JP4509858B2 - Manufacturing method of under seat bracket - Google Patents

Description

  The present invention relates to a method for manufacturing an underseat bracket having a connector support bracket into which a connector connected to a cable attached to a vehicle seat can be inserted.

  In the vehicle seat 180, the seat back (not shown) is electrically driven to tilt the seat cushion 181, the seat cushion 181 is electrically operated in the longitudinal direction, the seat heater, seat belt detection, and seating detection (all not shown). A large number of cables 184 are attached for use in the above. As shown in FIG. 7, these cables 184 are provided with a power supply and a control BOX (both not shown) provided in the vehicle in order to improve work efficiency when the vehicle seat 180 is assembled to the vehicle frame. ) And the like, for example, in a space formed in the seat cushion 181 and the vehicle floor (hereinafter referred to as “space under the seat”) via connectors 185, 186, and 187.

Therefore, in the space under the seat, two lower rails (not shown) coupled to the upper surface of the vehicle floor and two upper rails 182 coupled to the lower surface of the seat cushion 181 of the slidable vehicle seat 180 are provided. A main body bracket 110 formed so as to bridge in the vehicle vehicle width direction, and a connector 185 connected to the main body bracket 110 and connected to a plurality of cables 184 attached to the vehicle seat 180, An under seat bracket 101 comprising a plurality of connector support brackets 120, 140, 160 (hereinafter referred to as “left bracket 120, middle bracket 140, right bracket 160”) into which 186, 187 can be inserted is disposed. . The cable 184 is fastened to the main body bracket 110 by a belt clamp (not shown).
The left bracket 120, the middle bracket 140, and the right bracket 160 have a leg shape as shown in FIG. 7, and are joined to the main body bracket 110 by spot welding.
As prior art document information related to the invention of this application, for example, Patent Document 1 and Patent Document 2 are known.
JP 2002-264710 A JP 2003-170865 A

However, the undersheet bracket manufacturing method described above is a method of manufacturing each foot-shaped bracket by spot welding to the main body bracket.
Therefore, the insertion direction when inserting the connector into the left bracket, middle bracket, and right bracket is directed in various directions (in FIG. 7, right direction, downward direction, left direction, etc.) as indicated by arrows in FIG. Therefore, the work efficiency of the connector insertion work has been remarkably deteriorated.

  Furthermore, since it is manufactured by spot welding, three welding points are required in this case, and the three points are welded in order, so that there is a limit to the production speed and the production efficiency deteriorates. It was. In addition, when spot welding is used, the joining strength of members may vary, resulting in poor product reliability and defective products. When manufactured by spot welding due to these factors, it is difficult to reduce the manufacturing cost and the manufacturing cost is high.

  An object of the present invention is to solve such a problem, and an object of the present invention is to provide a method for manufacturing an underseat bracket that improves the work efficiency of connector insertion work and reduces the manufacturing cost. And

The present invention is for achieving the above object, and is configured as follows.
The invention according to claim 1 is formed so as to bridge in the vehicle width direction with respect to the lower rail connected to the upper surface of the vehicle floor and the upper rail connected to the lower surface of the seat cushion of the slidable vehicle seat. Or a body bracket formed to bridge the seat frame cushion frame in the vehicle width direction, and connected to the plurality of cables joined to the body bracket and attached to the vehicle seat It is a manufacturing method of the underseat bracket which consists of a plurality of connector support brackets which can be inserted. Then, after arranging the plurality of connector support brackets so as to protrude in only one of the vehicle front-rear directions with respect to the main body bracket, the plurality of connector support brackets are collectively attached to the main body bracket. It is configured to be joined by caulking.
According to this configuration, since the orientations of the plurality of connector support brackets are unified, the insertion direction is unified when the connector is inserted into the connector support bracket. Therefore, the work efficiency of the connector insertion work can be improved. Moreover, since this structure is collective crimping joining, when compared with spot welding, the joining strength of the members can be stabilized and the production efficiency can be improved, thereby reducing the manufacturing cost. Needless to say, when performing the collective caulking, a plurality of locations, which are known techniques, are performed using a tool (not shown) capable of caulking at the same time.

According to a second aspect of the present invention, in the manufacturing method of the under seat bracket according to the first aspect, the plurality of connector support brackets are disposed on the main body bracket between the main body bracket and the plurality of connector support brackets. Anti-rotation processing is performed so as not to rotate, and the anti-rotation processing includes a rotation prevention hole formed in the main body bracket, and the plurality of rotation prevention holes can be fitted into the rotation prevention holes. It is a manufacturing method of the under seat bracket characterized by comprising a detent piece formed in a connector support bracket .
According to this method, even when the connector support bracket is joined to the main body bracket by one point, the connector support bracket does not rotate with respect to the main body bracket. Therefore, the connector is firmly supported by the connector support bracket.
According to a third aspect of the present invention, in the undersheet bracket manufacturing method according to the first aspect, the plurality of connector support brackets are disposed on the main body bracket between the main body bracket and the plurality of connector support brackets. The anti-rotation processing is performed so as not to rotate, and the anti-rotation processing is configured by collectively joining the plurality of connector support brackets to the main body bracket at two points. A method for producing an underseat bracket, wherein:
According to this method, even if the anti-rotation hole and the anti-rotation piece described in claim 2 are not provided, the same effect as in claim 2 (the connector support bracket can be rotated with respect to the main body bracket). Effect).

According to a fourth aspect of the present invention, in the manufacturing method of the under seat bracket according to any one of the first to third aspects, a predetermined length interval is provided in the vehicle height direction with respect to the connector support bracket. After another connector support bracket different from the connector support bracket is formed in multiple stages so as to be stacked and stacked by caulking, the multi-stage formed connector support bracket is joined by caulking together with the main body bracket. It is a configuration.
According to this configuration, since the connector support bracket can be formed in multiple stages, a large number of connectors can be arranged in the space under the seat. Therefore, the space under the seat can be used effectively.

The best mode for carrying out the present invention will be described below with reference to the drawings.
Example 1
First, Embodiment 1 will be described with reference to FIGS.
FIG. 1 illustrates a state in which an under seat bracket 1 according to the present invention is joined to two upper rails 82 connected to the lower surface of a seat cushion 81 of a vehicle seat 80 so as to bridge in a vehicle width direction. FIG. FIG. 2A is an overall perspective view of the under seat bracket 1 according to the present invention. FIG. 2B is a cross-sectional view taken along the line AA in FIG. FIG. 3A is a perspective view of the first crank bracket 20 and the first L bracket 30 shown in FIG. 2A before the caulking and joining, and FIG. 3B is the caulking of FIG. It is a perspective view after joining.

  The underseat bracket 1 has two lower rails (both not shown) connected to the upper surface of the vehicle floor and two upper rails 82 connected to the lower surface of the seat cushion 81 of the slidable vehicle seat 80. Connector 85, 86, 87 connected to a plurality of cables 84 attached to the vehicle seat 80 and joined to the body bracket 10. Are comprised of a plurality of connector support brackets 20, 30, 40, 50, 60, 70.

Hereinafter, the main body bracket 10 and the connector support brackets 20, 30, 40, 50, 60, 70 will be described in detail.
First, the main body bracket 10 will be described. The main body bracket 10 is a thin plate-shaped bracket as shown in FIG. On the left, middle, and right of the main body bracket 10 are formed anti-rotation holes 12 into which anti-rotation pieces 23a, 43a, 63a formed on connector support brackets 20, 40, 60, which will be described later, can be fitted. . FIG. 2B shows a state in which the anti-rotation piece 23 a formed on the connector support bracket 20 is fitted into the anti-rotation hole 12. Further, weld nuts 11 are welded to both ends of the main body bracket 10, and bolts (not shown) can be screwed into the weld nuts 11 to join the main body bracket 10 to the upper rail 82.

Next, the connector support brackets 20, 30, 40, 50, 60, and 70 will be described in detail.
First, the connector support bracket 20 will be described. As shown in FIG. 2A, the connector support bracket 20 (hereinafter referred to as “first crank bracket 20”) has a crank-shaped structure composed of an upper horizontal surface 21, a vertical surface 22, and a lower horizontal surface 23. It is a bracket, and a large connector 85 can be inserted into the tip of the upper horizontal surface 21. Further, since the bead 24 is formed at the corner portion of the upper horizontal surface 21 and the vertical surface 22, the bending of the upper horizontal surface 21 and the vertical surface 22 is prevented, and the rigidity of the first crank bracket 20 is improved. is doing.

  Further, at the end portion of the lower lateral surface 23, anti-rotation pieces 23a and 23a are formed so as to oppose each other in the vehicle width direction. The detent piece 23 a can be fitted into the detent prevention hole 12 formed in the body bracket 10 already described, and the first crank type bracket 20 is fitted to the body bracket 10 at one point by being fitted. Even when the caulking is performed, the first crank bracket 20 does not rotate with respect to the main body bracket 10. This corresponds to “a rotation prevention process is performed so that the connector support bracket does not rotate relative to the main body bracket” described in the claims.

  The connector support bracket 40 (hereinafter referred to as “second crank type bracket 40”) and the connector support bracket 60 (hereinafter referred to as “third crank type bracket 60”) are also similar to the first crank type bracket 20. It is configured. The difference between these brackets 20, 40, 60 is that the widths of the upper horizontal surfaces 21, 41, 61 are different so as to be compatible with the size of the connector to be inserted (large or medium or small). Yes (the width of the tip of each upper lateral surface 21, 41, 61 is large, medium, small).

  Next, the connector support bracket 30 will be described. The connector support bracket 30 (hereinafter referred to as “first L-type bracket 30”) is an L-shaped bracket composed of a lateral surface 31 and a longitudinal surface 32, and, like the first crank-type bracket 20, the lateral surface. A large connector 85 can be inserted into the tip of 31. Moreover, since the bead 34 is formed in the corner | angular part of this horizontal surface 31 and the vertical surface 32, the bending of the horizontal surface 31 and the vertical surface 32 is prevented, and the rigidity of the 1st L-type bracket 30 is improving. .

  The connector support bracket 50 (hereinafter referred to as “second L-type bracket 50”) and the connector support bracket 70 (hereinafter referred to as “third L-type bracket 70”) are also configured similarly to the first L-type bracket 30. Yes. These differences between the brackets 30, 50, and 70 are the same as the differences between the brackets 20, 40, and 60 described above, and can correspond to the size of the connector to be inserted (large or medium or small). 51 and 71 are formed to have different widths (the widths of the tips of the lateral surfaces 31, 51 and 71 are large, medium and small).

  Here, the connectors 85, 86, and 87 described above will be described in detail. The connector 85 is a large connector that can handle, for example, the cable 84 having a large allowable current (hereinafter, referred to as “connector large 85”). Similarly, the connector 86 is a medium connector that can accommodate the cable 84 having a medium allowable current (hereinafter referred to as “connector medium 86”). Similarly, the connector 87 is a small connector that can accommodate the cable 84 with a small allowable current (hereinafter referred to as “small connector 87”). Of course, the difference in the size of each of the connectors 85, 86, 87 is not limited to the allowable current difference (large, medium, small) of the cable 84, but the difference in the number of terminal poles (many, medium, small). It does not matter.

Then, the manufacturing method of the underseat bracket 1 comprised by the main body bracket 10 mentioned above and the connector support bracket 20, 30, 40, 50, 60, 70 is demonstrated.
First, as shown in FIG. 3A, the upper lateral surface 21 of the first crank bracket 20 and the lateral surface 31 of the first L bracket 30 have a predetermined length in the vehicle height direction. The vertical surface 22 of the first crank type bracket 20 and the vertical surface 32 of the first L-type bracket 30 are joined by two-point crimping. The predetermined length interval is determined in advance by the size of each connector 85, 86, 87 or the size of the space under the seat described above, and is a design matter.

  And what was crimped by 2 points | pieces in this way becomes FIG. 3 (B), and this is described as the 1st bracket 15 below. When the first crank bracket 20 and the first L bracket 30 are formed so as to be stacked in two stages in this manner, two large connectors 85 can be inserted, and thus a large number of connector insertion holes are required. Even so, it can be handled. Similarly to the first bracket 15, the second crank bracket 40 and the second L bracket 50 are caulked and joined to form the second bracket 16. As a result, it is possible to insert two of the connectors 86 into the second bracket 16. Similarly to the first bracket 15, the third bracket 17 is formed by caulking the third crank bracket 60 and the third L bracket 70 together. As a result, two small connectors 87 can be inserted into the third bracket 17.

  Next, the anti-rotation pieces 23 a, 43 a, 63 a formed on the first bracket 15, the second bracket 16, and the third bracket 17 are fitted into the anti-rotation prevention holes 12 of the main body bracket 10, and each bracket 15, 16, and 17 are arranged on the upper surface of the main body bracket 10. At that time, the brackets 15, 16, and 17 are arranged so as to protrude in the vehicle rearward direction with respect to the main body bracket 10. As described above, when the brackets 15, 16, and 17 are arranged, the insertion direction when the connectors 85, 86, and 87 are inserted into the brackets 15, 16, and 17 is the same, so that work efficiency is improved. . In addition, since the insertion direction is the same for connectors (not shown) that are to be inserted into the connectors 85, 86, and 87, the working efficiency is improved.

  After the brackets 15, 16, and 17 are arranged with respect to the main body bracket 10 as described above, the lower lateral surfaces 23, 43, and 63 of the brackets 15, 16, and 17 are collectively set to 1 with respect to the main body bracket 10. Join point caulking. In this way, the under seat bracket 1 is manufactured. Needless to say, when performing one-point caulking joining in a batch as described above, a tool (not shown) capable of caulking joining at a plurality of locations, which is a known technique, is simultaneously performed.

  When this caulking joining is compared with spot welding, the joining strength of the members is stabilized, and since three joints can be joined at a time, the production efficiency can be improved and the manufacturing cost can be reduced.

(Example 2)
Subsequently, Example 2 will be described with reference to FIG.
FIG. 4 is an overall perspective view of the under seat bracket 1 according to the second embodiment. Comparing the second embodiment with the first embodiment, after the brackets 15, 16, and 17 are arranged with respect to the main body bracket 10, the lower lateral surfaces 23, 43, and 63 of the brackets 15, 16, and 17 are 10 is different in that two points are caulked and joined together. This two-point caulking joining corresponds to “rotation prevention processing” described in the claims.

  When the two-point crimping is thus performed, the brackets 15, 16, and 17 do not rotate with respect to the main body bracket 10 without performing the rotation prevention processing described in the first embodiment. Therefore, the detent pieces 23a, 43a, 63a are not necessary for the lower horizontal surfaces 23, 43, 63, and a simple configuration can be achieved.

(Example 3)
Next, Example 3 will be described with reference to FIG.
FIG. 5A is an overall perspective view of the under seat bracket 1 according to the third embodiment. FIG. 5B is a cross-sectional view taken along the line BB in FIG. When this Example 3 is compared with Example 1, as is clear from FIG. 5 (B), the respective detent pieces 23a, 43a, 63a have different configurations. Specifically, the point that the locking claws 23b, 43b, and 63b are formed at the ends of the rotation stopper pieces 23a, 43a, and 63a is different from the first embodiment. Of course, the main body bracket 10 is previously formed with the locking holes 12 into which the locking claws 23b, 43b, 63b can be fitted. In this way, by forming the locking holes 12 into which the locking claws 23b, 43b, 63b can be fitted in advance, it is possible to prevent rotation more firmly than in the first embodiment.

Example 4
Subsequently, Example 4 will be described with reference to FIG.
FIG. 6A is an overall perspective view of the under seat bracket 1 according to the fourth embodiment. FIG. 6B is a cross-sectional view taken along the line CC of FIG. Comparing the fourth embodiment with the first embodiment, as is clear from FIG. 6B, the rotation stopper pieces 23a, 43a, and 63a have different configurations. Specifically, it differs from the first embodiment in that each of the anti-rotation pieces 23a, 43a, 63a is formed in the same direction (right direction in FIG. 6). The fourth embodiment also has the same effect as the first embodiment.

The contents described above are only related to one embodiment of the present invention, and do not mean that the present invention is limited to the above contents.
Although not described in detail in Examples 1, 3, and 4, the case where the caulking joint is a circular one-point caulking joint has been described. Therefore, the configuration in which the rotation preventing process is performed by providing the first crank type bracket 20, the second crank type bracket 40, and the third crank type bracket 60 with the anti-rotation pieces 23a, 43a, and 63a has been described. However, the invention is not limited to this, and the caulking junction may be an elliptical one-point caulking junction. In that case, since rotation prevention processing has already been performed by elliptical caulking, rotation prevention pieces 23a, 43a, and 63a are not required, and rotation prevention processing can be performed with a simple configuration.

  Moreover, in each Example, the structure which has arrange | positioned so that the some connector support bracket 20, 30, 40, 50, 60, 70 may protrude in the "vehicle rear direction" with respect to the main body bracket 10 was demonstrated to the example. However, the present invention is not limited to this, and it may be configured to project in the “front direction of the vehicle”. If it is unified in any one direction in the vehicle front-rear direction, the insertion direction of the connectors 85, 86, 87 is unified, so that the work efficiency of the insertion work can be improved.

  In each of the embodiments, the first crank bracket 20 and the first L bracket 30 are joined to form a first bracket 15 that is stacked in two stages, and the second crank bracket 40 and the second L bracket 50 are joined to each other. A configuration in which the second bracket 16, the third crank type bracket 60, and the third L-type bracket 70 are joined to each other and the third bracket 17 that is two-tiered is arranged on the main body bracket 10 and then joined together by caulking. Explained in the example. That is, a configuration in which three brackets are arranged planarly, two brackets are arranged three-dimensionally (two-tiered), and a total of six brackets are arranged has been described as an example. However, the present invention is not limited to this, and a configuration in which three or more brackets are arranged in a plan view and two or more brackets are arranged in a three-dimensional manner may be used. In this case, for example, when seven brackets are arranged in a plan view and four brackets are arranged three-dimensionally (four stacks), a total of 28 brackets can be arranged. Thus, it goes without saying that the combination of the numbers of these brackets can be arbitrarily combined and is a design matter.

  In each embodiment, two lower rails (both not shown) are connected to the upper surface of the vehicle floor, and the two upper rails slidable with the two lower rails are the seat cushion 81 of the vehicle seat 80. An example in which the main body bracket 10 is connected to the lower surface and bridged in the vehicle width direction with respect to the two upper rails 82 has been described. However, the present invention is not limited to this, and the main body bracket 10 may be formed so as to bridge the cushion frame (not shown) of the seat cushion 81 in the vehicle width direction. Further, the number of lower rails and upper rails 82 is not limited to two, and may be one (one) or plural (three, four,...).

FIG. 1 illustrates a state in which an under seat bracket 1 according to the present invention is joined to two upper rails 82 connected to the lower surface of a seat cushion 81 of a vehicle seat 80 so as to bridge in a vehicle width direction. (Example 1) which is the whole perspective view to do. FIG. 2A is an overall perspective view of the under seat bracket 1 according to the first embodiment. FIG. 2B is a cross-sectional view taken along the line AA in FIG. FIG. 3A is a perspective view of the first crank bracket 20 and the first L bracket 30 shown in FIG. 2A before the caulking and joining, and FIG. 3B is the caulking of FIG. It is a perspective view after joining. FIG. 4 is an overall perspective view of the under seat bracket 1 according to the second embodiment. FIG. 5A is an overall perspective view of the under seat bracket 1 according to the third embodiment. FIG. 5B is a cross-sectional view taken along the line BB in FIG. FIG. 6A is an overall perspective view of the under seat bracket 1 according to the fourth embodiment. FIG. 6B is a cross-sectional view taken along the line CC of FIG. FIG. 7 illustrates a state in which the underseat bracket 101 of the prior art is joined to the two upper rails 182 connected to the lower surface of the seat cushion 181 of the vehicle seat 180 so as to bridge in the vehicle width direction. It is a whole perspective view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Under seat bracket 10 Main body bracket 20 1st crank type bracket 30 1L type bracket 40 2nd crank type bracket 50 2L type bracket 60 3rd crank type bracket 70 3L type bracket 80 Vehicle seat 81 Seat cushion 82 Upper rail 84 Cable 85 Large connector 86 Small connector 87 Small connector

Claims (4)

A cushion frame of the seat cushion formed to bridge the vehicle rail in the vehicle width direction with respect to the lower rail connected to the upper surface of the vehicle floor and the upper rail connected to the lower surface of the seat cushion of the slidable vehicle seat A main body bracket formed to bridge the vehicle in the vehicle width direction, and a plurality of connectors that are joined to the main body bracket and connected to a plurality of cables attached to the vehicle seat In the manufacturing method of the under seat bracket comprising the connector support bracket of
After the plurality of connector support brackets are arranged so as to protrude in only one of the vehicle longitudinal directions with respect to the main body bracket, the plurality of connector support brackets are collectively crimped to the main body bracket. The undersheet bracket manufacturing method, wherein the undersheet bracket is joined together. In the manufacturing method of the under seat bracket according to claim 1,
Between the main body bracket and the plurality of connector support brackets, rotation prevention processing is performed so that the plurality of connector support brackets do not rotate with respect to the main body bracket,
The rotation prevention processing is
An anti-rotation hole formed in the main body bracket;
A method of manufacturing an under seat bracket , comprising: a plurality of detent pieces formed on the plurality of connector support brackets so as to be fitted in the detent prevention holes . In the manufacturing method of the under seat bracket according to claim 1,
Between the main body bracket and the plurality of connector support brackets, rotation prevention processing is performed so that the plurality of connector support brackets do not rotate with respect to the main body bracket,
The rotation prevention processing is
The undersheet bracket manufacturing method, wherein the plurality of connector support brackets are collectively joined to the main body bracket by two-point caulking . In the manufacturing method of the underseat bracket of any one of Claims 1-3 ,
The multi-stage formation is performed after forming another multi-stage connector support bracket different from the connector support bracket to be stacked and stacked by caulking so that the connector support bracket has a predetermined length in the vehicle height direction. The undersheet bracket manufacturing method, wherein the connector support bracket is joined to the main body bracket by caulking together.

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