JP5414291B2 - Vehicle seat - Google Patents

Description

  The present invention relates to a vehicle seat, and more particularly to a vehicle seat that reduces impact during a rear-end collision.

  In general, in the case of a so-called rear collision, such as when the rear part of a vehicle seat such as an automobile is collided or a large collision occurs during reverse travel, the head of the seated occupant suddenly tilts backward due to inertial force. There is a risk that the neck may be impacted.

  For this reason, conventionally, vehicle seats such as automobiles have been designed to protect the occupant's head and neck from impact caused by a rear-end collision and reduce the occupant's head above the seat back to reduce the impact on the neck. The headrest received from is provided.

  However, it is not only possible to reduce the impact on the body simply by providing a headrest, but if the gap between the occupant's head and the headrest is not quickly reduced at the time of a rear collision, the impact applied to the neck will be sufficient. It may not be possible to mitigate.

  In order to solve such a problem, a technique including an active headrest has been proposed. For example, a headrest is attached to the upper part of the dorsal seat so that it can be moved back and forth by the upper link, and a wire spring in which a plurality of plate bodies formed in a substantially rectangular single plate shape are arranged in parallel on the dorsal frame of the dorsal seat. One of the plurality of wire springs arranged vertically is used as a rear collision detection spring, and the upper link is formed by a plate body in the vicinity of the rear collision detection spring and the rear collision detection spring. A rear collision detection portion for operating the rear collision detection spring, and an attachment end of the rear collision detection spring is attached to a lower link rotatably provided on the dorsal frame, and the lower link and the upper link are transmitted. The vehicle seat is connected by a member, and at least the front ends of the left and right mounting end portions of the rear collision detection spring are respectively positioned in front of the planar plate body. It has been proposed (see Patent Document 1).

JP 2007-62522 A

  The technique disclosed in Patent Document 1 is to receive movement of the occupant rearward of the chest with a pressure receiving member at the time of a rear collision, and move the headrest forward in conjunction with the rearward movement of the pressure receiving member. The tip of the mounting end on the left and right sides of the wire spring that protrudes to the side of the body is positioned in front of the plate body in plan view, so a cushioning material is installed between the tip of the mounting end and the plate body It is possible to widen the possible installation space and to improve the cushioning performance.

In such technology, it is necessary to provide a separate mechanism for moving the headrest in order to interlock with the headrest, which not only makes the mechanism complicated and expensive, but also requires a movable part for moving the headrest on the seat back frame. For this reason, it is necessary to prevent the rigidity from becoming weak, and it becomes necessary to increase the rigidity more than usual.
In addition, since the link mechanism is on the lower side and the springs and the like are separated from each other on the upper side and the like, there is an inconvenience that the compactness cannot be achieved.

  A connecting member (for example, a wire) and an urging means (for example, a spring) are attached to different impact reducing members (for example, links), but in order to achieve compactness, a common impact reducing member is used. It is preferable to attach the connecting member and the biasing means. However, if the impact reducing member is used in common, a plurality of mounting operations are overlapped, and the biasing means may become an obstacle and the mounting workability of the connecting member may be deteriorated.

An object of the present invention is to increase the working efficiency by attaching the connecting member without interfering with the biasing means when assembling the connecting member to a common impact reducing member in order to reduce the size. The object is to provide a vehicle seat that can be used.
Another object of the present invention is to provide an impact reducing member and an urging means, and to increase the amount of body movement (removal) only behind the vehicle at the time of rear collision, and to effectively reduce the impact applied to the occupant at the time of rear collision. It is possible to provide a vehicle seat having an improved relationship between the connecting member and the impact reducing member.

According to the vehicle seat of claim 1, the subject is a seat back frame including at least side portions located on both sides and an upper portion disposed above, and disposed above the seat back frame. A headrest, a pressure receiving member coupled to the seat back frame via a coupling member, and disposed on at least one side of both side portions of the seat back frame and coupled to the coupling member to be movable. And an urging means provided with end portions attached to the impact reduction member and the seat back frame, wherein the end portion of the connecting member is attached to the impact reduction member. is mounting portion is formed for attaching the ends of the hole and the urging means, the mounting holes of the connecting member is formed as a long hole that extends in the rearward and downward from the vehicle front upper side, wherein Be located in a seat inward than the mounting portion of the energization means is solved by.

Thus, the attachment hole of the connecting member formed in the impact reducing member is formed as a long hole extending from the vehicle front upper side to the rear lower side, and is located in the seat inner direction with respect to the attachment part of the urging means. Therefore, when the connecting member is assembled to a common impact reducing member for compactness, the urging means does not get in the way, and the connecting member can be easily attached and work efficiency can be improved.

Further, according to the vehicle seat of claim 2, the subject is a seat back frame including at least side portions located on both sides and an upper portion disposed above, and an upper portion of the seat back frame. A headrest provided, a pressure receiving member coupled to the seat back frame via a coupling member, and disposed on at least one side of both side portions of the seat back frame, and coupled to the coupling member, A movable impact reduction member, and an urging means attached to the impact reduction member and the seat back frame, and an end of the connecting member is attached to the impact reduction member. is mounting portion is formed for attaching the ends of the mounting hole and the urging means, the mounting holes of the connecting member is formed as a long hole that extends in the rearward and downward from the vehicle front upper side, Together are located in a vehicle rear side than the mounting portion of the serial biasing means, it is provided at a position deviated from the projection range from the vehicle front attaching portion of the biasing means, it is solved by.

Thus, the attachment hole of the connecting member is formed as a long hole extending from the upper front side of the vehicle to the lower rear side, and is positioned on the rear side of the vehicle with respect to the attachment portion of the urging means. Because it is provided at a position outside the projection range from the front of the vehicle, the urging means does not get in the way when the connecting member is assembled to the common impact reducing member for compactness. It is easy to perform the member attaching operation, and the working efficiency can be improved.

  Further, according to a third aspect of the present invention, the impact reducing member rotates about a rotating shaft, and the mounting hole of the connecting member and the mounting portion of the urging means are on the vehicle lower side than the rotating shaft. It is preferable that the mounting hole of the connecting member is provided on the vehicle lower side than the mounting portion of the biasing means. Thus, since the attachment hole of the connecting member is provided below the attachment portion of the urging means, the attachment workability is further improved.

  Further, according to a fourth aspect of the present invention, the side portion has an extending portion that extends to the inside of the seat formed at the front portion of the side portion, and the extending portion has an attachment hole of the connecting member. If the notch is formed at a position corresponding to the front of the vehicle, the extending portion of the side portion does not get in the way, so that the mounting workability is further improved.

According to a fifth aspect of the present invention, when the connecting member is engaged at a position farthest from the urging means in the elongated hole that is the attachment hole of the connection member, the connection member is attached when the connection member is removed from the attachment hole. Workability is good because it is not easily affected by the mounting portion of the biasing means.
Further as in claim 6, the side portion of the front Symbol seat back frame, the mounting hole opposite to the position of the shock absorbing member formed the connecting member, when the opening is provided, the side portions The installation status can be confirmed from the above, making it easy to work and improving work efficiency.

  According to the vehicle seat of the present invention, when the connecting member is assembled to the common impact reducing member for the purpose of downsizing, the urging means does not get in the way and the connecting member can be easily attached. Can be increased.

It is a schematic perspective view of a sheet. It is a schematic perspective view of a seat frame. It is a schematic cross-section explanatory drawing of the seat back frame before a shock reduction member is movable. It is a schematic cross-section explanatory drawing of the seat back frame after the impact-reducing member is movable. It is a schematic explanatory drawing from the back surface of a seat back frame. It is an enlarged explanatory view showing the relationship between the impact reducing member and the urging means. It is decomposition | disassembly explanatory drawing of an impact reduction member and a biasing means. It is explanatory drawing of an impact reduction member. It is explanatory drawing which shows the state of the impact reduction member and urging | biasing means before and behind a rear surface collision. It is explanatory drawing which shows the state of the impact reduction member and urging | biasing means before and behind a rear surface collision. It is a schematic explanatory drawing from the arrow Z direction of FIG. It is expansion explanatory drawing similar to FIG. 6 which shows other embodiment. It is a schematic explanatory drawing similar to FIG. 11 of FIG. It is explanatory drawing of the impact reduction member of other embodiment. It is a schematic explanatory drawing similar to FIG. 11 of FIG. It is explanatory drawing of the impact reduction member of other embodiment. It is a schematic explanatory drawing similar to FIG. 11 of FIG. It is a schematic explanatory drawing similar to FIG. 11 which shows another example.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. It should be noted that members, arrangements, and the like described below do not limit the present invention, and it goes without saying that various modifications can be made in accordance with the spirit of the present invention. In this specification, a vehicle means a vehicle for traveling on which a seat can be mounted, such as a vehicle for traveling on the ground having wheels such as an automobile or a railroad, an aircraft or a ship moving on the ground, and the like. Further, the normal seating load includes a seating impact that occurs when sitting, a load during acceleration caused by sudden start of the vehicle, and the like. In addition, the load at the time of rear collision is a large load generated by the rear collision, and refers to a large rear-end collision by the vehicle from the rear side, a large collision at the time of reverse traveling, etc., and a load similar to the load generated at the time of normal seating. The ones in the area are not included.

  1 to 11 show an embodiment of the present invention, FIG. 1 is a schematic perspective view of a seat, FIG. 2 is a schematic perspective view of a seat frame, and FIG. 3 is a schematic of a seat back frame before the impact reducing member is moved. FIG. 4 is a schematic sectional view of the seat back frame after the impact reducing member is moved, FIG. 5 is a schematic explanatory view from the back of the seat back frame, and FIG. 6 is a relationship between the impact reducing member and the urging means. 7 is an exploded explanatory view of the impact reducing member and the urging means, FIG. 8 is an explanatory view of the impact reducing member, and FIGS. 9 and 10 are the impact reducing member and the urging means before and after the rear collision. FIG. 11 is a schematic explanatory view from the direction of arrow Z in FIG.

  As shown in FIG. 1, the vehicle seat S according to the present embodiment includes a seat back S <b> 1 (back part), a seating part S <b> 2, and a headrest S <b> 3, and the seat back S <b> 1 (back part) and the seating part S <b> 2 are seats. Cushion pads 1a and 2a are placed on the frame F and covered with skin materials 1b and 2b. The headrest S3 is formed by arranging a pad material 3a on a core material (not shown) of the head and covering it with a skin material 3b. Reference numeral 19 denotes a headrest pillar that supports the headrest S3.

As shown in FIG. 2, the seat frame F of the vehicle seat S includes a seat back frame 1 constituting the seat back S1 and a seating frame 2 constituting the seat portion S2.
The seating frame 2 has the structure in which the cushion pad 2a is placed as described above and is covered with the skin material 2b from above the cushion pad 2a, and the occupant is supported from below. The seating frame 2 is supported by a leg portion, and an inner rail (not shown) is attached to the leg portion, and is assembled in a slide type that can be adjusted in the front-rear position with an outer rail installed on the vehicle body floor. Yes.
Further, the rear end portion of the seating frame 2 is connected to the seat back frame 1 via a reclining mechanism 11.

  The seat back S1 has the cushion pad 1a mounted on the seat back frame 1 as described above and is covered with the skin material 1b from above the cushion pad 1a, and supports the back of the occupant from the rear. . In the present embodiment, as shown in FIG. 2, the seat back frame 1 is a substantially rectangular frame and includes a side portion, an upper portion, and a lower portion.

  The side portion has two side frames 15 that are spaced apart in the left-right direction and extend in the up-down direction in order to form a seat back width. And the upper frame 16 which connects the upper end part side of the side frame 15 extends upward from the side part, and comprises the upper part.

Further, the lower portion of the seat back frame 1 is formed by connecting the lower end side of the side frame 15 with the lower frame 17. The lower frame 17 has an extended portion 17a that is connected to the lower side of the side frame 15 and extends downward, and an intermediate portion 17b that connects both sides. The extended portion 17a is an obstacle in relation to the seating frame 2. It is extended to the extent that there is no.
The seat back frame 1 of the present embodiment is formed by separate members of the side frame 15, the upper frame 16, and the lower frame 17, but may be formed by an integral pipe frame, an integral plate frame, or the like. it can.

The side frame 15 of the present embodiment is an extending member that constitutes a side surface of the seat back frame 1, and, as shown in FIG. 6, a flat side plate 15a and a front end portion of the side plate 15a (located on the vehicle front side). A front edge portion 15b (extension portion) obtained by folding a portion extending from the (end portion) inward into a U shape, and a rear edge portion 15c bent inward from the rear end portion into an L shape. . As shown in FIGS. 3, 6, and 7, the front edge portion 15 b of the present embodiment is formed with a protruding portion 15 d that protrudes in the direction of the rear edge portion 15 c, and a spring is applied to the protruding portion 15 d. A locking hole 34 as a locking part for locking is formed.
In addition, a cutout portion 15e that is cut out to the front side of the vehicle to reduce the width is formed at a position where the tension coil spring 35 as the biasing means is disposed from the projection portion 15d of the front edge portion 15b. Interference with the tension coil spring 35 can be prevented by the notch 15e.

  As shown in FIG. 2, the upper frame 16 is a substantially U-shaped member, and the side surface portion 16 a of the upper frame 16 is disposed so as to partially overlap the side plate 15 a of the side frame 15. And fixedly joined to the side frame 15.

  A headrest S3 is disposed above the upper frame 16 constituting the upper portion. As described above, the headrest S3 is configured such that the pad material 3a is provided on the outer peripheral portion of the core material (not shown) and the outer periphery of the pad material 3a is covered with the skin material 3b. The upper frame 16 is provided with a pillar support portion 18. A headrest pillar 19 (see FIG. 1) that supports the headrest S3 is attached to the pillar support portion 18 via a guide lock (not shown), and the headrest S3 is attached.

  As described above, the side frame 15 as a side portion constituting a part of the seat back frame 1 is configured with a predetermined length in the vertical direction, and is arranged to face each other with a predetermined interval in the left-right direction. It is installed. In the seat back frame 1 (between the side frames 15 on both sides), a pressure receiving member 20 as a posture holding member that supports the cushion pad 1a from behind is disposed in the inner region of the seat back frame 1.

  The pressure receiving member 20 of the present embodiment is configured without being linked with the headrest S3, and is a member in which a resin is formed in a plate-like substantially rectangular shape. Smooth unevenness is formed on the surface in contact with the cushion pad 1a. Is formed. As shown in FIG. 5, claw portions 24, 24,... For locking the wires 21, 22 are formed on the upper and lower sides of the pressure receiving member 20.

  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 formed by claw portions 24 formed at predetermined positions on the upper side and the lower side on the back side of the pressure receiving member 20. The pressure receiving member 20 is supported on the back surface of the cushion pad 1a. The wires 21 and 22 are formed of a steel wire having spring properties, and as shown in FIG. 5, concave and convex portions 21a and 22a that are bent portions are formed in the middle of the side frames 15 on both sides.

  In particular, among the two wires 21 and 22 locked to the pressure receiving member 20 of this embodiment, the wire 22 positioned below has a load (a shock described later) due to the formation of the concavo-convex portion 22a. The pressure receiving member 20 is configured to move rearward with a larger amount of movement due to a large deformation due to a load larger than the moving or rotating load of the reducing member.

  As shown in FIGS. 3, 4 and 6, 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 on both sides. It is hooked on an attachment hook 37 provided on the side frame 15 (more specifically, a pipe member as the upper frame 16 attached to the side frame 15). On the other hand, both end portions of the wire 22 locked to the lower side are hooked to locking portions (attachment holes) 31 of the rotating member 30 mounted on the left and right side frames 15.

  The rotating member 30 as an impact reducing member is movable rearward by the impact load transmitted through the connecting member (wire 22) when a predetermined impact load or more is applied to the pressure receiving member 20 due to a rear collision or the like. The pressure receiving member 20 can be greatly moved rearward of the vehicle by the movement of the rotating member 30 toward the rear of the vehicle, and the impact on the occupant can be reduced.

As shown in FIGS. 6 to 8, the rotating member 30 of the present embodiment is pivotally supported inside the side plates 15 a of the side frames 15 on both sides via a shaft portion 32 (described later), and is a connecting member. The wire 22 in the lower position is locked and connected to a tension coil spring 35 as a biasing means for biasing the wire 22. That is, the rotating member 30 is connected to the urging means, and is configured to urge the pressure receiving member 20 toward the front side of the seat back frame 1 via the connecting member.
The rotating member 30 of the present embodiment includes a rotatable shaft portion 32, a connecting member locking portion (attachment hole) 31 formed at a predetermined distance from the shaft portion 32, and an urging means. And a rotation preventing portion 39 (stopper portions 39a and 39b) for preventing the rotation.

  As shown in FIG. 7, the shaft portion 32 includes a shaft member 32a, a shaft hole 32b provided in the rotating member 30, a hole portion 32c provided in the side plate 15a of the side frame 15, and a fitting member 32d. The shaft member 32a is inserted into the shaft hole 32b and fitted into the hole 32c, and the fitting member 32d is fitted from the tip end side of the shaft member 32a, so that the rotating member 30 is rotatable. It is pivotally supported.

As shown in FIG. 8, the engaging portion 31 of the connecting member (wire 22) of the present embodiment is formed from a long hole in order to make it easy to attach the bent bowl-shaped end portion of the wire 22 that is the connecting member. It is formed as a mounting hole. The forming portion 30c of the locking portion (mounting hole) 31 is formed so as to rise from the base portion 30a so that the first rising portion 30b is continuously provided on the outer peripheral side of the base portion 30a constituting the rotating member 30. It is formed extending from the one rising portion 30b in the outer peripheral direction.
Further, the first rising portion 30b is formed at a position approximately 90 degrees away from a position between the predetermined intervals between the stopper portions 39a and 39b of the rotation preventing portion 39 when the shaft portion 32 is the center. .

  And the latching | locking part (attachment hole) 31 of the wire 22 is located in the sheet | seat inner side rather than the latching | locking part (attachment part) of the tension coil spring 35 as an urging means mentioned later, and is located in the wire 22 side more. become. Moreover, as shown in FIG. 11, the inner wall 31a of the latching | locking part (attachment hole) 31 inclines the inner wall by the side of the rotating shaft 32, and is pierced. In this example, the vehicle is formed so as to incline from the upper side to the lower side of the vehicle from the inside to the outside of the seat. In other words, the inner wall of the hole is formed to be inclined with respect to the formation surface of the hole. For this reason, when attaching the wire 22, it is easy to attach the flange portion 22c on the end side of the wire 22 smoothly with the inclined inner wall 31a, and the urging means (the tension coil spring 35) does not get in the way. Installation work is easy and work efficiency is improved.

  Further, as shown in FIG. 6, the locking portion (attachment hole) 31 of the wire 22 is formed by a long hole extending from the vehicle front upper side to the rear lower side in a state where the rotating member 30 is attached to the side frame 15. Therefore, it is easy to attach the flange portion 22c at the end of the wire 22 extending from the upper front side of the vehicle to the lower rear side. Further, since the wire 22 is engaged at a position farthest from the urging means (the tension coil spring 35) in the long hole engaging portion (attachment hole) 31, the wire 22 is engaged with the engaging portion (attachment hole). When it is removed, it is not easily affected by the locking hole (attachment portion) 33 of the urging means, and the operation is easy.

  The locking hole (attachment portion) 33 of the biasing means of this embodiment is for locking the end of the tension coil spring 35 that is the biasing means. As shown in FIG. The lower portion 30e that is continuous to the vehicle front side of the formation portion 30c in which the attachment hole 31 is formed is formed toward the side plate 15a side of the side frame 15, and further, the base portion 30a described above is continued to the lower portion 30e. A forming portion 30f that is substantially parallel to the surface is formed, and a locking hole (attachment portion) 33 is formed in the forming portion 30f. The formation portion 30f is formed between the base portion 30a and the formation portion 30c described above.

Thus, the locking hole (attachment portion) 33 of the urging means is located in the seat outer direction (that is, the side plate) from the locking portion (attachment hole) 31 of the wire 22 formed in the rotating member 30 that is an impact reducing member. 15a side) is located on the vehicle front side. In other words, the locking portion (mounting hole) 31 of the wire 22 is located in the seat inner side with respect to the locking hole (mounting portion) 33 of the urging means. This positional relationship will be described with reference to a schematic explanatory diagram of the rotating member 30, the wire 22, and the tension coil spring 35 as viewed from the direction of the arrow Z (front of the vehicle) in FIG. 6. As shown in FIG. It is located in the seat inner direction (right side in FIG. 11) from the stop hole (attachment portion) 33, and is further provided at a position outside the projection range from the front of the vehicle.
With such an arrangement, when the wire 22 is attached to the rotating member 30, the tension coil spring 35 does not get in the way, and the attaching operation is facilitated.

  As shown in FIG. 6, the locking hole (attachment portion) 33 is formed at a position in front of the vehicle from the line Y that connects the shaft portion 32 and the position where the wire 22 of the locking portion (attachment portion) 31 is hooked. Has been. As described above, the locking portion (attachment portion) 31 of the wire 22 is provided on the vehicle rear side and the vehicle lower side of the locking hole (attachment portion) 33 of the tension coil spring 35.

  The biasing means in the present embodiment is a tension coil spring 35 obtained by coiling a spring wire, and as shown in FIG. 6, the locking hole (attachment portion) 33 formed in the rotating member 30 and the side frame 15. The rotating member 30 is urged toward the front side of the seat back frame 1 by being locked in the locking hole 34 of the protrusion 15d. In addition, hooks 35 a for locking the two ends of the tension coil spring 35 are formed in a semicircular shape.

  The rotation prevention part 39 (stopper part 39a, 39b) of this embodiment is for preventing rotation when the rotation member 30 rotates, and as shown in FIG. Two extending portions extending further in the outer peripheral direction from the second rising portion 30d rising from the base portion 30a continuously on the outer peripheral side of the base portion 30a that is in sliding contact with the side plate 15a when rotated about the predetermined distance from the second rising portion 30d. (Via a recess).

The extending portions serve as stopper portions 39a and 39b, and restrict the rotation of the rotating member 30. The predetermined interval between the stopper portions 39a and 39b is normally set so that the stopper portion 39a contacts the rear edge portion 15c of the side frame 15 in order to restrict the rotation at the upper limit and lower limit positions of the rotation setting range of the rotation member 30. In contact, the rotation of the rotation member 30 is prevented, but when the rotation member 30 is rotated due to a rear collision, the stopper portion 39b is in contact with the rear edge portion 15c so that the rotation stops. Has been. That is, in order to restrict the rotation at the upper limit and lower limit positions of the rotation setting range of the rotation member 30, the stopper portion 39a that sets the initial position before the rotation and the stopper portion that sets the stop position after the rotation. 39b are formed at a predetermined interval.
This rotation prevention part 39 (stopper part 39a, 39b) is formed in the position which does not interfere with the urging means (tensile coil spring 35) mentioned later and a connection member (wire 22).

The rotating member 30 described above is attached to the side frames 15 on both sides, and the hook portions 22c that are both ends of the wire 22 are hooked on the engaging portions (attachment holes) 31 of the respective rotating members 30 on both sides. Each rotating member 30 is configured to operate individually. Moreover, the rotation member 30 is comprised so that it may act independently irrespective of headrest S3.
In this embodiment, the rotating members 30 are attached to the side frames 15 on both sides, but the rotating members 30 attached to both sides are configured to rotate independently of each other. For this reason, when the load is generated unevenly, the rotating members 30 are independently rotated at the side portions on both sides according to the load, and the body of the occupant is determined according to the magnitude of the impact load. Can be sunk.

  At the time of normal seating in which the occupant is seated, tension is generated to rotate the rotating member 30 backward via the cushion pad 1a, the pressure receiving member 20, and the wire 22 in the seat back S1, while the tension coil spring 35 is The rotating member 30 is urged to rotate to the front side of the seat back frame 1. Here, since the tension coil spring 35 connected to the rotating member 30 has a load characteristic that does not bend in a load region generated during normal seating, the rotating member 30 is always on the initial position side. The stopper portion 39a abuts on the rear edge side 15c of the side frame 15 and is restrained at the initial position. That is, the force for returning to the initial state against the force for rotating the rotating member 30 is configured to be the largest during normal seating.

  3 shows the rotating member 30 at the time of rear collision, FIG. 3 shows the state before the impact reducing member rotates, FIG. 4 shows the state after the impact reducing member rotates, the chain line in FIG. 9 before the rear collision, and the solid line after the rear collision. In FIG. 10, FIG. 10 (a) shows the state before the rear collision, and FIG. 10 (b) shows the state after the rear collision. At the time of a rear collision, as shown in FIGS. 9 and 10, when an occupant attempts to move backward due to an impact from the rear, the load is received by the pressure receiving member 20 (not shown in FIGS. 9 and 10). Tension is applied in the direction of rotating the rotating member 30 backward (right side in FIGS. 9 and 10) via the wire 22 locked to the pressure receiving member 20. The tension at this time is a load sufficient to extend the tension coil spring 35 that holds the rotating member 30 in the initial position and to rotate the rotating member 30 backward.

The threshold value of the force at which the rotating member 30 starts rotating is set to a value larger than the normal seating load.
Here, with respect to the threshold value of the force at which the rotating member 30 starts to rotate, the load applied to the seat back S1 in a normally seated state (excluding a small impact caused by a seating impact or a sudden start of the vehicle). Is about 150N, the threshold is preferably larger than 150N. If it is smaller than this value, it moves at the time of normal seating and is not preferable because it lacks stability.
Furthermore, it is preferable to set a value larger than 250 N in consideration of a seating impact that occurs during normal seating and an acceleration load that occurs due to a sudden start of the vehicle. In this way, the rotating member 30 other than a rear collision. Does not operate and can maintain a stable state.

  As described above, by rotating the rotating member 30 rearward, the wire 22 hooked on the locking portion (mounting hole) 31 moves rearward and is locked to the wire 22 together therewith. The pressure receiving member 20 and the cushion pad 1a supported by the pressure receiving member 20 move rearward, and the occupant can be sunk into the seat back S1.

Below, the rotation characteristic of the rotation member 30 at the time of a rear surface collision is demonstrated in detail with reference to FIG.9 and FIG.10.
In the initial position before the rotation of the rotating member 30, the locking portion (mounting hole) 31 for locking the wire 22 and the locking hole 33 for locking the lower end portion of the tension coil spring 35 are from the shaft portion 32. Also, the upper end of the tension coil spring 35 is locked in a locking hole 34 formed in the protrusion 15d of the side frame 15 positioned above the rotating member 30. Yes.

That is, in the initial state, the tension coil spring 35 is extended by the distance x, whereby the rotating member 30 is urged by the rotation moment M ₁ in the rotation direction of the arrow shown in FIG. The connecting member (wire 22) connected to the rotating member 30 is urged forward. At this time, the stopper portion 39a of the rotation preventing portion 39 is in contact with the rear edge 15c of the side frame 15 equivalents, the rotating member 30 by a tension coil spring 35 is prevented from rotating to the M ₁ direction .

  When a predetermined tension or more is generated in the wire 22 due to the rear collision, and the rotating member 30 starts to rotate against the tension coil spring 35, the tension coil spring 35 extends and the locking member 30 is provided with the locking member 30. The hole 33 moves backward while rotating about the rotation center O of the shaft portion 32. Then, as shown in FIG. 9, the rotating member 30 is stopped until the stopper portion 39 b of the rotation preventing portion 39 comes into contact with the rear edge portion 15 c of the side frame 15 and prevents the rotating member 30 from rotating. Rotate. As a result, the pressure receiving member 20 moves greatly to the rear of the seat frame 1 from the state shown in FIG. 3 to the state shown in FIG. 4, and the sinking amount increases.

In the present embodiment, when the rotation member 30 rotates and the pressure receiving member 20 moves, the upper end portion of the tension coil spring 35 is fixed to the locking hole 34 above the rotation member 30. The moving direction of the stop hole 33 does not coincide with the direction in which the tension coil spring 35 extends.
That is, the rotation amount of the rotation member 30 and the tensile load (deflection amount) of the tension coil spring 35 are not proportional. In other words, the rotation angle of the rotation member 30 and the tension coil spring 35 are not proportional to each other. The torque in the forward rotation direction (rotational force) given by is simply not proportional.

  In other words, the locking hole 33 that locks the lower end portion of the tension coil spring 35 draws an arcuate locus with the shaft portion 32 as the rotation center, whereas the locking hole 33 that locks the upper end portion of the tension coil spring 35. The hole 34 is formed as a fixed end fixedly joined to the upper side of the rotating member 30.

  For this reason, when the rotation center O of the shaft portion 32 and the locking holes 33 and 34 in which both ends of the tension coil spring 35 are locked are aligned in a straight line, the tensile load (deflection amount) of the tension coil spring 35 is increased. Although the maximum is the area immediately before the maximum load point, that is, the locus drawn by the locking hole 33 attached to the rotating member 30 side, the locking hole that locks the other end of the tension coil spring 35. In the vicinity of the amount of rotation that is farthest from 34, the amount of change in the distance between the locking hole 33 and the locking hole 34 that locks the tension coil spring 35 is small, so that the tension coil spring with respect to the rotation angle is small. A region in which the amount of change in the tensile load of 35 is small is generated.

In the present embodiment, the amount of backward rotation at the position where the rotation member 30 is stopped by the stopper 39 b is set to be immediately before the maximum load point of the tension coil spring 35.
For this reason, the tension generated when the rotation of the rotating member 30 is stopped by the contact with the stopper 39b (when the rotation is completed) with respect to the tension generated through the wire 22 when the rotating member 30 starts to rotate. Are substantially the same value.

Here, the relationship among the biasing means (the tension coil spring 35), the connecting member (the wire 22), the impact reducing member (the rotating member 30), and the load will be further described. The symbols shown in FIGS. 10A and 10B are
M ₁ = F ₂ × a, M ₁ ′ = F ₂ ′ × a ′
M ₁ , M ₁ ′ Rotational moments F ₁ , F ₁ ′ backward loads F ₂ , F ₂ ′ are the distances between the pulling force a and a ′ of the spring and the fixed position of the urging means (spring). Specifically, the distance between the first imaginary line L1 connecting both ends of the urging means and the second imaginary line L2 that is parallel to the first imaginary line L1 and passes through the rotation center, and a is the distance before the rotation. , A ′ is the distance after rotation,
a third imaginary line L3 which is a distance between the rotation center of b and b 'and the connecting member (wire) and which is parallel to a horizontal line passing through the connecting portion of the impact reducing member and the connecting member (wire), and the third imaginary line L3 Is a distance between the fourth imaginary line L4 parallel to the rotation center and passing through the rotation center, b is a distance before rotation, b 'is a distance after rotation,
x, x 'spring elongation,
F ₂ ′ = F ₂ + Δx × k, where k: spring constant, Δx = x′−x.

  In the present embodiment, it is necessary to have a certain reaction force in order to satisfactorily maintain the sitting state even during normal riding, and the holding load of the rotating member 30 during normal sitting is kept constant while the vehicle is in collision. It is preferable to reduce the operating load. For this reason, it is preferable to set a low load when the rotating member 30 is operated, and a reaction force against the force for rotating the rotating member 30, that is, a moment for the tension coil spring 35 to rotate the rotating member 30 is It is set so that it is the highest in the initial stage (at the time of normal seating) and lower when it rotates.

In the present embodiment, as shown in FIG. 10, the tension coil spring 35 approaches the rotation center O and the distance a becomes shorter as the rotation member 30 rotates. ing. Therefore, the rotation moment M ₁ (F ₂ × a) in the initial state is the highest, and the rotation moment M ₁ ′ (F ₂ ′ × a ′) when rotating (and after rotation) is lower than the rotation moment M _1. Such a tension coil spring 35 is used, and the rotational moment for rotating the rotating member 30 is initially high and gradually decreases as it rotates.
For example, if the tension force F ₂ ′ of the spring is double and the distance a ′ between the center of rotation and the fixed position of the spring is less than half, the force for rotating the impact reducing member is weak. Can understand.

Thus, the rotation member 30 as the impact reduction member has the highest rotation moment M ₁ (F ₂ × a) in the initial state, and the rotation moment M ₁ ′ (F ₂ ′ × a ′) as it rotates. There is lower than the rotation moment M _1, i.e., when the tension coil spring 35 is a force to return the pivot member 30 to the initial state gradually decreases, the turning member 30 when the rear end collision starts rotating thereafter Becomes easier to move.

10A and 10B, in order to balance the rotating member 30, the tension coil spring 35, and the connecting member (wire 22) in a stationary state, a rotational moment (M ₁ = F ₂ × a ), Rearward load (F ₁ ), spring tension (F ₂ ), distance (a) between the center of rotation and the fixed position of the spring, distance between the center of rotation and the connecting member (wire 22) (b) ), As shown in Equation 1, F ₁ × b: force from the occupant (force that moves the rotating member 30) and F ₂ × a: rotational moment (force that stays) are balanced, or The rotational moment must be large. When the rotation moment is large, the rotation member 30 is prevented from rotating by the stopper portion 39a.
F ₁ × b ≦ F ₂ × a (Formula 1)

On the other hand, in order to balance in a state where the impact reducing member is moved, as shown in Equation 2, F ₁ ′ × b ′: force from the occupant (force that moves the rotating member 30) and F ₂ ′ × a ': The rotational moment (the force to stay) is balanced, or the force from the occupant needs to be large. In addition, when the force from a passenger | crew is large and an impact reduction member moves to a predetermined position, the rotation member 30 is prevented from rotating by the stopper part 39b.
F ₁ ′ × b ′ ≧ F ₂ ′ × a ′ (Formula 2)

As described above, the threshold value of the tension when the rotating member 30 starts to rotate is set to a high value that does not rotate with a normal seating load. On the other hand, the tension applied to the rotating member 30 via the wire 22 at the time of a rear collision is impact energy and thus has a larger value than the threshold value.
Further, the force with which the tension coil spring 35 returns the rotating member 30 to the initial state decreases as the rotating member 30 rotates.
Therefore, when the turning member 30 starts to turn due to a rear collision, the turning member 30 will turn without stopping until it is stopped by the stopper 39b, and the occupant will surely sink into the seat back S1. Can do.

  12, FIG. 14, FIG. 15, FIG. 16, FIG. 17, and FIG. 18 show other embodiments, respectively. FIG. 12 is an enlarged explanatory view similar to FIG. 6, and FIG. 11 is a schematic explanatory view similar to FIG. 11, FIG. 14 is an explanatory view of an impact reducing member, FIG. 15 is a schematic explanatory view similar to FIG. 11 in FIG. 14, FIG. 16 is an explanatory view of the impact reducing member, and FIG. 11 is a schematic explanatory view similar to FIG. 11, and FIG. 18 is a schematic explanatory view similar to FIG. 11 showing another example. In these embodiments, the same arrangement and members as in the previous embodiment are given the same reference numerals, and the description thereof is omitted. In these embodiments, since the direction of the inclination of the attachment hole is changed, the attachment work of the connecting member can be easily performed, the work efficiency can be improved, and the design range can be widened.

The embodiment shown in FIGS. 12 and 13 shows an example in which the opening 15g is formed in the side plate 15a, and the inner wall 31a of the locking portion (mounting hole) 31 is formed without providing an inclination. When the opening 15g is formed in this way, the attachment state can be confirmed, the wire 22 can be easily attached, and the work efficiency is improved.
Moreover, in the example shown in FIG. 12, the notch 15e formed in the front edge part 15b (extension part) is extended and formed to the position corresponding to the vehicle front of the locking part 31 of the wire 22. . If it does in this way, the front edge part 15b extended inside at the time of the attachment operation | work of the wire 22 does not become obstructive, and workability | operativity improves.

  In the embodiment shown in FIGS. 14 and 15, the rotating member 30 is formed so that the first rising portion 30b rises from the base portion 30a at an angle of approximately 90 ° as shown in FIG. 14, and the first rising portion 30b. Further, a locking portion (attachment hole) 31 of the wire 22 and a locking hole (attachment portion) 33 of the urging means are formed. Also in this case, the latching hole (attachment portion) 33 of the urging means is located in the seat outer direction (that is, the latching portion (attachment hole) 31 of the wire 22 formed in the rotating member 30 as the impact reducing member). It is formed so as to be located on the vehicle front side on the side plate 15a side). That is, in this embodiment, the side plate 15a which is a side portion is formed in a flat plate shape parallel to the vehicle front-rear direction, and the wire 22 is engaged with the first rising portion 30b which is a surface perpendicular to the side plate 15a. A stop portion (attachment hole) 31 and a locking hole (attachment portion) 33 for the urging means are formed.

  In the embodiment shown in FIGS. 16 and 17, the embodiment shown in FIGS. 14 and 15 is formed such that the first rising portion 30b rises from the base portion 30a at an angle of approximately 90 °. The first rising portion 30b is formed to rise from the base portion 30a at an angle exceeding approximately 90 ° (in the range of 95 ° to 175 °). And the latching | locking part (attachment hole) 31 of the wire 22 and the latching hole (attachment part) 33 of an urging | biasing means are formed in the 1st standing part 30b which is the surface inclined with respect to this side plate 15a. .

  The embodiment shown in FIG. 18 shows an example in which a locking portion (attachment hole) 31 of a wire 22 as a connecting member is inclined downward from above the vehicle from the inside to the outside of the seat. Since the direction of inclination of the attachment hole is changed, the attachment work of the connecting member can be easily performed, the work efficiency can be improved, and the design range can be widened.

Since the rotation member 30 has the above-described rotation characteristics with respect to the tension generated via the wire 22, when the rear collision occurs, the occupant can be reliably and efficiently attached to the seat back S <b> 1. It can sink into the cushion pad 1a.
At this time, the occupant's back is moving backward by sinking into the seat back S1, but the position of the headrest S3 does not change relatively, so the gap between the headrest S3 and the head is reduced, and the headrest S3 Can be effectively supported, thereby effectively reducing the impact applied to the neck.

  In each of the above embodiments, the example in which the impact reducing member is provided on both sides of the side frame is shown, but a configuration in which the impact reducing member is provided only on one side frame may be employed. In this case, the connecting member (wire) can be directly locked to the side frame on the side where the impact reducing member is not provided.

  Further, according to the present invention, when the occupant sinks into the seat back, it does not interlock with the forward movement of the headrest, so there is less loss of occupant's rearward movement energy at the time of a rear collision, and the occupant is more deeply seated. Can sink into the cushion.

  In each of the above embodiments, the seat back S1 of the front seat of the automobile has been described as a specific example. However, the present invention is not limited to this, and the same configuration can be applied to the seat back of the rear seat. is there.

DESCRIPTION OF SYMBOLS S Vehicle seat S1 Seat back S2 Seating part S3 Headrest F Seat frame 1 Seat back frame 2 Seating frame 1a, 2a, 3a Cushion pad (pad material)
1b, 2b, 3b Skin material 11 Reclining mechanism 15 Side frame 15a Side plate 15b Front edge part (extension part)
15c Rear edge portion 15d Protrusion portion 15e Notch portion 15g Opening portion 16 Upper frame 16a Side surface portion 17 Lower frame 17a Extension portion 17b Intermediate portion 18 Pillar support portion 19 Headrest pillar 20 Pressure receiving members 21, 22 Wire (connection member)
21a, 22a Concavity and convexity 22c Claw part 24 Claw part 30 Rotating member (impact reducing member)
30a base part 30b first rising part 30c forming part 30d second rising part 30e falling part 30f forming part 31 locking part (mounting hole)
31a Inner wall 32 Shaft portion 32a Shaft member 32b Shaft hole 32c Hole portion 32d Fitting member 33 Locking hole (attachment portion)
34 Locking hole 35 Tension coil spring (biasing means)
35a hook 37 mounting hook 39 rotation prevention part 39a, 39b stopper part

Claims (6)

A seat back frame including at least side portions located on both sides and an upper portion disposed above;
A headrest disposed above the seat back frame;
A pressure receiving member coupled to the seat back frame via a coupling member;
An impact reducing member disposed on at least one side of both side portions of the seat back frame, coupled to the coupling member, and movable;
An urging means provided with end portions attached to the impact reducing member and the seat back frame, and
An attachment hole for attaching the end of the connecting member and an attachment portion for attaching the end of the urging means are formed in the impact reducing member, and the attachment hole of the connecting member extends from the vehicle front upper side to the rear lower side. A vehicle seat, wherein the vehicle seat is formed as an elongated hole and is positioned inward of the seat with respect to the mounting portion of the biasing means. A seat back frame including at least side portions located on both sides and an upper portion disposed above;
A headrest disposed above the seat back frame;
A pressure receiving member coupled to the seat back frame via a coupling member;
An impact reducing member disposed on at least one side of both side portions of the seat back frame, coupled to the coupling member, and movable;
An urging means provided with end portions attached to the impact reducing member and the seat back frame, and
An attachment hole for attaching the end of the connecting member and an attachment portion for attaching the end of the urging means are formed in the impact reducing member, and the attachment hole of the connecting member extends from the vehicle front upper side to the rear lower side. And is located at the vehicle rear side of the mounting portion of the biasing means, and is provided at a position outside the projection range from the vehicle front of the mounting portion of the biasing means. A vehicle seat characterized by that. The impact reducing member rotates about a rotation axis,
The attachment hole of the connecting member and the attachment portion of the urging means are provided on the vehicle lower side than the rotation shaft, and the attachment hole of the connection member is on the vehicle lower side than the attachment portion of the urging means. The vehicle seat according to claim 1, wherein the vehicle seat is provided on the vehicle.   The side portion has an extending portion extending inward of the seat formed at the front portion of the side portion, and the extending portion is cut at a position corresponding to the vehicle front of the attachment hole of the connecting member. The vehicle seat according to any one of claims 1 to 3, wherein a notch is formed. The vehicle according to any one of claims 1 to 4, wherein the connecting member is engaged at a position farthest from the urging means in the elongated hole which is an attachment hole of the connecting member. Sheet. The opening part is provided in the position which opposes the attachment hole of the said connection member formed in the said impact reduction member of the side part of the said seat back frame, Either of the Claims 1 thru | or 5 characterized by the above-mentioned. The vehicle seat according to item 1.

Images