JP5442265B2 - 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, in a vehicle seat having a seat back frame and a seat back supporting a seat back cushion, a portion where the back portion of the occupant abuts at the time of a rear surface collision of the seat back is changed. A technique is known in which the spring coefficient is smaller and the damping coefficient is larger than the part (see, for example, Patent Document 1).

  In addition, in a dorsal seat having a headrest, a movable frame having a spring body that supports a cushioning material is attached to a fixed frame on which the headrest is mounted, so that the upper portion of the movable frame pivots backward about the lower portion. The vehicle seat is provided with a spring that supports the normal seating load between the fixed frame and the movable frame but allows the movable frame to rotate backward when an impact load exceeding a predetermined level is applied. (See Patent Document 2).

  In addition, a technique is known in which both the left and right sides of the headrest attachment rod are attached to the back frame through an upper link that moves the headrest back and forth (see Patent Document 3).

JP 2005-028956 A JP 2000-272395 A JP 2007-062522 A

The technique disclosed in Patent Document 1 is to alleviate the impact of an occupant, but the technique disclosed in Patent Document 1 is in contact with the back portion of the seat back (referred to as “chest” in Patent Document 1). By lowering the spring coefficient of the part, the backward movement of the upper body is increased to reduce the relative movement of the head and the back part, and the damping coefficient is increased by using a low-resilience cushion material, so that the upper body rebounds. The shearing force acting on the neck is reduced by reducing the relative speed between the head and the back by suppressing the above.
However, the technique of reducing the spring coefficient and the technique of using the low repulsion cushion member have a disadvantage that the sinking of the body behind the vehicle cannot be increased (that is, the movement amount cannot be increased).

Further, since the technique disclosed in Patent Document 2 merely sets the spring elasticity with respect to the impact load, the operation load that moves backward of the central support portion can be reliably predicted, and the movement is always performed backward. It has the advantage of being certain.
However, the technique disclosed in Patent Document 2 is seated because the fixed frame and the movable frame are fixed by the lower mounting shaft, so that the fixed frame and the movable frame are not very movable near the lower position. There is an inconvenience that the whole body cannot be sunk to the rear side of the vehicle. Further, the spring of Patent Document 2 not only becomes difficult to move because the reaction force increases as it moves greatly, but the movable range of the fixed frame and the movable frame becomes a very limited moving range, and the amount of movement that sinks greatly. There was a problem that it was difficult to ensure. Since the movable frame is used, there is a disadvantage that the apparatus becomes large as a whole and it is difficult to reduce the weight.

  Furthermore, in the technique of Patent Document 3, the upper link is attached to the moving side bracket, in which one end (rear end) of the first link rod constituting a part of the upper link is fixed to the left and right ends of the headrest mounting rod, using a shaft. The other end of one link rod is pivotally attached to a fixed bracket provided on the upper left and right sides of the back frame, respectively, and the end of the second link rod is attached to the moving bracket below the first link rod. The middle part of the second link rod is attached to the fixed bracket so as to be rotatable by the shaft, and the plate body is attached to be movable back and forth through a plurality of wire springs arranged in parallel vertically. It is a technology that allows the cushioning material to be installed between the tip of the mounting end and the plate body by positioning the tip of the mounting end on both the left and right sides of the wire spring in front of the plate body in plan view. Can widen the space, it is a technique that can improve the cushioning performance.

  However, in the technique of Patent Document 3, in order to allow the headrest to rotate within a predetermined range, it is necessary to provide a blocking portion for restricting the rotation in a link rod or the like constituting the upper link. As described above, since the link mechanism is configured by using a large number of members including the upper link composed of a plurality of link rods, there is a disadvantage that not only the number of parts is increased but also the link itself is enlarged. there were.

  Further, the techniques of Patent Documents 1 and 3 require means for transmitting the impact load to the headrest, which not only complicates the configuration but also increases the size of the configuration, which is contrary to the reduction in size and weight. There was also a problem.

  Also, with the technology that attaches the pressure-receiving member to the seat frame with a wire and moves the headrest, the posture of the pressure-receiving member is maintained and the headrest is moved by the load generated on the pressure-receiving member, so that deformation of the wire as a connecting member does not occur as much as possible Since the wire is not deformed, the amount of subsidence is hindered, it is difficult to increase the amount of movement, and there is a disadvantage that it is difficult to achieve both sitting comfort.

SUMMARY OF THE INVENTION An object of the present invention is a vehicle seat that has a simple configuration, can increase the amount of body sinking (moving) rearward of a vehicle at the time of a rear collision, and can stably prevent the impact reduction member from rotating. Is to provide.
Another object of the present invention is to provide an impact reduction member that is in an optimal state during normal seating load and rear collision, and does not require more rigidity than necessary, reducing the number of parts, reducing size and weight. A vehicle seat that can reduce the impact on the body, neck, etc. at the time of rear-end collision independently of the headrest, with a simple structure, low cost and design freedom. Is to provide.

According to the vehicle seat of the present invention, the subject is provided with 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 connected to the seat back frame via a connecting member, and disposed on at least one side of both side portions of the seat back frame and connected to the connecting member, the pressure receiving An impact reduction member that rotates about a rotation axis by a predetermined impact load applied to the member, and the side portion is formed from a flat side plate and an end portion located on the vehicle rear side of the side plate. The impact reducing member is formed with a rotation prevention portion, and the rotation prevention portion is parallel to the rear edge portion in a direction away from the side plate. Bent and shaped And have been bent portion consists of a contact portion which is bent in a direction perpendicular to said trailing edge portion continuously to the bent portion, wherein the contact portion is in contact with the rear edge of the side portion This is solved by preventing the impact reduction member from rotating.

  In this way, the impact reducing member abuts against the seat back frame and is prevented from rotating. Therefore, the impact reducing member is more rigid than a case where a rotation preventing member (such as a stopper pin) is provided to prevent the rotation. It is possible to prevent the rotation with a high seat back frame, and it is possible to reliably and stably ensure the rotation prevention, and it is possible to reduce the number of parts.

  The seat back frame with which the impact reducing member abuts is preferably a side portion. By abutting on the side portion, the upper portion of the seat back frame is not enlarged, and the vicinity of the seat back frame where the headrest is attached can be simplified.

The side portion has a flat side plate and a rear edge portion bent inward in an L shape from an end portion located on the vehicle rear side of the side plate, and the impact reducing member includes the rear edge portion and the rear edge portion. It is more preferable that the rotation is prevented so that the rotation is prevented.
With this configuration, it is not necessary to separately provide a rotation preventing member (for example, a stopper pin), and the impact reducing member is supported in contact with the wall surface of the rear edge portion bent inward in an L shape and is stable. The rotation is stopped.

Further, the rotation preventing portion of the impact reducing member includes a bent portion formed by bending in a direction away from the side plate in a direction parallel to the rear edge portion, and the bent portion continuously with respect to the rear edge portion. It is more preferable that the contact portion is bent in the vertical direction.
In this way, from the contact portion bent in the direction perpendicular to the rear edge portion in succession to the bent portion formed by bending the rotation prevention portion in the direction away from the side plate in the direction parallel to the rear edge portion. When configured, the rotation preventing portion of the impact reducing member has a distance from the side plate, and the end face side of the rotation preventing portion is in contact with the wall surface of the rear edge portion in parallel, and is not affected by the side plate and prevents rotation. It becomes possible to carry out reliably and stably. In addition, by adjusting the bent part bent in the direction away from the side plate, it is possible to select the position where the rotation prevention part is formed, so the design is made in relation to other arrangement members (for example, connecting members). It is possible to secure a degree of freedom.

At this time, it is preferable that the rotation preventing portion is formed integrally with the impact reducing member.
Thus, since the rotation preventing part is integrated with the impact reducing member, it is not necessary to provide a separate member for preventing the rotation in the impact reducing member, the number of parts can be reduced, and assembly is facilitated. In addition, even if the rotation prevention unit comes into contact with the seat back frame, the strength of the rotation prevention unit is maintained, and the rotation prevention can be performed reliably and stably.

Further, it is preferable that the rotation preventing portion is formed on the vehicle rear side from the rotation shaft of the impact reducing member before and after the impact reducing member is rotated. Thus, by Rukoto disposed a rotation preventing portion on the vehicle rear side of the pivot axis, since the distance between the rear edge disposed on a vehicle rear side can be reduced, and can be made compact Become. In addition, a space can be secured in front of the rotation shaft, and other members can be arranged using this space, so that the degree of freedom in design can be secured and the rotation blocking portion Can be provided at a position away from the occupant.

Furthermore, the contact position between the rotation preventing portion and the seat back frame after the rotation of the impact reducing member is a perpendicular to the rear edge portion passing through the center of the rotation shaft of the impact reducing member, the connecting member, and the impact reducing member. It is preferable to be configured so as to be positioned between the vertical line with respect to the rear edge portion passing through the connecting portion.
By comprising in this way, while being able to prevent rotation efficiently in the position near a load transmission part, the enlargement of a rotation prevention part can also be suppressed. In addition, the rotation range of the rotation prevention portion of the impact reduction member can be ensured, the rotation fulcrum can be prevented, and the impact reduction member can be prevented from moving (so-called stack). Easy to set up.

  Further, the contact between the rotation prevention unit and the seat back frame is configured to be performed at different positions of the rotation prevention unit before and after the rotation of the impact reducing member. In this way, since the rotation prevention is performed at different positions of the rotation prevention portion, the rotation prevention is performed by abutting each at one point, the contact position is constant, and the rotation can be stably prevented without variation. It becomes. In addition, since the impact reducing member comes into contact at different positions before and after the rotation, the rotation preventing state can be adjusted in relation to other members (for example, a connecting member). It is possible to secure the degree of freedom of design, for example, by designing the load applied to each of the rotation preventing portions that prevent the rotation and selecting the optimum setting range.

  Furthermore, the rotation preventing portion has two contact portions that contact each other before and after the impact reducing member rotates, and a notch portion is formed between the two contact portions. Such a configuration is preferable. In this way, a notch is formed between the two abutting portions, so that the two abutting portions are not continuous. It is possible to ensure the contact position after the movement. Further, the notch portion can reduce the weight of the impact reducing member itself.

In addition, it is preferable that the impact reducing member is movable independently of the headrest and is disposed on the side portions on both sides so as to be movable independently of each other.
As described above, since the impact reducing member is movable independently of the headrest, a mechanism for transmitting the load applied to the pressure receiving member to the headrest is not necessary, and simplification and weight reduction can be achieved. . In addition, since the impact reducing members are arranged on the side portions on both sides, and each is independently movable, even if a biased torsional load occurs due to differences in the posture of the occupant, the direction of the collision, etc., the torsion can be efficiently performed. The amount of movement of the occupant can be secured while absorbing the vehicle.

According to the vehicle seat of the present invention, the amount of sinking (movement) of the body to the rear of the vehicle at the time of a rear collision can be increased with a simple configuration, and the impact reduction member can be stably prevented from rotating. it can.
In addition, it is equipped with an impact reduction member that will be in an optimal state at the time of normal seating load and rear collision, unnecessary rigidity is unnecessary, the number of parts is small, it can be reduced in size and weight, the structure is simple, It is possible to reliably and effectively reduce the impact on the body, neck, etc. at the time of a rear collision independently of the headrest, which is low-cost and secures design freedom.
Furthermore, it is possible to reliably and stably stop the rotation of the impact reducing member that is rotated by the impact load.

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.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The members, arrangements, and the like described below do not limit the present invention, and 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 10 show an embodiment according to 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 movable. 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. It is explanatory drawing which shows the state of.

  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). It has a front edge portion 15b that is folded inward from the end portion to the U shape, and a rear edge portion 15c that is bent inward from the rear end portion to the L shape. As shown in FIGS. 3, 6, and 7, the front edge portion 15b of the present embodiment is formed with a projection 15d projecting to the rear edge 15c, and a spring is engaged with the projection 15d. A locking hole 34 is formed as a locking portion for stopping.
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, and smooth unevenness is formed on the surface in contact with the cushion pad. 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. 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 a mounting hook 37 provided on the side frame 15. On the other hand, both ends of the wire 22 locked to the lower side are hooked to the locking portions 31 of the rotating member 30 mounted on the left and right side frames 15.

  The rotating member 30 serving as an impact reducing member rotates to the rear of the vehicle by an impact load transmitted through the connecting member (wire 22) when an impact load of a predetermined level 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 rearward 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 at the lower position is locked and connected to a spring (tensile 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 toward the front side of the seat back frame via the connecting member.
The rotating member 30 of the present embodiment includes a rotatable shaft portion 32, a locking portion 31 of a connecting member formed at a position a predetermined distance from the shaft portion 32, and a locking portion of the urging means. (Locking hole 33) and a rotation prevention part 39 (stopper parts 39a, 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.

  The locking 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. The forming portion 30c of the locking portion 31 is formed so that the first rising portion 30b rises from the base portion 30a continuously on the outer peripheral side of the base portion 30a constituting the rotating member 30, and the first rising portion 30b. And extending in the outer peripheral direction. 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.

  The locking portion (locking hole 33) of the urging means of the present embodiment locks the end of the tension coil spring 35 that is the urging means, and the forming portion on which the locking portion 31 is formed. It is formed in the vehicle front side from the latching | locking part 31 of 30c. That is, as shown in FIG. 6, the locking hole 33 is formed at a position in front of the vehicle with respect to the line Y connecting the positions where the shaft portion 32 and the wire 22 of the locking portion 31 are hooked.

  As shown in FIG. 6, the tension coil spring 35 as the biasing means in the present embodiment is locked in the locking hole 33 of the rotating member 30 and the locking hole 34 of the protruding portion 15 d of the side frame 15. Thus, the rotating member 30 is urged toward the front side of the seat back frame 1, and is composed of a tension coil spring 35 in which a spring wire is coiled. 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. Stopper portions 39a and 39b 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 two sides. It is formed at a predetermined interval. The stopper portions 39a and 39b regulate the rotation of the rotating member 30, and a notch portion 39c is formed between the stopper portions 39a and 39b.

That is, as shown in FIG. 6, the second rising portion 30 d forms a bent portion that rises by bending in a direction parallel to the rear edge portion 15 c of the side frame 15 and away from the side plate 15 a, and includes stopper portions 39 a, 39b is further bent from the bent portion in a direction perpendicular to the rear edge portion 15c. As described above, the stopper portions 39 a and 39 b are formed on the vehicle rear side with respect to the shaft portion 32 of the rotating member 30.
As will be described below, the stopper portions 39a and 39d are contact portions that abut against the rear edge portion 15c before and after the rotation of the rotation member 30 to prevent the rotation, respectively. The thickness direction surfaces of the stopper portions 39a and 39b that are in contact with each other are formed so as to be flush with the rear edge portion 15c when abutting.

  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.

As described above, the rotation preventing portion 39 of the rotation member 30 is integrally formed by extending the rotation member 30 in the outer peripheral direction, and the abutment surface is the rear before and after the rotation. Since it abuts flush with the edge 15c, the rotation of the rotating member 30 can be stably and surely stopped with a simple and strong configuration.
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).

  For the side frame 15 to which the rotation member 30 is attached, a stopper portion 39b (rotation prevention portion) that sets a stop position after the rotation of the rotation member 30 contacts the rear edge portion 15c of the side frame 15. The width (length in the vehicle front-rear direction) of the side frame 15 of the portion is the portion of the side frame 15 of the portion where the stopper portion 39a (rotation prevention portion) for setting the initial position abuts the rear edge portion 15c of the side frame. Since it is larger than the width (length in the vehicle front-rear direction), a large load at the time of collision can be stably received.

  In the present embodiment, the stopper portions 39a and 39b of the rotation preventing portion 39 of the rotation member 30 are configured to directly contact the rear edge portion 15c of the side frame 15 to prevent rotation. However, a rubber or the like having a thickness that does not hinder the stability of the rotation stop of the rotation member 30 in order to eliminate the noise generated at the time of contact between the stopper portions 39a and 39b and the rear edge portion 15c. In this way, stable rotation can be prevented and a silencing effect can be expected.

The rotating member 30 described above is attached to the side frames 15 on both sides, and hooks 22c that are both ends of the wire 22 are hooked on the engaging portions 31 of the 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.

  During normal seating when the occupant is seated, tension is generated that causes the pivot member 30 to pivot backward via the cushion pad, the pressure receiving member 20, and the wire 22 in the seat back S1, while the tension coil spring 35 rotates. The moving 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 backward, the wire 22 hooked on the locking portion 31 moves rearward, and together with the pressure receiving member 20 locked on the wire 22, The cushion pad 1a supported by the pressure receiving member 20 moves 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 31 that locks the wire 22 and the locking hole 33 that locks the lower end portion of the tension coil spring 35 are more forward of the vehicle than the shaft portion 32. The upper end portion of the tension coil spring 35 is locked in a locking hole 34 formed in the protruding portion 15 d of the side frame 15 positioned above the rotating member 30.

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.

  Further, the contact position of the stopper portion 39b that prevents the rotation of the rotation member 30 after the rotation and the rear edge portion 15c are set such that the horizontal line K1 passing through the rotation center O of the shaft portion 32, the wire 22 and the rotation position. It is located between the horizontal line K <b> 2 passing through the locking position (connection position) with the moving member 30. Accordingly, the rotation range of the rotation member 30 is defined, and the stopper portion 39b is not positioned above the horizontal line K1 passing through the rotation center O when the rotation member 30 is rotated. Therefore, the direction in which the rotating member 30 returns is always defined as one direction, and the rotating member 30 does not move, that is, does not stack.

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 reducing 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.

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 be sunk into the cushion pad.
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 the above embodiment, an 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 S1, it does not interlock with the forward movement of the headrest, so there is little loss of movement energy of the occupant rearward at the time of a rear collision, and the occupant is deeper. You can sink into the seat cushion.

  In the present embodiment, 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. .

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 portion 15c Rear edge portion 15d Projection portion 15e Notch 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 member 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 Formation part 30d Second rising part (bending part)
31 Locking portion 32 Shaft portion (rotating shaft)
32a shaft member 32b shaft hole 32c hole portion 32d fitting members 33, 34 locking hole 35 tension coil spring (biasing means)
35a hook 37 mounting hook 39 rotation prevention part 39a, 39b stopper part (contact part)
39c Notch

Claims (7)

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 reduction member that is disposed on at least one side of the side portions on both sides of the seat back frame and that is coupled to the coupling member and pivots about a pivot axis by a predetermined impact load applied to the pressure receiving member. And comprising
The side portion includes a flat side plate, and a rear edge portion bent inward in an L shape from an end portion located on the vehicle rear side of the side plate,
The impact reducing member is formed with a rotation prevention portion, and the rotation prevention portion is formed by bending in the direction away from the side plate in a direction parallel to the rear edge portion, and continuous with the bending portion. And a contact portion bent in a direction perpendicular to the rear edge portion,
The vehicle seat according to claim 1, wherein the abutting portion abuts against a rear edge portion of the side portion and rotation of the impact reducing member is prevented. The vehicle seat of claim 1, wherein the shock absorbing member, wherein the rotation preventing part is characterized Rukoto such integrally formed. The rotation preventing unit, the shock absorbing member before rotation of the claims 1 or 2, wherein the Rukoto disposed in a vehicle rear side from the rotational axis of the shock absorbing member in each of the post-rotation Vehicle seat. The contact position between the rotation preventing portion and the seat back frame after the impact reducing member rotates is a perpendicular to the rear edge portion passing through the center of the rotation axis of the impact reducing member, and the connecting member. The vehicle seat according to any one of claims 1 to 3, wherein the vehicle seat is located between a perpendicular line to the rear edge portion passing through the connecting portion of the impact reducing member. The contact between the rotation prevention unit and the seat back frame is performed at different positions of the rotation prevention unit before and after the impact reduction member is rotated. The vehicle seat according to any one of 1 to 4 . The rotation preventing portion has two contact portions that contact each other before and after the impact reduction member rotates, and a notch is formed between the two contact portions. The vehicle seat according to any one of claims 1 to 5, wherein the vehicle seat is provided. The vehicle according to any one of claims 1 to 6 , wherein the impact reducing member is movable independently of the headrest, and is disposed on the side portions on both sides and independently movable. Sheet.

Images