiently absorbed.

Moreover, as in claim 3, it is preferable that the hole is formed so as to be deformed by an impact load smaller than that of the fragile portion.
In this way, since the hole is formed to be deformed more easily than the fragile portion with respect to the impact load, when the impact load is applied, the hole can be deformed first, and then the fragile portion can be deformed. . Complex input loads are applied to the vehicle seat at the time of a rear-end collision, etc., but by providing a hole that deforms more easily than the fragile portion, the fragile portion that is connected to the hole first deforms and then the fragile portion. is deformed. As a result, the deformation (bending) position and bending deformation (bending) portion of the seat back frame can be limited.
That is, with the above configuration, when an impact load is applied, deformation of the hole can be accelerated and the fragile portion can be deformed with the hole as a starting point. Therefore, when an impact load is applied to the vehicle seat, the fragile portion deforms and can stably absorb the impact energy.

At this time, as in claim 4, the weakened portion has an inner weakened portion formed in the frame extension portion, and the inner weakened portion includes a horizontal portion extending along the horizontal direction. a bent portion formed at one end side of the horizontal portion in the longitudinal direction; It is preferable to extend to the vertical end of the portion sandwiched between the two.
In this way, the inwardly weakened portion provided in the frame extending portion formed inward in the left-right direction (width direction) of the seat is composed of a horizontal portion extending substantially horizontally in the left-right direction of the seat and a bent portion. It has an inclined portion extending from the horizontal portion.
At the time of a rear-end collision, the impact load applied to the seatback frame that constitutes the vehicle seat is mainly a rearward load, more specifically a load applied in a direction in which the seatback frame tilts rearward, but it is a complicated input load. Therefore, by constructing the inwardly weak portion with a horizontal portion, a curved portion, and an inclined portion, it is possible to absorb the impact energy mainly by the horizontal portion and the inclined portion even for a complicated input load such as in the case of a rear-end collision. be. Therefore, compared to the case where the weakened portion is formed in a straight line, by forming the inner weakened portion with a horizontal portion, a curved portion, and an inclined portion, it is possible to cope with a complicated input load and efficiently dissipate the impact energy. can be well absorbed. As a result, the inner weakened portion can stably absorb the impact energy.
Furthermore, by providing the horizontal portion, the ridge line of the horizontal portion can receive a side load (a load in a direction parallel to the extending direction of the horizontal portion). can be improved, which is preferable. In addition, since the inclined portion can also receive the side load, the rigidity against the side load is further improved.
In addition, by providing the bent portion and the inclined portion in the inwardly weakened portion, it is possible to improve the rigidity of the portion other than the horizontal portion that mainly bends against the backward tilting load, so that the horizontal portion can be bent. Become.

At this time, as in claim 5, it is preferable that the inner weakened portion is a concave portion recessed forward.
In this way, by forming the inner weakened portion as a concave portion, the configuration becomes simple, and the weakened portion can be easily formed.

Furthermore, as in claim 6, it is preferable to have a reinforcing portion above or below the fragile portion.
In this way, when the reinforcing portion is provided above or below the fragile portion, the reinforcing portion is provided at a position that does not overlap with the fragile portion in the front-rear direction, and the portion other than the fragile portion is reinforced by the reinforcing portion. Therefore, when an impact load is applied, it is possible to suppress deformation of the seatback frame from a portion other than the weak portion, facilitating position regulation of the deformed portion of the seatback frame and guidance of deformation.

At this time, it is more preferable that the reinforcing portion is provided on at least one of the front side and the rear side of the fragile portion.
When the reinforcing part is provided in front of the weak part, the input of load from the front to the part that overlaps the reinforcing part of the seat back frame in the front-rear direction is restricted, suppressing deformation from parts other than the weak part. can do. Further, when the reinforcing portion is provided behind the weakened portion, rearward deformation of the portion overlapping the reinforcing portion of the seat back frame in the front-rear direction is restricted, thereby suppressing deformation of portions other than the weakened portion. be able to. In this way, by providing the reinforcing portion in at least one of the front and rear of the weakened portion, it is possible to suppress deformation of the seat back frame from portions other than the weakened portion when an impact load is applied. It becomes easy to regulate the position of the deformed portion of the seat back frame and guide the deformation.

Preferably, one end of the reinforcing portion overlaps with the hole in the front-rear direction, including at least a boundary portion between the hole and the fragile portion.
In this manner, one end of the reinforcing portion is provided at a position overlapping the hole in the front-rear direction, including at least the boundary portion between the hole and the fragile portion, so that deformation of the hole due to the impact load can be inhibited. In addition, the direction of deformation of the hole can be defined even for complicated input loads. The hole and the fragile part are connected through the boundary. In order to efficiently transmit the impact energy, it is desirable that the deformation of the hole is not hindered and that the hole deforms in a desired direction. By providing the reinforcing portion as described above, the deformation of the hole can be restricted, the deformation can be easily guided, the impact energy can be efficiently absorbed, and the seat back frame can be properly deformed. It becomes possible.

Also, at this time, it is preferable that a bulging part attachment portion is formed on the side opposite to the bending direction of the bending portion.
In this way, by forming the component mounting portion on the outer peripheral side of the bending direction of the inner weakened portion (the obtuse side of the angle formed by the horizontal portion and the inclined portion), the rigidity of the portion in the outer peripheral direction of the weakened portion is improved. can be made When an impact load is applied, the fragile portion deforms so as to bend up and down along the extending direction of the horizontal portion. is improved and it becomes difficult to bend. As a result, when an impact load is applied, the horizontal part, the curved part, and the inclined part can be flexed and deformed in order. can be efficiently and stably absorbed.
In addition, by providing a plurality of recesses and protrusions and attaching parts such as harnesses to some of them, there is no need to separately assemble members for attaching parts, so it is possible to save space and further reduce the manufacturing process. can be shortened.

Furthermore, as in claim 10, a reinforcing portion provided behind the fragile portion can be configured as the article attachment portion.
By configuring the reinforcing portion provided behind the fragile portion as the article mounting portion in this manner, the reinforcing portion has a function of mounting a component and a function of a deformation guide for regulating the position of the deformed portion of the seatback frame. Therefore, it is possible to contribute to the deformation of the seat back frame while reducing the number of parts.

Furthermore, as in claim 11, a seating frame is further provided below the seat back frame, the seat back frame has side frames positioned on the left and right, and the weakened portion is a side portion of the frame. and between said seat frame and said side frame.
In this way, the side weakened portions that constitute the weakened portion are provided between the seating frame and the side frames, that is, at a position that does not overlap these frames. By forming the side fragile portion at this position, when an impact load is applied, the side fragile portion can be flexurally deformed without improving the rigidity of the side fragile portion due to the seating frame or the side frame. As a result, when a load in the rearward tilting direction is applied to the seatback frame due to a rear-end collision, etc., the deformation of the side fragile parts is not hindered by the seating frame or the side frames, so the impact energy can be efficiently absorbed. can be done.

According to the first aspect of the present invention, the seatback frame is provided with a hole in the connecting portion between the frame side portion and the frame extension portion, so that the seatback frame is deformed starting from the hole in the event of a rear-end collision, thereby stabilizing the seatback. As a result, the vehicle seat can absorb impact energy.
According to the invention of claim 2, by providing not only the hole but also the fragile portion, the fragile portion is deformed when an impact load is applied, and the deformation position and deformation direction of the seat back frame can be controlled. can. Therefore, the vehicle seat can stably and efficiently absorb impact energy.
According to the invention of claim 3, by forming the hole more easily deformable than the fragile portion, the hole can be bent first and then the fragile portion can be bent when an impact load is applied. Therefore, it is possible to limit the bending position and the bending portion of the seat back frame, and to stably absorb the impact energy.
According to the fourth aspect of the invention, the inwardly weakened portion is provided with a horizontal portion, a curved portion, and an inclined portion, so that the inwardly weakened portion is stably flexurally deformed even against a complicated input load at the time of a rear-end collision. can be made easier to absorb impact energy.
According to the fifth aspect of the invention, the inner weakened portion can have a simple configuration and can be easily molded.
According to the sixth aspect of the present invention, the reinforcing portion is provided on at least one of the upper side and the lower side of the weakened portion, thereby suppressing deformation of the seat back frame from a portion other than the weakened portion, thereby preventing deformation of the deformed portion of the seat back frame. Position regulation becomes easier.
According to the invention of claim 7, by providing the reinforcing portion at least one of the front and rear of the weakened portion, it is possible to suppress deformation of the seat back frame from a portion other than the weakened portion, thereby preventing deformation of the deformed portion of the seat back frame. Position regulation becomes easier.
According to the eighth aspect of the invention, the one end of the reinforcing portion is provided at a position overlapping the hole in the front-rear direction, including at least the boundary portion between the hole and the fragile portion, so that deformation of the hole due to impact load is prevented. , and the direction of deformation of the hole can be defined even for a complicated input load.
According to the ninth aspect of the invention, in the vicinity of the bent portion of the inner weakened portion, the component mounting portion is formed on the outer peripheral side in the bending direction. Since the rigidity in the vicinity can be improved, it is possible to bend and deform the fragile portion from the horizontal portion to the bent portion and the inclined portion. Therefore, it is possible to provide a vehicle seat with high impact energy absorption efficiency.
According to the invention of claim 10, by forming the reinforcing portion provided behind the fragile portion as an article mounting portion, it is possible to contribute to deformation of the seat back frame while reducing the number of parts.
According to the eleventh aspect of the invention, by providing the side fragile portion between the seat frame and the side frame, when an impact load is applied, the deformation of the side fragile portion is not hindered, and the impact is extremely efficient. A vehicle seat capable of absorbing energy can be provided.

1 is a schematic perspective view of a vehicle seat according to a first embodiment of the invention; FIG. 1 is a schematic perspective view of a seat frame according to a first embodiment of the invention; FIG. It is a rear view of the seat frame according to the first embodiment of the present invention. 1 is a schematic perspective view of a lower frame foundation according to a first embodiment of the invention; FIG. FIG. 5 is a cross-sectional view taken along line AA of FIG. 4; FIG. 4 is an explanatory diagram showing a state after a rear-end collision of the lower frame base portion according to the first embodiment of the present invention; FIG. 4 is an explanatory diagram showing a state after a rear-end collision of the lower frame according to the first embodiment of the present invention; FIG. 4 is an explanatory diagram showing a state after a rear-end collision of the lower frame according to the first embodiment of the present invention; FIG. 5 is a schematic perspective view of a vehicle seat according to a second embodiment of the invention; FIG. 7 is a partially enlarged explanatory view of a lower frame bridging portion and a frame side portion according to the second embodiment of the present invention; FIG. 5 is a partial cross-sectional view of a lower frame according to a second embodiment of the invention; FIG. 5 is a rear view of a seat frame according to a second embodiment of the invention;

Hereinafter, embodiments of the present invention will be described with reference to the drawings. It should be noted that the members, arrangement, etc., described below do not limit the present invention, and can of course be modified variously along the gist of the present invention. In the present specification, the term "vehicle" refers to vehicles for moving on the ground, such as automobiles and railways, which have wheels, aircraft, ships, etc., which can be fitted with seats. Also, the normal seating load includes seating shock that occurs when the vehicle is seated, acceleration load that occurs when the vehicle suddenly starts, and the like. The impact energy at the time of a rear-end collision is the energy due to the large load that occurs at the time of a rear-end collision. It does not include the energy due to the load in the load area similar to the load.
Further, the left-right direction means the left-right direction when the vehicle faces forward, and is the direction that coincides with the width direction of the seatback frame 1 described later. Further, the front-rear direction means the front-rear direction when the passenger is seated.

1 to 8 relate to a first embodiment of the present invention, FIG. 1 is a schematic perspective view of a vehicle seat, FIG. 2 is a schematic perspective view of a seat frame, FIG. 3 is a rear view of the seat frame, and FIG. 4 is a schematic perspective view of the base of the lower frame, FIG. 5 is a cross-sectional view taken along line AA of FIG. 4, FIG. 6 is an explanatory view showing the state of the base of the lower frame after a rear collision, and FIGS. FIG. 4 is an explanatory diagram showing a state after a rear-end collision of the frame;

<<Basic Configuration of Vehicle Seat S>>
A vehicle seat S according to a first embodiment will be described with reference to FIGS. 1 to 8. FIG.
As shown in FIG. 1, the vehicle seat S includes a seat back S1 (back portion), a seating portion S2, and a headrest S3. , 2a are placed and covered with skin materials 1b and 2b. The headrest S3 is formed by disposing a pad material 3a on a core material (not shown) of the head and covering it with a skin material 3b. Reference numeral 19 is a headrest pillar that supports the headrest S3.

As shown in FIG. 2, the seat frame F of the vehicle seat S is composed of a seat back frame 1 forming a seat back S1 and a seating frame 2 forming a seating portion S2.
The seating frame 2 has the cushion pad 2a placed thereon as described above, and the cushion pad 2a is covered with the upholstery material 2b to support the occupant from below. The seat frame 2 is supported by legs (not shown), and inner rails (not shown) are attached to the legs. is assembled in
A rear end portion of the seating frame 2 is connected to the seat back frame 1 via a reclining mechanism 11 .

The reclining mechanism 11 has at least a reclining shaft 11a along the rotation axis of the reclining mechanism 11, and the reclining shaft 11a extends below the seatback frame 1 (more specifically, the pair of side frames 15). The shaft insertion holes 17c (see FIGS. 4 to 6) provided in the pair of lower frame base portions 17 (member sides) are fitted so as to protrude from the side portion of the seat frame F. As shown in FIG.

The seat back S1 has the cushion pad 1a placed on the seat back frame 1 as described above, and the cushion pad 1a is covered with the skin material 1b to support the back of the occupant from behind. . In the present embodiment, as shown in FIG. 2, the seatback frame 1 is a substantially rectangular frame, and includes side frames 15, an upper frame 16, a lower frame base portion 17, and a lower frame bridging portion 18. and

Two (a pair of) side frames 15 are spaced apart in the left-right direction and arranged to extend in the up-down direction so as to form the width of the seat back. An upper frame 16 connecting the upper end sides of the pair of side frames 15 extends upward from the side frames 15 . The upper frame 16 extends upward from one side frame 15 and then bends to extend to the other side frame 15 .

The upper frame 16 made of a member having a closed cross-sectional shape (for example, a circular cross section, a rectangular cross section, etc.) is bent in a substantially U shape as shown in FIG. The side surface portion 16a of the upper frame 16 is arranged so as to partially overlap the side plate 15a of the side frame 15 along the vertical direction, and is fixedly joined to the side frame 15 at this overlapping portion. Although the upper frame 16 is formed of a tubular member having a circular cross section in the first embodiment, it may be a tubular member having a rectangular cross section.

A headrest S3 is arranged above the upper frame 16 . As described above, the headrest S3 is configured by providing the pad material 3a on the outer periphery of the core material (not shown) and covering the outer periphery of the pad material 3a with the skin material 3b. A pillar support portion 19 a is provided on the upper frame 16 . A headrest pillar 19 (see FIG. 1) that supports the headrest S3 is attached to the pillar support portion 19a via a guide lock (not shown) so that the headrest S3 is attached. Although the seat back S1 and the headrest S3 are separately formed in the first embodiment, a bucket type seat back S1 and the headrest S3 may be formed integrally.

The side frame 15 forming part of the seatback frame 1 is, as shown in FIG. It has a front edge portion 15b that is bent inward in a U shape from the end located on the front side of the vehicle and folded back, and a rear edge portion 15c that is bent inward in an L shape from the rear end portion.

The front edge portion 15b of this embodiment is formed with a protrusion 15d projecting toward the rear edge portion 15c. A locking hole is formed as a locking portion.
A moving member 30, which will be described later, is engaged with the side frame 15 of the present embodiment. The configuration and action of the moving member 30 will be described later.

<<Configuration of Pressure Receiving Member 20>>
A pressure receiving member 20 as a pressure receiving member that supports the cushion pad 1a from behind is disposed in the seat back frame 1 (between the side frames 15 on both sides) in the inner region of the seat back frame 1 .

The pressure-receiving member 20 of the present embodiment is a member formed by forming resin into a plate-like, substantially rectangular shape, and smooth unevenness is formed on the surface of the side that contacts the cushion pad 1a. On the upper and lower sides of the back side of the pressure-receiving member 20, as shown in FIG. 2, claws are formed for engaging a wire 21 as an upper connecting member and a wire 22 as a lower connecting member. .

The pressure receiving member 20 of this embodiment is supported by the connecting member. That is, two wires 21 and 22 as connecting members are laid between the side frames 15 on both sides, and the pressure receiving member 20 is connected to the pressure receiving member 20 by claws formed at predetermined positions on the upper and lower sides of the back side of the pressure receiving member 20 . It engages and supports the pressure receiving member 20 on the back surface of the cushion pad 1a. The wires 21 and 22 are made of a steel wire material having spring properties, and are formed with projections and depressions as connecting portions.

In particular, of the two wires 21 and 22 locked to the pressure receiving member 20 of this embodiment, the upper wire 21 is made of a wire thinner than the lower wire 22 . This makes it easier for the pressure receiving member 20 to move rearward in the upward direction than in the downward direction.

In addition, since the wire 22 is made of a thick wire material, it has high rigidity and is not easily deformed when normally seated. Therefore, when normally seated, the upper portion of the pressure receiving member 20 supported by the wire 21 made of a thin wire tends to move rearward, while the lower portion of the pressure receiving member 20 supported by the wire 22 made of a thick wire does not move rearward greatly. . As a result, when the passenger is normally seated, the upper portion of the pressure receiving member 20 sinks appropriately rearward and the lower portion supports the occupant's body.

Furthermore, since the wires 21 and 22 are formed with uneven portions, they are greatly deformed by a predetermined load or more (a load larger than the load for moving or rotating the impact reduction member described later), and the pressure receiving member 20 is further expanded. is configured to move backward with a movement amount of

As shown in FIG. 2, of the two wires 21 and 22 locked to the pressure receiving member 20 of this embodiment, both ends of the wire 21 locked on the upper side are provided on the side frames 15 on both sides. It is hooked on the shaft support portion 21a. On the other hand, both ends of the wire 22 locked on the lower side are hooked on moving members 30 mounted on the left and right side frames 15 .

The wire 22 made of a wire material thicker than the wire 21 is less likely to deform as described above, and the lower portion of the pressure receiving member 20 is less likely to move rearward when normally seated. Therefore, a moving member 30 is attached to the end of the wire 22 in order to secure a sufficient amount of subduction during a rear-end collision.

<<Configuration of Moving Member 30>>
When an impact load greater than a predetermined amount is applied to the pressure receiving member 20 due to a rear collision or the like, the moving member 30 as the impact reduction member moves rearward of the vehicle by the impact load transmitted through the connecting member (wire 22) and moves toward the pressure receiving member. 20 is moved rearward to move the occupant rearward. Note that "movement" refers to movements such as horizontal movement and rotation. In this embodiment, the moving member 30 that rotates about the shaft portion 32 as a rotation axis will be described. By moving the moving member 30 rearward of the vehicle, the pressure receiving member 20 can be largely moved rearward of the vehicle, and as a result, the occupant is moved rearward, so that the load applied to the occupant can be efficiently reduced.

As shown in FIG. 2, the moving member 30 of the present embodiment is rotatably supported inside the side plates 15a of the side frames 15 on both sides via a shaft portion 32 as a rotating shaft, and serves as a connecting member. , and is connected to a spring (tension coil spring 35 ) as a biasing means for biasing the wire 22 . In other words, the moving member 30 is connected to the biasing means 35 and configured to bias the pressure receiving member 20 toward the front side of the seatback frame 1 via the wire 22 as a connecting member.
The moving member 30 of the present embodiment is pivoted by a rotatable shaft portion 32 to a convex portion 15e formed by bulging the inner side of the side frame 15, more specifically, a part of the side plate 15a toward the inner side of the seat. supported.

The moving members 30 described above are attached to the side frames 15 on both sides, and both ends of the wire 22 are hooked to the moving members 30 respectively arranged on both sides. configured to operate.
In this embodiment, the moving members 30 are attached to the side frames 15 on both sides, and the moving members 30 attached to both sides are configured to move (rotate) independently of each other. Therefore, when the load is biased in the left-right direction, the moving members 30 attached to the side frames 15 on both sides move (rotate) independently according to the load. Depending on the size, the occupant's body can be sunk backward.

(Action and effect of pressure receiving member 20 and moving member 30)
The configuration and operation of the pressure receiving member 20 and the moving member 30 will be described below.
When the occupant is normally seated, tension is generated through the cushion pad 1a in the seat back S1, the pressure receiving member 20, and the wire 22 to move (rotate) the moving member 30 rearward. On the other hand, the tension coil spring 35 urges the moving member 30 to move (rotate) forward of the seatback frame 1 . Here, since the extension coil spring 35 connected to the moving member 30 has a load characteristic that does not bend in the load range that occurs when the user is normally seated, the moving member 30 is always restrained at the initial position. . In other words, the force for returning to the initial state against the force for moving (rotating) the moving member 30 is maximized when the seat is normally seated.

The movement blocking portion 39 provided on the moving member 30 is a contact portion that contacts the rear edge portion 15c of the side frame 15 after the movement (rotation) of the moving member 30 to prevent movement (rotation). .
The movement blocking portion 39 of the moving member 30 is integrally formed by extending the moving member 30 in the outer peripheral direction. 15c), the movement (rotation) of the moving member 30 can be stably stopped even when an impact load exceeding a predetermined amount is applied to the pressure receiving member 20 due to a rear collision or the like.
This movement blocking portion 39 is formed at a position where it does not interfere with the biasing means (tension coil spring 35) or connecting member (wire 22).

In this embodiment, the movement blocking portion 39 of the moving member 30 is configured to directly contact the side frame 15 to block movement (rotation). In order to eliminate abnormal noise generated at the time of contact, a noise-reducing member such as rubber having a thickness that does not hinder the stability of the movement (rotation) stop of the moving member 30 may be attached between the two. , a stable movement (rotation) can be prevented, and a noise reduction effect can be expected.

At all times, the moving member 30 abuts the side frame 15 (more specifically, the part of the convex portion 15e that is cut away) to stop the upward force exerted by the tension coil spring 35, so that the moving member 30 The range of movement (rotation) is limited to prevent excessive forward movement (rotation).

In the event of a rear-end collision, when the occupant attempts to move backward due to inertia, this load moves (rotates) the moving member 30 rearward via the pressure receiving member 20 and the wire 22 locked to the pressure receiving member 20 . tension is applied in the direction of movement). The tension at this time is a sufficient load to extend the tension coil spring 35 holding the moving member 30 in the initial position and to move (rotate) the moving member 30 backward.

The threshold of the force at which the moving member 30 starts to move (rotate) is set to a value larger than the normal seating load.
Here, regarding the threshold of the force for starting the movement (rotation) of the moving member 30, the seat back S1 is applied to the seat back S1 in the normal seated state (here, the small impact caused by the seat impact and the sudden start of the vehicle is excluded). Since the applied load is about 150N, the threshold is preferably a value larger than 150N.

In addition, it is preferable to set the value to a value larger than 250N in consideration of the seating impact that occurs when the vehicle is normally seated and the load that occurs during acceleration due to sudden start of the vehicle. does not work and remains stable.

As described above, by moving (rotating) the moving member 30 rearward, the wire 22 hooked on the moving member 30 moves rearward, and the pressure receiving member 20 engaged with the wire 22 moves backward. Then, the cushion pad 1a supported by the pressure-receiving member 20 moves rearward, allowing the occupant to sink into the seat back S1.

Since the moving member 30 has the movement (rotational) characteristics as described above with respect to the tension generated via the wire 22, the occupant can be reliably and efficiently seated back in the event of a rear-end collision. It can be sunk into the cushion pad of S1.
At this time, the occupant's back sinks into the seat back S1 and moves backward, but since the position of the headrest S3 does not change relative to the seat back S1, the gap between the headrest S3 and the occupant's head Since the head is contracted and the head can be supported by the headrest S3, the impact applied to the neck can be effectively reduced.

In the present embodiment, an example in which the moving member 30 is provided on both the left and right side frames 15 is shown, but the moving member 30 may be provided on only one of the side frames 15 . In this case, the wires 21 and 22 can be directly locked to the side frame 15 on the side where the moving member 30 is not provided.

<<Configuration of Lower Frames 17 and 18>>
A lower frame of the seatback frame 1 is composed of a lower frame base portion 17 and a lower frame bridge portion 18 . The lower frame bridging portion 18 (member center) is formed to connect a pair of lower frame base portions 17 spaced apart in the left-right direction, and is arranged in contact with the lower frame base portions 17. ing. The lower frame base portion 17 is connected to the lower side of the side plate 15 a of the side frame 15 . The lower frame base portion 17 is formed so as to extend below the side plate 15a, and is extended within a range that does not hinder the relationship with the seating frame 2. As shown in FIG.
In the seatback frame 1 of the present embodiment, the side frames 15 and the lower frame base portion 17 are formed of separate members, but they may be formed of an integrated plate-like frame or the like. Although the lower frame base portion 17 and the lower frame bridging portion 18 are shown as separate members, they may be integrally formed.

(Structure of Lower Frame Foundation 17)
As shown in FIG. 4, the lower frame base portion 17 includes side plates 17a as frame side portions positioned on the left and right sides of the seatback frame 1 and extending in the vertical direction, and laterally inner sides of the side plates 17a. A connecting portion 17x connecting the side plate 17a and the intermediate plate 17b has a hole portion 17k that deforms when an impact load is applied. formed. The "frame side portion" includes the side plate 15a of the side frame 15, and the "frame extension portion" includes the rear edge portion 15c of the side frame 15 and the lower frame bridging portion 18. As an embodiment, an example in which a hole portion 17k is formed in the lower frame base portion 17 is shown.

The lower frame base portion 17 is formed by bending the side plate 17a joined to the side plate 15a of the side frame 15 and the rear end portion of the side plate 17a toward the inner side of the side frame 15 substantially perpendicularly. and an intermediate plate 17b. Below the side plate 17a, a shaft insertion hole 17c through which the reclining shaft 11a is inserted is formed.

Further, in the side plate 17a, a plurality of mounting holes 17d for mounting the lower frame base portion 17 to the side frame 15 are formed above the shaft insertion holes 17c. Below the side frame 15, a hole is provided at a position aligned with the mounting hole 17d when the side plate 17a is overlaid. A joining means such as a bolt is passed through the attachment hole 17d to join the side frame 15 and the lower frame base portion 17 together. It is not necessary that all of the plurality of mounting holes 17d are fixed to the side frame 15, and a structure in which a member other than the side frame 15 is mounted may be employed.

At least one of the side plate 17a and the intermediate plate 17b has fragile portions 17e and 17m connected to the hole portion 17k. In this specification, the term “weak portion” refers to a portion that is vulnerable to deformation when an impact load greater than or equal to a predetermined size is applied, such as in the event of a rear-end collision. In this embodiment, as shown in FIGS. 4 and 5, etc., a configuration in which both the side plate 17a and the intermediate plate 17b are provided with weakened portions (an inner weakened portion 17e and a side weakened portion 17m) is shown. .

The intermediate plate 17b is formed with an inwardly weakened portion 17e that is flexible against a predetermined impact load or more in order to efficiently absorb the impact energy in the event of a rear-end collision. The inwardly weakened portion 17 e is formed by a concave portion which has a substantially semicircular cross section and is recessed forward, and is formed so as to extend toward the inner side of the pair of side frames 15 . In other words, the inwardly weakened portion 17e is a recess formed to be recessed toward the inside of the side frame 15 along the lateral direction, that is, the seat width direction.

When an occupant suddenly moves rearward in a rear-end collision or the like, the inner fragile portion 17e is crushed vertically by receiving the impact load, and the lower frame base portion 17 is deformed so as to be bent. , the seat back frame 1 is tilted backward along with this deformation. Therefore, it is preferable that the inner weakened portion 17e is formed in the lower frame base portion 17 provided below the side frame 15, among the members constituting the lower frame. In addition, if the lower frame base portion 17 can be sufficiently bent in order to absorb the impact energy at the time of a rear collision, the inner weakened portion 17e may be recessed so as to be recessed rearward. Furthermore, if the strength is enough to withstand a normal seating load, only the portion forming the inner weakened portion 17e may be made thinner so as to facilitate deformation of the inner weakened portion 17e.

The inner weakened portion 17e formed in the intermediate plate 17b of the lower frame base portion 17 is a horizontal member extending along the longitudinal direction (seat width direction) of the lower frame (more specifically, the lower frame bridge portion 18). A portion (horizontal portion 17f), a bent portion 17g formed at one end in the longitudinal direction of the horizontal portion 17f, and an inclined portion 17h extending obliquely upward from the bent portion 17g.

The horizontal portion 17f constituting the inwardly weakened portion 17e has a portion of the inwardly weakened portion 17e (more specifically, the horizontal portion 17f) at the end on the side facing the bent portion 17g in the longitudinal direction. Notched. This cutout portion is the hole 17k, and the hole 17k and the inner weakened portion 17e are formed to be connected. In this way, since the inner weakened portion 17e and the hole portion 17k are formed so as to be connected, when an impact load such as a rear-end collision is applied to the lower frame base portion 17, as described below, The inner fragile portion 17e of the lower frame base portion 17 deforms starting from the hole portion 17k, thereby absorbing the impact energy.

The horizontal portion 17f can be bent and deformed so as to be crushed in the vertical direction when a predetermined impact load (a larger impact load than when a person is normally seated) is applied to the seatback frame 1 due to a rear collision or the like. (see Figure 6). As a result, the backward tilting load can be stably and efficiently absorbed. Further, since the horizontal portion 17f extends in the seat width direction, that is, along the longitudinal direction of the lower frame installation portion 18, even if a lateral load is applied, the load can be received by the ridge portion. is possible, and the rigidity of the lower frame base portion 17 against the load in the seat width direction is significantly improved.

As shown in FIG. 4, the horizontal portion 17f extends to the boundary portion between the intermediate plate 17b and the side plate 17a, that is, the portion where the hole portion 17k is formed. In other words, the hole 17k is formed at the boundary portion between the intermediate plate 17b and the side plate 17a, that is, the connecting portion 17x. The hole 17k is formed so as to be deformed by a smaller impact load than the fragile portions (inner fragile portion 17e and lateral fragile portion 17m, which will be described later).

The lower frame base portion 17 is formed by bending the intermediate plate 17b from the rear end portion of the side plate 17a inward in the seat direction. It has Therefore, depending on the magnitude of the impact load, the lower frame base portion 17 may be difficult to deform in the vertical direction, making it difficult to efficiently absorb the impact energy. However, since the hole 17k is formed at the boundary portion (connecting portion 17x) between the intermediate plate 17b and the side plate 17a, the hole 17k becomes a fragile portion (inward Since it is formed to be deformable more easily than the fragile portion 17e and the later-described side fragile portion 17m), the hole portion 17k can be first deformed so as to be crushed in the vertical direction. As a result, the upper part of the lower frame base portion 17 is deformed so as to tilt backward, so it is possible to efficiently absorb the energy of the backward tilting load.

In order to make the hole 17k deform more easily than the fragile portion (the inner fragile portion 17e and the lateral fragile portion 17m described later) against the impact load, for example, the width of the hole 17k (the size in the height direction) ) should be at least equal to or slightly larger than the width of the horizontal portion 17f in the lateral direction (vertical direction). By forming the size of the hole portion 17k in the height direction to be equal to or larger than the width of the horizontal portion 17f in the vertical direction, when an impact load such as a rear-end collision is applied, the hole portion 17k is positioned ahead of the horizontal portion 17f. Since the hole 17k is easily deformed, the inner fragile portion 17e can be deformed starting from the hole 17k.

As described above, the inner weakened portion 17e includes the inclined portion 17h extending from the horizontal portion 17f via the bent portion 17g. It extends to the vertical end of the portion sandwiched between the side plates 17a, 17a provided on the pair of lower frame base portions 17, 17. As shown in FIG. In other words, the inclined portion 17h extends in the left-right direction to the upper end portion or the lower end portion of the intermediate plate 17b provided inside the seat.
In this embodiment, the inclined portion 17h is bent upward toward the inner side of the seat and extends to the inclined upper end portion of the intermediate plate 17b.

In this way, the inner weakened portion 17e does not have a configuration in which only the horizontal portion 17f extends in a horizontal straight line. By adopting the configuration including the curved portion (slanted portion 17h), the rigidity of the lower frame base portion 17 is improved around the bent portion 17g and the inclined portion 17h. Therefore, when the seatback frame 1 tilts backward due to a rear collision or the like and a load that deforms the seatback frame 1 is applied, the horizontal portion 17f is particularly easily deformed, and the impact energy can be efficiently absorbed.
Further, by extending the inclined portion 17h to the upper end of the intermediate plate 17b, it becomes easier to bend the inner weakened portion 17e as a whole.

The inclined portion 17h may be formed substantially perpendicular to the horizontal portion 17f, but is preferably formed to be inclined with respect to the horizontal portion 17f. That is, it is preferable that the inclined portion 17h forms an acute or obtuse angle with respect to the horizontal portion 17f. When the inclined portion 17h is formed substantially perpendicular to the horizontal portion 17f, the rigidity of the intermediate plate 17b against the rearward tilting load is improved by the inclined portion 17h when a rearward tilting load is applied to the seatback frame 1. , the horizontal portion 17f is less likely to be deformed by the backward tilting load. On the other hand, when the inclined portion 17h forms an acute or obtuse angle with respect to the horizontal portion 17f, the intermediate plate 17b is appropriately deformed and the horizontal portion 17f can be bent.

The horizontal portion 17f is formed with a hole portion 17k at the end portion opposite to the end portion where the bent portion 17g and the inclined portion 17h are formed. Therefore, since the hole portion 17k is formed at the position farthest from the bent portion 17g and the inclined portion 17h in the horizontal portion 17f (that is, the position where the rigidity is not relatively high and is likely to be flexurally deformed), when an impact load is applied, the hole portion 17k is formed. As a result, the hole portion 17k is easily deformed, and the horizontal portion 17f is accordingly deformed to absorb the impact energy.

A harness mounting portion 17i is formed as a protruding component mounting portion on the opposite side (downward in FIGS. 3 and 4) of the bending portion 17g in the bending direction. The harness mounting portion 17i is formed to bulge in the direction opposite to the bulging direction of the inner weak portion 17e. That is, a harness mounting portion 17i is formed below the bent portion 17g so as to bulge rearward. Thus, in the intermediate plate 17b, the harness mounting portion 17i is formed on the side opposite to the direction in which the bent portion 17g of the inner weakened portion 17e bends (that is, on the obtuse angle side formed by the horizontal portion 17f and the inclined portion 17h). As a result, a plurality of uneven shapes are formed on the intermediate plate 17b, and the rigidity of the lower frame base portion 17 against the load (in particular, the rigidity near the bent portion 17g) is improved. As a result, when an impact load such as a rear-end collision is applied, the horizontal portion 17f, the bent portion 17g, and the inclined portion 17h of the inner fragile portion 17e are bent without bending portions other than the inward fragile portion 17e. It can absorb impact energy.

In this manner, the harness mounting portion 17i is formed so as to protrude rearward of the inner weakened portion 17e in the intermediate plate 17b, and does not bend portions other than the inner weakened portion 17e when an impact load is applied during a rear-end collision. It has a function as a reinforcing part. Rearward deformation of the harness mounting portion 17i is restricted by the improved rigidity due to the uneven shape, and it is possible to suppress deformation of the seatback frame 1 from a portion other than the inward weakened portion 17e. It becomes easy to regulate the position of the deformed portion and guide the deformation.
In addition, in order to make the side frame 15 particularly easy to tilt rearward due to the impact load at the time of a rear-end collision, the harness attachment portion 17i is arranged not above the bent portion 17g but for the purpose of improving the rigidity below the intermediate plate 17b rather than above it. , preferably below.

Further, a plurality of mounting holes 17j are formed in the intermediate plate 17b. Joining means such as bolts are inserted through the attachment holes 17j when other members (such as actuators) are attached to the seat frame F. As shown in FIG.

By providing the harness mounting portion 17i and the mounting hole 17j in the intermediate plate 17b in this way, it is possible to save space for mounting other members, and furthermore, it is possible to reduce the number of parts. Further, since the harness attachment portion 17i has a function as a reinforcing portion provided behind the inner weakened portion 17e, it has a function of attaching a part and a function of a deformation guide for regulating the position of the deformed portion of the seat back frame 1. It is possible to contribute to the deformation of the seatback frame 1 while reducing the number of parts.

(Structure of lower frame installation section 18)
A lower frame bridging portion 18 is joined to the side plates 17 a or the intermediate plates 17 b of the pair of lower frame base portions 17 . It is preferable that the lower frame bridging portion 18 is joined to both the side plate 17a and the intermediate plate 17b because the mounting rigidity is improved. Further, if the side end portions of the lower frame bridging portion 18 are formed so as to abut against the side plates 17a, the rigidity against side loads is improved. In this embodiment, the lower frame installation portion 18 is arranged in front of the intermediate plate 17b, but may be arranged behind the intermediate plate 17b.

The inner weakened portion 17e is preferably formed above the lower frame bridging portion 18 at a position that does not overlap with the lower frame bridging portion 18 . In this way, when the inwardly weakened portion 17e is provided at a position that does not overlap with the lower frame bridging portion 18, the inwardly weakened portion 17e is deformed when a load in the backward tilting direction is applied to the seat back frame 1. is not obstructed by the lower frame installation portion 18, which is preferable. In other words, the lower frame bridging portion 18 is provided at a position below the inner weakened portion 17e so that it does not overlap with the inner weakened portion 17e. At this time, it functions as a reinforcing portion for increasing the rigidity of the lower portion of the inner weakened portion 17e. Therefore, it is possible to suppress bending of the lower frame base portion 17 from a portion other than the weak portion, and positional regulation of the deformed portion of the seat back frame 1 and deformation guidance can be easily performed.

Furthermore, the fragile portion includes a side fragile portion 17m formed in the side plate 17a and between the side frame 15 and the seating frame 2 (more specifically, the side frame provided in the seating frame 2). have. That is, the lower frame base portion 17 disposed between the seat frame 2 and the side frames 15 has side fragile portions 17m in the side plates 17a. The side weakened portion 17m is formed at substantially the same height position as the inner weakened portion 17e formed on the intermediate plate 17b. It extends horizontally forward from 17k. On the side plate 17a, the side fragile portion 17m extending from the hole portion 17k extends to approximately the center of the side plate 17a in the front-rear direction.

Like the inner weakened portion 17e, the side weakened portion 17m has a substantially semicircular cross section and is recessed from the inside toward the outside in the left-right direction (seat width direction) of the side frame 15 so as to be recessed. The side weakened portion 17m is formed so as to extend substantially linearly from the rear to the front. In other words, the side fragile portion 17m is a concave portion extending along the front-rear direction and formed below the side frame 15 .

Further, the width (length in the height direction) of the side weakened portion 17m is preferably formed to be smaller than at least the width in the lateral direction (vertical direction) of the horizontal portion 17f constituting the inner weakened portion 17e. By forming the length of the side fragile portion 17m in the height direction to be smaller than the width of the horizontal portion 17f in the lateral direction (vertical direction), when an impact load such as a rear-end collision is applied, the horizontal portion 17f can be Since the side fragile portion 17m tends to deform first, as described above, the side fragile portion 17m is deformed so as to be crushed in the vertical direction as the hole portion 17k is deformed by the impact load. In this way, when an impact load is applied, the side plates 17a of the lower frame base portion 17 are flexurally deformed in the vertical direction, and as a result, the inner fragile portions 17e are more easily deformed, so that the impact energy is reliably stabilized. can be absorbed by Further, in the present embodiment, the side weakened portion 17m is formed in a linear shape, but it may be bent like the inner weakened portion 17e.

The inner weakened portion 17e and the side weakened portion 17m are formed by subjecting the lower frame base portion 17 to press work or the like. The hole 17k may be formed by cutting after the inner weakened portion 17e and the side weakened portion 17m are formed on the lower frame base portion 17, or may be formed by forming the hole 17k in advance and then cutting the inner weakened portion 17k. A weakened portion 17e and a side weakened portion 17m may be formed.

(Action and effect of the lower frame base portion 17)
How the lower frame base portion 17 deforms when an impact load is applied during a rear collision will be described below with reference to FIGS. 7 and 8. FIG.
FIG. 7 shows the state immediately after the impact load at the time of rear-end collision is applied to the lower frame base portion 17 . At this time, a load is applied to the seatback frame 1 mainly in the direction of tilting backward, and the largest load is applied to the lower portion of the side frame 15, that is, the lower frame base portion 17. As shown in FIG.

Then, when a load is transmitted to the lower frame base portion 17, the side fragile portion 17m formed in the side plate 17a is deformed into a vertically crushed shape starting from the hole 17k, and the side plate 17a deforms so as to expand outward in the seat width direction. Thus, by providing the hole 17k and further providing the side fragile portion 17m in the side plate 17a, the side plate 17a can be spread outward in the seat width direction compared to the case where the hole 17k is not provided. can be made easier.

As described above, after the side plates 17a are deformed so as to spread outward in the seat width direction, the inner weakened portions 17e (more specifically, the horizontal portions 17f) formed in the intermediate plates 17b are crushed vertically. (See FIGS. 5 and 6), and as a result, the side frame 15 provided above the lower frame base portion 17 tilts backward, and the seat back frame 1 deforms.

In this manner, the lower frame base portion 17 is provided with not only the inner weakened portion 17e and the hole portion 17k, but also the side weakened portion 17m. It can be easily deformed and efficiently absorb impact energy. In the event of a rear-end collision or the like, a complex input load is applied to the seatback frame 1. However, by providing the above configuration, a specific portion (specifically, the horizontal portion 17f of the inner weakened portion 17e) is stably deformed. can be made As a result, the lower frame base portion 17 can efficiently absorb the impact energy in the event of a rear-end collision.

Furthermore, by providing the pressure receiving member 20 connected to the moving member 30, the vehicle seat S can sufficiently sink the occupant into the seat back S1 in the event of a rear-end collision or the like. Since the bent portion 17g and the inclined portion 17h are formed in the inner fragile portion 17e of the lower frame (more specifically, the lower frame base portion 17), the intermediate plate 17b has appropriate rigidity. Therefore, the pressure receiving member 20 can easily sink the occupant's body relative to the side frames 15 and the upper frame 16, so that the impact energy caused by a rear collision or the like can be efficiently transmitted to the seat back frame 1 and absorbed. is possible.
As a result, the inner weakened portion 17e and the side weakened portion 17m formed in the lower frame base portion 17 can be deformed, and the impact energy can be absorbed more efficiently.

Next, a vehicle seat according to a second embodiment of the present invention will be described with reference to FIGS. 9 to 12. FIG. 9 to 12 relate to a second embodiment of the present invention, FIG. 9 is a schematic perspective view of a vehicle seat, FIG. 10 is a partial enlarged explanatory view of a lower frame installation portion and a frame side portion, and FIG. is a partial sectional view of the lower frame, and FIG. 12 is a rear view of the seat frame. In addition, in the second embodiment, the same reference numerals are given to the same members, arrangement, etc. as in the first embodiment described above, and detailed description thereof will be omitted.

As shown in FIGS. 9 to 11, the lower frame installation portion 58 of the vehicle seat S according to the present embodiment is formed into a substantially hollow prismatic shape by bending one plate body, and bulges forward. It has at least a front bulging portion 58a, a rear surface 58b facing the front bulging portion 58a, and a connecting surface 58c connecting the front bulging portion 58a and the rear surface 58b. The lower frame bridging portion 58 of the present embodiment is arranged so that the front bulging portion 58a bulges forward of the reclining shaft 11a and covers the reclining shaft 11a from the front.

The lower frame bridging portion 58 of the present embodiment has a rear surface 58b arranged on the rear side facing the front swelling portion 58a, which is joined to the intermediate plate 17b of the lower frame base portion 17 so that the lower frame base portion 17 is connected with The connection between the rear surface 58b and the lower frame base portion 17 may be by any method such as welding or fixation with fasteners such as screws and screws.

The lower frame bridging portion 58 is arranged at a position corresponding to the lumbar region of the occupant when seated, and as shown in FIG. 11, is arranged forward of the inner weakened portion 17e. Therefore, the lower frame installation portion 58 absorbs the impact load applied from the waist of the occupant via the cushion pad 1a and the skin material 1b placed on the seatback frame 1 during a rear-end collision from the intermediate plate 17b of the lower frame base portion 17. , and functions as a reinforcing portion to reinforce the rigidity of the lower frame base portion 17 against the impact load.

When the reinforcing portion is provided in front of the weakened portion in this way, the input of the load from the front to the portion of the seatback frame 1 overlapping the reinforcing portion in the longitudinal direction is regulated, and the load from the portion other than the weakened portion is restricted. Deformation can be suppressed. Therefore, when an impact load is applied from the front, it is possible to suppress deformation of the seat back frame 1 from portions other than the fragile portion, and it is easy to regulate the position of the deformed portion of the seat back frame 1 and guide the deformation. becomes.

As shown in FIGS. 10 and 11, the lower frame installation portion 58 as the reinforcing portion has a rear surface 58b, which is a joint surface with the intermediate plate 17b, at a position that does not overlap the inner weakened portion 17e in the front-rear direction. It is attached and disposed below the inner weakened portion 17e. Further, the upper end 58e of the rear surface 58b is disposed below the horizontal portion 17f so as to extend along the extending direction of the horizontal portion 17f of the inner weakened portion 17e, that is, along the longitudinal direction (seat width direction) of the lower frame installation portion 58. ing.

Since the rear surface 58b of the lower frame bridging portion 58 is provided at a position that does not overlap the inwardly weakened portion 17e in the front-rear direction in this way, the inwardly weakened portion 17e generated when a rearward impact load is applied to the seatback frame 1 is prevented. The deformation of the portion 17 e is not hindered by the lower frame bridging portion 58 .
In addition, since the rear surface 58b is attached to a portion below the inner weakened portion 17e of the intermediate plate 17b and the lower frame bridging portion 58 is provided, a portion other than the inner weakened portion 17e, in this embodiment, The lower portion of the inner weakened portion 17e is reinforced by the rear surface 58b to improve the rigidity. Therefore, when a rearward impact load is applied to the seatback frame 1, deformation of the seatback frame 1 from a portion other than the inner weakened portion 17e can be suppressed, and the position of the portion where the deformation of the seatback frame 1 occurs Easy to regulate.
Further, since the upper end 58e of the rear surface 58b is provided along the extension direction of the horizontal portion 17f of the inner weakened portion 17e, it becomes easier to guide the deformation direction and deformation shape of the seat back frame 1.

One end portion of the front swelling portion 58a, in this embodiment, a corner portion 58g where the upper end 58d of the front swelling portion 58a and the side end portion (the left end portion in FIG. 10) 58f intersect, is the hole portion 17k. and the horizontal portion 17f of the inner weakened portion 17e.

The hole portion 17k and the inner weakened portion 17e are connected via the boundary portion 17p, and when an impact load due to a rear collision is applied, the hole portion 17k is first deformed, and then the inner weakened portion 17e is deformed. impact energy is transmitted to Therefore, in order to efficiently transmit the impact energy to the inner fragile portion 17e, it is necessary that the deformation of the hole portion 17k is not hindered and that the hole portion 17k is deformed in a desired direction.

Like the front bulging portion 58a of the present embodiment, the corner portion 58g as one end portion is provided at a position overlapping the boundary portion 17p between the hole portion 17k and the horizontal portion 17f of the inner weakened portion 17e in the front-rear direction. Thus, the deformation of the hole 17k due to the impact load is not hindered, and the direction of deformation of the hole can be defined even for complicated input loads. The corner portion 58g, which is one end portion, only needs to overlap at least the boundary portion 17p. can get.

The left and right side end portions 58f of the front bulging portion 58a of this embodiment are spaced apart from the side plates 17a of the lower frame base portion 17 and are not fixed to the side portions of the seatback frame 1. It has become. Although FIG. 10 shows only the left side end portion 58f of the vehicle seat S in front view, the right side end portion has the same configuration. In this manner, the front swelling portion 58a is not connected to the side plate 17a, so that the rigidity of the reinforcing portion does not become too high, and the deformation of the seatback frame 1 due to the impact load is not affected.

As shown in FIG. 11, the upper end 58d of the front bulging portion 58a is located at the center of the width (length in the height direction) of the side fragile portion 17m formed in the side plate 17a of the lower frame base portion 17. line) and partially overlapped with the side weakened portion 17m in the vertical direction.
When an impact load such as a rear-end collision is applied, the side fragile portion 17m is deformed so as to be crushed in the vertical direction. ), it is preferable that it does not interfere with the side fragile portion 17m during deformation and does not hinder the deformation of the side fragile portion 17m.

Furthermore, since the upper portion of the lower frame installation portion 58, that is, the upper end 58d of the front bulging portion 58a is arranged at a position that partially overlaps the side weak portion 17m in the left-right direction, the upper end 58d of the front bulging portion 58a Compared to the case where the lower frame bridging portion 58 is arranged so as to be spaced downward from the side fragile portion 17m, it is possible to suppress an increase in the length of the seat side portion in the vertical direction. The frame 1 can be made smaller.

The width (the length in the height direction) of the lateral weakened portion 17m is formed smaller than the width in the lateral direction of the horizontal portion 17f forming the inner weakened portion 17e. In addition, the width (length in the height direction) of the side weakened portion 17m (center line) is closer to the center (center line) of the horizontal portion 17f of the inner weakened portion 17e in the lateral direction (vertical direction). is located below the horizontal portion 17f, and its width is formed so as to be within the width of the horizontal portion 17f in the lateral direction. By arranging in this way, when an impact load due to a rear collision is applied, the hole portion 17k is first deformed so as to be crushed in the vertical direction, and then the side fragile portion 17m is deformed in the vertical direction before the horizontal portion 17f. It moves downward while being deformed so as to be crushed, and the impact energy can be efficiently transmitted to the horizontal portion 17f. Thus, by forming the horizontal portion 17f and the side fragile portion 17m at appropriate positions, the impact energy can be stably absorbed.

In this embodiment, the reinforcing portion is provided below the inner weakened portion 17e, which is the portion where deformation (bending) of the seatback frame 1 occurs. It is also possible to adopt a configuration in which the reinforcing portion is provided above the portion where deformation occurs. In this manner, even if the reinforcing portion is arranged above the portion where deformation occurs and does not overlap in the front-rear direction, it is possible to easily control the position of the portion where deformation occurs.

Next, the action of the forward bulging portion 58a and the moving member 30 at the time of a rear-end collision will be described.
The forward bulging portion 58a of this embodiment is disposed at a position corresponding to the waist of the occupant when the occupant is seated, and is configured to bulge toward the waist of the occupant. For this reason, the front bulging portion 58a functions as a lower back entry obstruction member that prevents the rearward movement of the passenger's lower back in the event of a rear-end collision.

In the event of a rear-end collision, when the occupant receives an impact, the occupant suddenly moves rearward, and the lumbar portion of the occupant abuts against the forward bulging portion 58a to restrain the rearward movement. As a result, the occupant's entire upper body tilts (rotates) rearward, and the upper portion of the upper body moves further rearward and sinks into the seat back S1. Then, the load due to the rearward movement of the occupant is applied to the pressure receiving member 20, and tension is applied in the direction to move (rotate) the moving member 30 rearward via the wire 22 locked to the pressure receiving member 20, and the moving member 30 is moved. Move backwards. Due to the movement of the moving member 30, the pressure-receiving member 20 largely moves rearward, so that the amount of sinking of the occupant increases and the impact load is absorbed.

Since the moving member 30 is provided on the side frame 15 above the position where the hole 17k and the fragile portion (the inner fragile portion 17e and the side fragile portion 17m) are provided, An impact load is also applied upward, and the impact load due to the deformation of the seat back frame 1 can also be absorbed.
In this manner, the impact load can be absorbed by the action of the moving member 30 and the impact load can be absorbed by the action of the hole 17k and the fragile portion, so that the impact load can be absorbed more efficiently.

In the above-described second embodiment, an example in which the lower frame bridging portion 58 is provided in front of the weakened portion as the reinforcing portion has been shown, but the arrangement of the reinforcing portion is not limited to this, and the reinforcing portion may be positioned behind the weakened portion, or in front of the weakened portion. It can also be arranged backwards.
FIG. 12 is a rear view of the seat frame showing another example of the reinforcing portion according to the second embodiment. As shown in FIG. 12, in this example, a plate-shaped reinforcing member 59 as a reinforcing portion is provided behind the lower frame (the lower frame base portion 17 and the lower frame bridging portion 18 or 58). The reinforcing member 59 is provided at a position that does not overlap the inner weakened portion 17e in the front-rear direction, and is provided below the inner weakened portion 17e. Or 58 is arranged along the longitudinal direction (seat width direction).

When the reinforcing member 59 is provided behind the inner weakened portion 17e in this way, deformation of the portion of the seat back frame 1 overlapping the reinforcing member 59 in the front-rear direction is restricted when an impact load is applied. It is possible to suppress deformation of the seat back frame 1 from a portion other than the fragile portion. Therefore, it becomes easy to regulate the position of the deformed portion of the seatback frame 1 and guide the deformation.

As described above, according to the vehicle seat according to the second embodiment, the seat back frame can be stably deformed at a specific location with respect to a complicated input load at the time of a rear-end collision. It is possible to easily regulate the position of the deformed portion by improving the rigidity of the portion other than the portion, and to easily guide the deformation. Therefore, even if a complex input load is applied at the time of a rear-end collision, the impact energy can be efficiently and stably absorbed.

In each of the above-described embodiments, the seat back S1 of the front seat of an automobile has been described as a specific example, but it is of course possible to apply the same configuration to the seat back of the rear seat as well.

S Vehicle seat S1 Seat back S2 Seat part S3 Headrest F Seat frame 1 Seat back frame 2 Seat frame 1a, 2a, 3a Cushion pad (pad material)
1b, 2b, 3b skin material 11 reclining mechanism 11a reclining shaft 15 side frame 15a side plate (frame side portion)
15b front edge 15c rear edge (frame extension)
15d protrusion 15e protrusion 16 upper frame 16a side surface 17 lower frame base (lower frame)
17a side plate (frame side)
17b Intermediate plate (frame extension)
17c Shaft insertion hole 17d, 17j Mounting hole 17e Inner weakened portion (weakened portion)
17f Horizontal portion 17g Bent portion 17h Inclined portion 17i Harness attachment portion (component attachment portion, reinforcement portion)
17k hole 17m side weak part (weak part)
17p boundary portion 17x connecting portion 18 lower frame installation portion (frame extending portion, lower frame, reinforcing portion)
19 headrest pillar 19a pillar support 20 pressure receiving member 21 wire (connecting member, upper connecting member)
21a pivotal support 22 wire (connecting member, lower connecting member)
30 moving member (shock reduction member)
32 Shaft 35 Extension coil spring (biasing means)
39 Movement blocking portion 58 Lower frame installation portion (frame extension portion, lower frame, reinforcing portion)
58a front bulging portion 58b rear surface 58c connecting surface 58d, 58e upper end 58f side end 58g corner 59 reinforcing member 59a upper end

Claims (11)

a frame side portion extending in the vertical direction positioned on the right and left sides of the seat back frame; and a frame extension portion extending inward in the left and right direction from the frame side portion,
A vehicle seat according to claim 1, wherein a connecting portion that connects the frame side portion and the frame extension portion is formed with a hole that deforms when an impact load is applied. 2. The vehicle seat according to claim 1, wherein at least one of the frame side portion and the frame extension portion has a fragile portion connected to the hole portion. 3. The vehicle seat according to claim 2, wherein the hole is formed so as to be deformed by an impact load smaller than that of the fragile portion. The weakened portion has an inner weakened portion formed in the frame extension,
The inner weakened portion is
a horizontal portion extending along the horizontal direction;
a bent portion formed on one end side in the longitudinal direction of the horizontal portion;
a slanted portion that extends slantingly from the bent portion;
4. The vehicle seat according to claim 2, wherein the inclined portion extends to a vertical end portion of a portion of the frame extending portion sandwiched between the frame side portions. 5. The vehicle seat according to claim 4, wherein the inwardly weakened portion is a concave portion recessed forward. The vehicle seat according to any one of claims 2 to 5, further comprising a reinforcing portion above or below the weakened portion. 7. The vehicle seat according to claim 6, wherein the reinforcing portion is provided on at least one of front and rear sides of the fragile portion. 8. The reinforcing portion according to claim 6 or 7, wherein one end of the reinforcing portion overlaps with the hole in the front-rear direction including at least a boundary portion between the hole and the fragile portion. vehicle seat. 9. The vehicle seat according to any one of claims 4 to 8, wherein a bulging component mounting portion is formed on the side opposite to the bending direction of the bending portion. A bulging part mounting portion is formed on the side opposite to the bending direction of the bending portion,
The vehicle seat according to claim 7, wherein the reinforcing portion provided behind the weakened portion is the article attachment portion. A seating frame is further provided below the seat back frame,
The seat back frame has side frames positioned on the left and right,
11. According to any one of claims 2 to 10, wherein the weakened portion comprises a lateral weakened portion formed on the side of the frame and formed between the seating frame and the side frame. Vehicle seat as described.

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