JP4944646B2 - Vehicle seat - Google Patents

Description

  The present invention relates to a vehicle seat that absorbs impact energy generated at the time of a vehicle collision and reduces the influence on an occupant, and more particularly, an “impact absorbing plate” that breaks and absorbs impact energy when subjected to a load exceeding a certain level. It is related with the vehicle seat provided with.

  Various proposals have been made in the past regarding techniques for absorbing impact energy generated at the time of a vehicle collision and reducing the influence on passengers. In particular, when the “vehicle seat” is provided with an impact absorbing structure, the impact can be reduced at the portion closest to the occupant, which is particularly effective.

  As such a “vehicle seat having an impact absorbing structure”, the technique described in Patent Document 1 is given as a representative example. As shown in FIG. 11, the technique described in Patent Document 1 includes an “impact absorbing plate” that breaks and absorbs impact energy when subjected to a load of a certain level or more between a vehicle body and a vehicle seat. Intervened. The “seat mount 100” described in Patent Document 1 includes a seat bracket 101 that is fixed to the vehicle body side, a rail 103 that is disposed on an upper surface 102u of the seat bracket 101, and a rail upper that is slidably provided on the rail 103. 110 and shock absorbing plates 104F and 104R fixed by welding to the lower surface 102s of the seat bracket 101. A seat portion of the seat is attached to the rail upper 110 side.

  Through holes 103h and 103h are provided in the front and rear of the rail 103, slot holes 101f and 101r are provided in the front and rear of the upper surface 102u of the seat bracket 101, and through holes are provided in the shock absorbing plates 104F and 104R. 104h and 104h are provided. The bolts 105 are passed through these through holes 103h, 101f, and 104h, and tightened with nuts 106 from below the shock absorbing plate 104F. Similarly, the through holes 103h, 101r, and 104h are formed by passing bolts 105 and tightening them with nuts 106.

  According to this technology, when the vehicle is collided with another vehicle and an impact load is applied from the rear to the front with respect to the impact absorbing plates 104F and 104R, the bolts 105 and 105 are impacted. Since the absorbing plates 104F and 104R are broken and the impact can be effectively absorbed, it can be said that this is an effective technique.

  However, in the technique described in Patent Document 1, the shock absorbing plates 104F and 104R are provided in order to realize reliable shock absorption because of the structure in which the shock absorbing plates 104F and 104R are broken to absorb the shock. Strict dimensional control is required when processing the through holes 104h, 104h "and" bolts 105, 105 ". Not only the tightening torque of the bolt, but also strict management is required during assembly. For this reason, in order to make the fracture due to the impact load uniform and to realize the reliable shock absorption, strict management is required in every scene of the manufacturing process, and there is a problem that it is difficult to bear.

In view of the above problems, the present invention does not crush the shock absorbing plate, but has a structure in which a part of the shock absorbing plate is peeled off along the fragile portion, thereby providing a shock absorbing structure having uniform shock absorbing performance. It was devised that it can be stably provided, and the problems to be solved are as follows.
JP 2001-260726 A (Fig. 5)

  An object of the present invention is to stably provide a vehicle seat having a shock absorbing structure having a uniform shock absorbing performance with a simple structure.

In order to solve the above problems, the means adopted by the present invention are as follows.
First, the invention according to claim 1 has a seat 41 that is pivotally connected to the vehicle body with the rear end as a fulcrum, and is connected to the front end of the seat 41 and is above a certain level with respect to the seat 41. The vehicle seat 10 has an impact absorbing plate 31 that breaks and absorbs an impact when an upward load is applied, and the impact absorbing plate 31 includes a plurality of fragile portions 51 that extend in the front-rear direction of the vehicle body. A regulation that regulates the rotation direction of the seat 41 by bending at a fulcrum set on a substantially extension of the fragile portion 51 in the shock absorbing plate 31. The bracket 81 holds the rear portion of the restriction bracket 81 with respect to the fulcrum and fixes the front end of the restriction bracket 81 or the seat 41 to the shock absorbing plate 31. In conjunction with the front end of the feeder peeling unit 52, it is characterized in that it has securing at least a rear end portion on the vehicle body side of the impact absorbing plate 31.

  Next, the invention according to claim 2 is the vehicle seat 10 according to claim 1, wherein the seat portion 41 of the vehicle seat 10 is mounted with a seat cushion on which an occupant is seated and the seat cushion. The slider includes a slider and a rail that is slidably engaged with the slider in the longitudinal direction. The shock absorbing plate 31 is provided between a regulation bracket 81 connected to the lower side of the rail and a floor surface. It is characterized by having been installed in.

  According to a third aspect of the present invention, in the vehicle seat 10 according to the first aspect, the seat portion 41 of the vehicle seat 10 includes a seat cushion on which an occupant sits, and the shock absorbing plate 31. Is characterized in that it is installed between a restriction bracket 81 connected to the lower side of the seat cushion and a slider on which the restriction bracket 81 is placed.

  Furthermore, the invention according to claim 4 is the vehicle seat 10 according to any one of claims 1 to 3, wherein the cutting portion 45 is a front portion of the shock absorbing plate 31 and in front of the fragile portion 51. A convex portion 35 is formed and is formed to bulge upward inside the cut portion 45 and attach the front end of the seat portion 41. A load receiving portion that receives the load of the seat portion 41 on the lower surface of the convex portion 35. 47 is attached.

  According to a fifth aspect of the present invention, in the vehicle seat 10 according to any one of the first to fourth aspects, the lower surface of the shock absorbing plate 31 and the periphery of the peeling portion 52 are welded to the vehicle body side. It is characterized by.

  According to a sixth aspect of the invention, in the vehicle seat 10 according to any one of the first to fourth aspects, a reinforcing member is welded to the upper surface of the shock absorbing plate 31 and around the peeling portion 52. It is characterized by.

  According to a seventh aspect of the present invention, in the vehicle seat 10 according to any one of the first to sixth aspects, the fragile portion 51 is an unequal cross-sectional area groove whose cross-sectional area changes in the vehicle front-rear direction. It is a feature.

  The invention according to claim 8 is the vehicle seat 10 according to claim 7, wherein the unequal cross-sectional area groove is a tapered groove whose width becomes narrower toward the rear of the vehicle or becomes shallower. Is.

  The invention according to claim 9 is the vehicle seat 10 according to any one of claims 1 to 8, wherein the shock absorbing plate 31 has a through hole 55 formed along the fragile portion 51. It is what.

  According to a tenth aspect of the present invention, in the vehicle seat 10 according to the ninth aspect, the through holes 55 formed in the shock absorbing plate 31 are alternately arranged on the left and right sides of the two weak portions 51. It is what.

  According to an eleventh aspect of the present invention, in the vehicle seat 10 according to any one of the first to tenth aspects, the fulcrum of the restriction bracket 81 has a hinge structure, and the restriction bracket 81 is centered on the rotation shaft of the hinge structure. The seat 41 can be turned by being bent as described above.

  According to a twelfth aspect of the present invention, in the vehicle seat 10 according to any one of the first to tenth aspects, the fulcrum of the restriction bracket 81 includes a substantially V-shaped cutout portion 84. The seat 41 can be turned by being bent toward the notch 84.

  According to a thirteenth aspect of the present invention, in the vehicle seat 10 according to any one of the first to twelfth aspects, when the front end of the seat portion 41 rises to a predetermined height, the subsequent rise is prevented. A stopper member 71 is attached.

  According to a fourteenth aspect of the present invention, in the vehicle seat 10 according to the thirteenth aspect, the stopper member 71 includes a plate 71 having an arc-shaped elongated hole 73 and standingly fixed on the vehicle body side, and a side from the front end of the seat portion 41. When the front end of the seat portion 41 rises to a predetermined height when an impact occurs, the pin 82 becomes a long hole in the plate 71. It abuts on the upper end and prevents the subsequent rise.

  According to a fifteenth aspect of the present invention, in the vehicle seat 10 according to the fourteenth aspect, a buffer member is provided on the periphery of the upper end of the arc-shaped elongated hole 73 in the stopper member 71.

The effects obtained by adopting the above means are as follows.
First, the seat 41 constituting the vehicle seat 10 according to the first aspect is held by a restriction bracket 81 having a “fulcrum” in the vicinity of the rear end thereof, and is rotatably connected to the vehicle body side. In addition, an impact absorbing plate 31 that is broken and absorbs an impact when an upward load of a certain level or more is applied to the seat 41 is connected to the front end of the seat 41. The shock absorbing plate 31 has a peeling portion 52 sandwiched between a plurality of weak portions 51 extending in the vehicle front-rear direction. At least the rear end portion of the shock absorbing plate 31 is connected to the vehicle body side, and the front end of the peeling portion 52 in the shock absorbing plate 31 is connected to the front end of the restriction bracket 81 or the seat portion 41. Then, a “fulcrum” of the restriction bracket 81 exists on substantially the extension of the fragile portion 51.

  Under such a configuration, when an impact load is applied to the vehicle seat 10, the seat 41 is rotated in the direction of raising the front end. At this time, since the restriction bracket 81 that holds the seat portion 41 is bent at a “fulcrum” that is substantially on the extension of the fragile portion 51 in the shock absorbing plate 31, the seat portion 41 rotates in the rearward direction of the vehicle body. (Does not rotate in the left-right direction of the vehicle body). Therefore, the peeling portion 52 connected to the front end of the seat portion 41 is reliably pulled upward, and is sequentially broken from the front portion to the rear portion of the fragile portion 51, so that load energy can be reliably absorbed. . Note that if the dimensional control of the fragile portion 51 formed on the shock absorbing plate 31 is strictly performed, the shock load can be absorbed easily and stably. Therefore, according to the invention according to the present claims, it is possible to stably provide the vehicle seat 10 including the shock absorbing structure having a uniform shock absorbing performance with a simple structure.

  Next, in the invention according to claim 2, shock absorption is realized only by installing the shock absorbing plate 31 between the regulation bracket 81 connected to the lower side of the rail and the floor surface. Therefore, according to the present invention, since the shock absorbing structure can be realized with a small number of parts, the assembling becomes easy and can be provided at a low cost, and the risk of failure can be suppressed. In addition, since it is realized with additional parts that absorb little shock, it can be easily applied to conventional products.

  In the invention according to claim 3, since the shock absorbing plate 31 is installed between the restriction bracket 81 connected to the lower side of the seat cushion and the slider on which the restriction bracket 81 is placed, the slider Regardless of the front / rear position, the change of the load applied to the shock absorbing plate 31 can be kept small. Therefore, according to the invention of the present claim, it is possible to absorb a substantially uniform shock regardless of the position of the front and rear of the slider.

  In the invention according to claim 4, a cut portion 45 is formed in the front portion of the shock absorbing plate 31, and a convex portion 35 for attaching the front end of the seat portion 41 is provided inside the cut portion 45. Since the “load receiving portion 47” for receiving the load of the seat portion 41 is attached to the lower surface, the convex portion 35 can be prevented from being deformed by the weight of the seat portion 41.

  In the invention according to claim 5, since “the periphery of the peeling portion 52” on the lower surface of the shock absorbing plate 31 is welded to the vehicle body side, when an impact load is applied to the vehicle seat 10, Since the seat portion 41 of the seat 10 reliably peels off only the peeling portion 52, it is possible to reliably exhibit the designed shock absorbing performance.

  In the invention according to claim 6, since a reinforcing member as a separate member is welded to “around the peeling portion 52” on the upper surface of the impact absorbing plate 31, an impact load is applied to the vehicle seat 10. At this time, the reinforcing member presses around the peeling portion 52. Accordingly, since the seat portion 41 of the vehicle seat 10 surely peels off only the peeling portion 52, it is possible to reliably exhibit the designed shock absorbing performance.

  In the invention according to claim 7, since the fragile portion 51 is an unequal cross-sectional area groove whose cross-sectional area changes in the vehicle front-rear direction, it is possible to change an impact load necessary for the shock absorbing plate 31 to break. . Therefore, according to the present invention, the impact load can be easily changed, so that necessary impact absorbing performance can be exhibited from the initial stage to the late stage of the fracture.

  In the invention according to claim 8, since the unequal cross-sectional area groove is a tapered groove whose width becomes narrower toward the rear of the vehicle or whose groove becomes shallower, the impact load necessary for the rupture is increased as the rupture progresses. Can do. Thereby, for example, it is easy to cause the impact absorbing plate 31 to break at the initial stage of breakage, and the sudden rise of the impact load is suppressed. be able to. Therefore, according to the present invention, the impact load can be absorbed safely and effectively.

  Since the shock absorbing plate 31 in the invention according to the ninth aspect has the through hole 55 formed along the fragile portion 51, the mechanical strength of the fragile portion 51 can be arbitrarily reduced. By reducing the strength of the fragile portion 51, the “stripping margin” can be effectively utilized over a long dimension, so that the impact load can be absorbed gradually. In particular, in the impact absorbing structure using “peeling” as in the present invention, the impact given to the occupant is maximized immediately before the end of the impact absorbing action. Therefore, by piercing the through-hole 55 in the back of the fragile portion 51 of the shock absorbing plate 31 (near the final portion of the “peeling off”), the shock just before the end of the shock absorbing action is also absorbed. be able to. Therefore, according to the present invention, the influence on the passenger can be further reduced.

  In the shock absorbing plate 31 according to the tenth aspect of the present invention, since the through holes 55 are alternately formed on the left and right sides of the two fragile portions 51, the “peeling” is continuously performed without suddenly stopping. This means that the impact immediately before the end of the impact absorbing function can be absorbed without leakage. Therefore, according to the present invention, it is possible to further reduce the influence on the passenger.

  The restriction bracket 81 according to the invention of claim 11 has a hinge structure at its fulcrum, so that when the front end of the seat portion 41 is raised, the restriction bracket 81 is bent around the rotation axis of the hinge structure. . Therefore, the seat portion 41 held by the restriction bracket 81 rotates only around the axis centered on the rotation axis of the hinge structure. Therefore, according to the present invention, the bending direction of the restriction bracket 81 is restricted, and accordingly, the rotational direction of the seat portion 41 held by the restriction bracket 81 can be reliably restricted. is there.

  Since the restriction bracket 81 according to the twelfth aspect of the present invention has a substantially V-shaped cutout portion 84, when the front end of the seat portion 41 rises, the restriction bracket 81 is on the cutout portion 84 side. It will be bent. Therefore, the seat portion 41 held by the restriction bracket 81 rotates with the sharp portion of the substantially V-shaped cutout portion 84 as a fulcrum. Therefore, according to the present invention, the bending direction of the restriction bracket 81 is restricted, and accordingly, the rotational direction of the seat portion 41 held by the restriction bracket 81 can be reliably restricted. is there. Moreover, since it has a simple structure, it can be manufactured easily and inexpensively.

  In the invention according to claim 13, since the stopper member 71 is attached to prevent the front end of the seat portion 41 from rising above a predetermined height, the seat portion 41 is rotated more than a predetermined height. Can be prevented. Since it is possible to prevent the seat portion 41 from rotating beyond a predetermined value, it is possible to suppress the disorder of the posture of the seat portion 41 due to an impact.

  In the invention according to claim 14, the stopper member 71 has a mechanism in which a pin 82 protruding laterally from the front end of the seat portion 41 is inserted into an arc-shaped elongated hole 73 provided in a plate standing and fixed on the vehicle body side. Therefore, it can be made thin in the width direction. That is, according to the present invention, the stopper member 71 can be configured to be thin, and the space required for the arrangement is reduced, so that the expansion of the sheet width can be minimized. In addition, since the stopper member 71 in this claim can be configured to be thin in the width direction, the stopper member 71 can be accommodated in the side cover of the seat, and there is no danger to the passenger.

  In the invention according to the fifteenth aspect, since the plate standingly fixed on the vehicle body side is provided with a buffer member on the periphery of the upper end of the arc-shaped elongated hole 73, the shock can be further absorbed by the buffer member.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  First, the “vehicle seat 10” according to the present invention includes a “seat portion 41”, an “impact absorbing plate 31”, a “regulation bracket 81”, and a “stopper member 71”. Hereinafter, each component will be described. In the following description, “front”, “rear”, “upper”, “lower”, “left”, and “right” respectively indicate directions viewed from the passenger sitting on the vehicle seat 10.

  In the present invention, the “seat portion 41” includes at least a “seat cushion on which an occupant is seated”, and its “rear end” is rotatably connected to the vehicle via a restriction bracket 81 (described later). Is. When the embodiment in which the shock absorbing plate 31 (described later) is installed between the restriction bracket 81 connected to the lower side of the rail and the floor surface, the “seat portion 41” is formed on the seat cushion. In addition, it includes a “slider 18” on which the seat cushion is placed and a “rail 17” that is slidably engaged with the slider 18 in the longitudinal direction.

  In the present invention, as shown in FIG. 3 or FIG. 4, the “impact absorbing plate 31” has “peeling portions 52” sandwiched between a plurality of “fragile portions 51” extending in the vehicle front-rear direction. The front end of the peeling portion 52 is connected to the front end of the seat portion 41 (or “regulation bracket 81” described later), and at least the rear end portion of the shock absorbing plate 31 is fixed to the vehicle body side. . When a certain upward load is applied to the front end of the seat portion 41, the fragile portions 51 formed on both sides of the peeling portion 52 are sequentially broken, so that the impact is gradually absorbed. It will be.

  The fragile portion 51 is configured as a through hole 55 continuously drilled on the impact plate 31 or a groove having a substantially V-shaped cross section formed by pressing the upper surface of the impact plate 31. It is possible to configure as Further, as shown in the cross-sectional view of FIG. 6 or FIG. 7, not only the case where the plate 31 is formed as a groove-like thin wall formed by pressing from the upper and lower surfaces of the plate 31, but also the cross-sectional view of FIG. Moreover, you may comprise as the planar thin wall formed by giving a press work from the one surface of the said plate 31. FIG.

  In addition, when the said weak part 51 consists of an unequal cross-sectional area groove | channel where a cross-sectional area changes in a vehicle front-back direction, the impact load required for the fracture | rupture of the said weak part 51 will change. When this unequal cross-sectional area groove is a tapered groove whose width becomes narrower toward the rear of the vehicle or becomes shallower, the shock absorbing plate 31 is easily broken at the initial stage of breakage, and a sudden rise in shock load is caused. It is possible to suppress the impact absorbing plate 31 from being broken at a later stage of the breakage, and to suppress the reduction of the impact load.

  Moreover, as shown in FIG. 4, when the through-hole 55 is drilled along the said weak part 51, the mechanical strength of the weak part 51 will be reduced arbitrarily. Therefore, since the “stripping margin” can be effectively used over a long dimension, the impact load can be absorbed gradually. In particular, in the shock absorbing structure using “peeling” as in the present invention, the maximum impact on the occupant is immediately before the end of the shock absorbing action, as shown in the graph of FIG. . This is because, since the load energy is small immediately before the end of the shock absorbing action, the fragile portion 51 of the shock absorbing plate 31 cannot be broken, and the “peeling” stops suddenly, and the remaining shock energy Because it reaches the crew. In view of such circumstances, the strength of the fragile portion 51 is deliberately reduced by drilling the through hole 55 in the back of the fragile portion 51 of the shock absorbing plate 31 (near the final portion of the “stripping”). It is conceivable that the “peeling” is continuously performed even by “small load energy” at “immediately before the end of the shock absorbing action”. By adopting such a configuration, as shown in the graph of FIG. 5C, it is possible to absorb the impact just before the end of the impact absorbing action. Therefore, it is possible to further reduce the influence on the passenger. In addition, as shown in FIG. 4, by making the through holes 55 alternately on the left and right sides with respect to the two fragile portions 51, the “peeling” is continuously performed without suddenly stopping, The impact immediately before the end of the impact absorbing function can be absorbed. Therefore, it is possible to further reduce the influence on the passenger.

  Further, the shock absorbing plate 31 may be welded to the object to be attached (or directly to the vehicle body side) on the lower surface thereof. By adopting such a configuration, when an impact load is applied to the vehicle seat 10, the seat portion 41 of the vehicle seat 10 surely peels only the peeling portion 52. It is possible to reliably exert the shock absorbing performance.

  Further, as shown in FIG. 2, a cut portion 45 is formed at the front portion of the shock absorbing plate 31, and a convex portion 35 for attaching the front end of the seat portion 41 is formed inside the cut portion 45. When the “load receiving portion 47” for receiving the load of the seat portion 41 is attached to the lower surface of the convex portion 35, the deformation of the convex portion 35 due to the weight of the seat portion 41 can be prevented.

  Further, as shown in FIG. 3, when a reinforcing member 36, which is a separate member, is welded to “around the peeling portion 52” on the upper surface of the shock absorbing plate 31, an impact load is applied to the vehicle seat 10. When reaching, the reinforcing member 36 presses around the peeling portion 52. Therefore, since the seat portion 41 of the vehicle seat 10 surely peels off only the peeling portion 52, it is possible to reliably exhibit the designed shock absorbing performance. Note that the load receiving portion 47 may be provided integrally with the reinforcing member 36.

  In the present invention, the “restriction bracket 81” holds the seat portion 41 and bends at a “fulcrum” in the vicinity of the rear end of the seat portion 41 when the front end of the seat portion 41 is lifted. The part 41 is connected to the vehicle body side so as to be rotatable. Note that a portion of the restriction bracket 81 behind the fulcrum is fixed to the vehicle body side. Since the fulcrum in the restriction bracket 81 is disposed on a substantially extension of the fragile portion 51 in the shock absorbing plate 31, the restriction end is raised as the front end of the seat 41 connected to the front end of the restriction bracket 81 rises. When the bracket 81 is bent at the fulcrum, the seat portion 41 rotates in the direction directly behind the vehicle body. That is, the restriction bracket 81 restricts the seat portion 41 from rotating in the left-right direction of the vehicle body. This is because when the peeling direction of the “peeling portion 52” in the shock absorbing plate 31 is shifted in the left-right direction with respect to the fragile portion 51, a larger impact load is required to break the fragile portion 51. This is because it is necessary to prevent improper absorption of load energy resulting from insufficient breakage of the fragile portion 51. The shape and structure of the restriction bracket 81 is not particularly limited as long as it exhibits the above-described action. However, as shown in FIG. 2, the restriction bracket 81 includes a bottom surface portion and a pair of side walls. A configuration in which a “fulcrum” composed of a substantially V-shaped notch 84 is provided at the center is preferable because it can be manufactured easily and inexpensively. Furthermore, a hinge structure (not shown) may be adopted as the fulcrum.

  In the present invention, the “stopper member 71” prevents the seat portion 41 from rotating beyond a predetermined height and prevents the posture of the seat portion 41 from being disturbed by an impact. The stopper member 71 is not particularly limited in its shape and structure as long as it exhibits such an action, but is preferably configured as a plate-like stopper member 71 as shown in FIGS. 1 and 2. is there. The stopper member 71 includes an arc-shaped elongated hole 73 and a plate 72 that is erected and fixed on the vehicle body side. A pin 82 that protrudes laterally from the front end of the restriction bracket 81 is inserted into the elongated hole 73. According to the plate-like stopper member 71, as shown in FIGS. 10A and 10B, the front end of the restriction bracket 81 (corresponding to the front end of the seat portion 41) is a predetermined height when an impact occurs. The pin 82 comes into contact with the upper end of the long hole 73 of the plate 72 to prevent the subsequent rise. In addition, it is good also as what reduces the impact produced when the said pin 82 contact | abuts to the upper end of the arc-shaped long hole 73 by taking the structure which produces friction between the arc-shaped long hole 73 and the pin 82. FIG. Further, although not particularly illustrated, when the buffer member is integrally provided at the periphery of the upper end of the arc-shaped elongated hole 73 in the stopper member 71 and the pin 82 contacts the upper end of the arc-shaped elongated hole 73, ”May be plastically deformed (or ruptured) to reduce the impact. Further, a “buffer member” according to another member is provided at the periphery of the upper end of the arc-shaped elongated hole 73 in the stopper member 71 to reduce the impact generated when the pin 82 contacts the upper end of the arc-shaped elongated hole 73. It may be a thing. By adopting such a configuration, it is possible to further reduce the impact on the occupant. For the stopper member 71, a link mechanism (not shown) may be employed. In the present invention, the link mechanism is interposed between the vehicle body side and the restriction bracket 81 and is normally folded, but is extended when an impact occurs and the front end of the seat 41 rises to a predetermined height. This will prevent further increases.

  The best mode for carrying out the present invention will be described with reference to the embodiments shown in the accompanying drawings.

  FIG. 1 shows a vehicle seat 10 according to the first embodiment from an obliquely left front. The vehicle seat 10 according to this embodiment includes a front seat bracket 13 and a rear seat bracket 14 that are attached to the vehicle body 11 via fastening members 12 and 12, and a rail 17 that is attached to the front seat bracket 13 and the rear seat bracket 14. The slider 18 that is slidably engaged with the rail 17, the restriction bracket 81 that is attached to the upper portion of the slider 18, the seat seat portion 41 and the backrest portion 43 that are supported by the restriction bracket 81 from below. The basic configuration is as follows.

  FIG. 2 is an exploded perspective view of the shock absorbing structure of the vehicle seat 10 shown in FIG. 1 and shows the mounting structure of the shock absorbing plate 31 interposed between the restriction bracket 81 and the slider 18. In this embodiment, the slider 18 and the rail 17 correspond to the “vehicle body side”. However, when the embodiment in which the shock absorbing plate 31 is installed between the restriction bracket 81 connected to the lower side of the rail and the floor surface, the slider 18 and the rail 17 correspond to the “seat portion 41”. It will be a thing. In this embodiment, a plate-like stopper member 71 is attached to the upper surface of the slider 18, and the shock absorbing plate 31 is disposed on the upper surface of the plate-like stopper member 71. A convex portion 35 is formed at the front end of the shock absorbing plate 31, and the front end of the restriction bracket 81 is connected to the convex portion 35.

  In this embodiment, the shock absorbing plate 31 is disposed on a stopper member 71 that is placed and fixed on the slider 18 (vehicle body side), and is fixed to the upper surface of the slider 18 by the rivets 33 and 33 together with the stopper member 71. The front end of the restriction bracket 81 is attached to the convex portion 35 formed at the front end of the shock absorbing plate 31 via a fastening member (bolt / nut).

  In the present embodiment, the seat seat 41 is held by a restriction bracket 81. The restriction bracket 81 includes a bottom surface portion and a pair of side walls, and has a substantially V-shaped notch 84 at a substantially central portion in the longitudinal direction of the side walls. Further, since the reinforcing member 83 is arranged on the upper surface side of the restriction bracket 81, when the front end of the seat seat portion 41 is pulled upward due to the occurrence of an impact load, the rear end portion of the reinforcing member 83 Presses the bottom surface portion of the restriction bracket 81 downward, so that the bottom surface portion of the restriction bracket 81 is bent at the notch portion 84 on the side wall.

  The restriction bracket 81 is arranged on the upper side of the shock absorbing plate 31 and the front end thereof is fixed to the convex portion 35 of the shock absorbing plate 31 by a fastening member. Therefore, along with the bending of the restriction bracket 81, the “peeling portion 52” in the shock absorbing plate 31 is peeled off. The “peeling” process is as shown in FIGS. 9A, 9B, 9C, and 9D. FIG. 9A shows a normal state where no impact load is applied. And if a passenger | crew receives an impact from back, force will be applied to the backrest part 43 by inertia, and it will try to move the vehicle seat 10 back. When the occupant receives an impact load of a predetermined value or more, the convex portion 35 of the shock absorbing plate 31 described above is pulled up by the restriction bracket 81, so that "peeling" is started as shown in FIG. (C), “peeling” proceeds to FIG. 9 (d).

  In this embodiment, since the plate-like stopper member 71 is provided, as shown in FIGS. 10 (a) and 10 (b), the front end (the seat 41) of the restriction bracket 81 is generated when an impact occurs. When the pin 82 is raised to a predetermined height, the pin 82 comes into contact with the upper end of the elongated hole 73 of the plate 72 and prevents the subsequent rise. Therefore, disturbance of the posture of the seat portion 41 due to impact can be suppressed.

  The vehicle seat 10 according to the present invention is suitable for a four-wheeled vehicle.

It is the figure which showed the vehicle seat 10 which concerns on Example 1 from the left front. It is a disassembled perspective view of the shock absorption structure of the vehicle seat 10 shown in FIG. It is a figure which shows other embodiment of the impact-absorbing plate. It is a figure which shows other embodiment of the impact-absorbing plate. It is a graph which shows the magnitude | size of the impact on a passenger | crew by a collision. It is a figure which shows other embodiment of the impact-absorbing plate. It is a figure which shows other embodiment of the impact-absorbing plate. It is a figure which shows other embodiment of the impact-absorbing plate. It is a figure which shows the process of "peeling off" the vehicle seat 10 which concerns on Example 1. FIG. It is explanatory drawing of the stopper member 71 in Example 1, and its effect | action figure. It is a figure which shows the basic composition of the prior art described in patent document 1. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle seat 11 Car body 31 Shock absorption plate 35 Convex part 41 Seat part 45 Cutting part 47 Load receiving part 51 Fragile part 52 Peeling part 55 Through-hole 71 Stopper member 73 Arc-shaped long hole 72 Plate 81 Restriction bracket 82 Pin

Claims (15)

With the rear end as a fulcrum, a seat part that is rotatably connected to the vehicle body side,
A vehicle seat having a shock absorbing plate connected to the front end of the seat and breaking and absorbing shock when an upward load of a certain level or more is applied to the seat;
The shock absorbing plate has a peeling portion sandwiched between a plurality of weak portions extending in the front-rear direction of the vehicle body,
The seat portion is held by a restriction bracket that restricts the rotation direction of the seat portion by bending at a fulcrum set on a substantially extension of the fragile portion in the shock absorbing plate,
While fixing the rear portion of the restriction bracket to the vehicle body side with respect to the fulcrum, the front end of the restriction bracket or the seat is connected to the front end of the peeling portion of the shock absorbing plate,
A vehicle seat, wherein at least a rear end portion of the shock absorbing plate is fixed to a vehicle body side. The vehicle seat according to claim 1,
The seat in the vehicle seat is
A seat cushion on which an occupant sits,
A slider on which the seat cushion is placed;
It consists of a rail that slidably engages with the slider in the longitudinal direction,
The vehicle seat, wherein the shock absorbing plate is installed between a regulation bracket connected to the lower side of the rail and a floor surface. The vehicle seat according to claim 1,
The seat in the vehicle seat is a seat cushion on which an occupant sits,
The vehicle seat, wherein the shock absorbing plate is installed between a restriction bracket connected to a lower side of the seat cushion and a slider on which the restriction bracket is placed. In the vehicle seat according to any one of claims 1 to 3,
A cut portion is formed in front of the weak portion at the front portion of the shock absorbing plate, and a convex portion is provided on the inner side of the cut portion so as to bulge upward and attach the front end of the seat portion. A vehicle seat, wherein a load receiving portion for receiving a load of the seat portion is attached to a lower surface of the vehicle seat. In the vehicle seat according to any one of claims 1 to 4,
A vehicle seat characterized in that the lower surface of the shock absorbing plate and the periphery of the peeling portion are welded to the vehicle body side. In the vehicle seat according to any one of claims 1 to 4,
A vehicle seat characterized in that a reinforcing member is welded to the upper surface of the shock absorbing plate and around the peeling portion. The vehicle seat according to any one of claims 1 to 6,
The vehicular seat, wherein the fragile portion is an unequal cross-sectional area groove whose cross-sectional area changes in the longitudinal direction of the vehicle. In the vehicle seat according to claim 7,
The unequal cross-sectional area groove is a tapered groove whose width becomes narrower toward the rear of the vehicle or where the groove becomes shallower. The vehicle seat according to any one of claims 1 to 8,
The shock absorbing plate has a through-hole drilled along the fragile portion. The vehicle seat according to claim 9, wherein
A vehicle seat characterized in that the through holes formed in the shock absorbing plate are alternately arranged on the left and right with respect to the two weak portions. The vehicle seat according to any one of claims 1 to 10,
A vehicle seat characterized in that a fulcrum in the restriction bracket has a hinge structure, and the restriction bracket is bent around a rotation axis of the hinge structure, so that the seat portion can be rotated. The vehicle seat according to any one of claims 1 to 10,
A vehicle seat characterized in that a fulcrum of the restriction bracket is formed by a substantially V-shaped cutout portion, and the seat portion is rotatable by bending the restriction bracket toward the cutout portion. The vehicle seat according to any one of claims 1 to 12,
A vehicular seat comprising a stopper member for preventing a subsequent rise when the front end of the seat rises to a predetermined height. The vehicle seat according to claim 13,
The stopper member has an arc-shaped elongated hole and is fixed upright on the vehicle body side,
Consists of a pin that protrudes laterally from the front end of the seat portion, and a tip that is inserted into the slot.
A vehicular seat characterized in that when the front end of the seat rises to a predetermined height when an impact occurs, the pin abuts against the upper end of the long hole of the plate to prevent further elevation. The vehicle seat according to claim 14, wherein
A vehicular seat characterized in that a buffer member is provided on the periphery of the upper end of the arc-shaped elongated hole in the stopper member.

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