JP5813393B2 - Vehicle seat - Google Patents

Description

  The present invention relates to a vehicle seat, and more particularly, to a vehicle seat that can reduce a sense of discomfort felt by an occupant by restricting the amount of deformation of the seat during a rear-end collision.

  In general, in the case of a so-called rear collision, such as when a rear part of a vehicle such as an automobile is collided or a large collision occurs during reverse travel, the seated occupant rapidly moves backward due to inertial force, and the upper body of the occupant Tilt backwards.

  In general, the seat back of a vehicle seat has a structure in which a cushion material is placed on a metal seat back frame and covered with a skin material. However, when a rear collision occurs, the occupant rapidly moves backward as described above. Therefore, the amount of deformation of the seat back is not sufficient for this movement, and the load applied to the occupant's body may not be efficiently reduced.

  In order to solve such a problem, in Patent Document 1, when a backward load is applied to the upper portion of the seat back frame, the side frame (described as “side member” in Patent Document 1) is bent. Techniques have been proposed for reducing the impact load applied to the occupant during rearward movement.

Japanese Patent No. 4200580

  In the seat back frame disclosed in Patent Document 1, when a rearward load is applied along with the rearward movement of the occupant, such as during a rear-end collision, the side frame bends and the rearward impact energy is absorbed by the seatback frame. The However, since the seat back frame of Patent Document 1 cannot be deformed by limiting the deformation portion (bending portion) of the side frame, the seat back frame bends at any point along the vertical direction of the side frame. Therefore, since the bending point cannot be limited, the impact energy is transmitted to the entire seatback frame, the impact energy absorption efficiency is lowered, and it is difficult to stably reduce the impact energy.

  Therefore, the present applicant relates to a technique for absorbing impact energy by deforming a seat back frame, and a flexible weak portion (a constricted portion deformed by an impact load) as a lower frame (below the side frame, the side frame). In this case, a technology for preferentially bending the fragile portion when impact energy is applied, such as during a rear collision, and efficiently absorbing the impact energy is proposed (Japanese Patent Application No. 2010-). 273867). Thus, it becomes possible to absorb impact energy efficiently by limiting the deformation | transformation location of a seat back frame.

And in the said technique (Japanese Patent Application No. 2010-273867), when the weak part is formed in the connection part of a side frame and a lower frame, when deform | transforming so that a seat back frame may incline backward, the magnitude | size of the impact energy added Depending on the vehicle, the rearward tilt angle becomes too large, and the seating posture of the occupant may change and the seating feeling may be impaired.
On the other hand, the present applicant, as described above, in the vehicle seat in which the seat back frame (seat) is bent and deformed when an impact load is applied, a regulating portion is provided that regulates the amount of bending, A technique for controlling the deformation amount (backward tilt angle) of the seat back frame (seat) has been proposed (Japanese Patent Application No. 2011-122777).

  The vehicle seat disclosed in the above technology (Japanese Patent Application No. 2011-122777) is controlled so that the amount of deformation of the seat back frame does not become too large due to the contact between the restricting portions provided at the positions sandwiching the fragile portion. It has a configuration to do. Therefore, the restricting portion needs to suppress the deformation of the seat back frame, and thus is formed to have high rigidity.

  However, when the restricting portions having high rigidity come into contact with each other, an impact load may be generated. As a result, there is a disadvantage that the passenger may feel uncomfortable. Therefore, there is a need for a technology that can control the amount of deformation of the seat frame so that it does not increase beyond a certain level when an impact load is applied, and that partially absorbs the impact load and reduces the sense of discomfort felt by the occupant. It was done.

  Furthermore, in order to absorb a part of the impact load in the restricting portion, there has been a demand for a technology that provides a vehicle seat that is easy to assemble without complicating its configuration.

An object of the present invention is to regulate the amount of deformation (backward tilt angle) of a vehicle seat that absorbs impact energy by bending and deforming the seat when impact energy is applied at the time of collision, particularly at the time of rear-end collision. In addition, an object of the present invention is to provide a vehicle seat that can reduce the uncomfortable feeling felt by the occupant by regulating the deformation amount of the seat.
Another object of the present invention is to provide a vehicle seat that can be easily assembled without complicating the configuration around the restricting portion.

According to the vehicle seat of the present invention, the subject includes a frame that deforms when an impact load is applied, the frame including a fragile portion that deforms when an impact load is applied, and a deformation amount of the fragile portion. A restricting portion attached to the same surface as the surface on which the fragile portion is formed, and the restricting portion includes a contact portion provided in the frame, and when the fragile portion is deformed. An abutting portion that abuts against the abutting portion, and is disposed on the frame at a position facing the fragile portion, and an impact load when the abutting portion and the abutting portion abut against each other shock absorbing unit for absorbing is resolved and this provided by the.

As described above, the vehicle seat includes a fragile portion that is deformed when an impact load is applied, so that when the vehicle seat is subjected to an impact load such as a rear collision, the vehicle seat starts from the fragile portion. A part is deformed and can absorb impact energy. Further, since the frame is provided with a restricting portion that restricts the deformation amount of the fragile portion, when the fragile portion is deformed to a certain position (shape), the contact portion and the contacted portion provided in the restricting portion. And the fragile portion is pressed against being further deformed. Therefore, the deformation amount of the fragile portion does not become larger than a certain value, and as a result, the deformation amount of the sheet can be regulated (controlled) so as to become a certain value or less.
The restricting portion is provided with an impact absorbing portion that absorbs an impact load when the abutting portion and the abutted portion abut (contact). Then, when an impact load is applied to the frame, the frame is deformed starting from the fragile portion, and when the contact portion and the contacted portion come into contact, the impact absorbing portion can absorb the impact energy.
Therefore, when the impact load is applied to the frame, not only the deformation amount of the seat is restricted so as to be too large, but also the deformation amount can be restricted to reduce the uncomfortable feeling felt by the occupant. it can. Further, since the impact energy is further absorbed by the absorbing member when the deformation amount of the frame is regulated, the impact energy can be efficiently absorbed.

At this time, as in a second aspect, the contact portion includes a first restricting portion disposed around the fragile portion, and the contacted portion is separated from the first restricting portion. And a second restricting portion disposed around the fragile portion, and the shock absorbing portion is disposed between the first restricting portion and the second restricting portion. It is preferable to be formed by a shock absorbing member.
As described above, the contact portion of the restriction portion includes the first restriction portion disposed around the fragile portion, and further, the contact portion is disposed apart from the first restriction portion. It is good to set it as the structure provided with a 2nd control part, and set it as the structure by which the impact-absorbing member was arrange | positioned between the 1st control part and the 2nd control part.
By providing the first restricting portion and the second restricting portion around the weak portion, when the weak portion is deformed, the first restricting portion and the second restricting portion easily come into contact with each other, and the weak portion (frame ) Can be easily regulated (controlled). Further, by providing the first restricting portion and the second restricting portion around the weak portion, the deformation amount of the weak portion (frame) can be more accurately restricted.
And by arrange | positioning an impact-absorbing member between the 1st control part and the 2nd control part, when a 1st control part and a 2nd control part contact | abut mutually with a deformation | transformation of a flame | frame. It is possible to absorb the impact energy of the vehicle and reduce the sense of discomfort felt by the passenger.
Moreover, it can be set as a simple structure, without composing the structure of an impact-absorbing member, a 1st control part, and a 2nd control part. Further, since the shock absorbing member is provided between the first restricting portion and the second restricting portion, the configuration around the first restricting portion and the second restricting portion does not increase in size.

According to a third aspect of the present invention, the first restricting portion and the second restricting portion are disposed to face each other at a position where the weak portion is sandwiched, and are opposed to each other at a position where the weak portion is sandwiched. Preferably, the impact absorbing member is provided on the restriction surface provided on at least one of the first restriction portion and the second restriction portion. is there.
As described above, the first restricting portion and the second restricting portion are arranged so as to face each other so as to sandwich the weak portion, so that when the weak portion is deformed, the first restricting portion and the second restricting portion are further provided. They can be brought into contact with each other more accurately.
In addition, by providing the shock absorbing member on one of the first restricting portion and the restricting surface of the second restricting portion, at least the portion where the first restricting portion and the second restricting portion are in contact with each other absorbs the shock. Since the members are arranged, the configuration around the restricting portion does not become large and complicated.

At this time, as in claim 4, it is preferable that a position determining portion for determining a relative position of the shock absorbing member with respect to the restriction surface is formed on the restriction surface.
As described above, by providing the position determining portion on the regulation surface for attaching the shock absorbing member, it is possible to easily determine the arrangement position of the shock absorbing member when attaching the shock absorbing member to the regulating surface. . Therefore, the frame can be easily assembled without complicating the configuration around the restricting portion.

Further, as in claim 5, it is preferable that the impact absorbing member is formed so as to cover an end portion of the regulating surface.
When the fragile portion is deformed, it may be deformed so that the vicinity of the fragile portion is twisted due to a complicated impact load, and the restricting surfaces of the first restricting portion and the second restricting portion may not be in contact with each other. On the other hand, even if it is a case where it deform | transforms so that the weak part vicinity may be twisted by setting it as the structure which an impact-absorbing member covers the edge part of a control surface as mentioned above, a 1st control part and a 2nd Since the impact energy can be absorbed at the end portion (corner portion) of one of the regulation portions, the range in which the impact energy can be absorbed can be further expanded.
Furthermore, according to the above configuration, it is only necessary to cover the end portion of the regulation surface with the impact absorbing member, and therefore it is possible to easily assemble without using a complicated configuration.

At this time, as described in claim 6, it is preferable that the restriction surface is provided with an uneven portion provided with the impact absorbing member, and the impact absorbing member is made of an elastic member.
Thus, by providing the uneven portion on which the impact absorbing member is attached on the regulating surface, the impact absorbing member can be easily attached to the regulating surface. In addition, by using an elastic member (for example, rubber) as the impact absorbing member, the structure of the impact absorbing member can be simplified without complicating the structure for absorbing impact energy.

According to a seventh aspect of the present invention, the restricting portion has a locking hole to which the shock absorbing member is attached, and the shock absorbing member is formed with a locking portion to be fitted into the locking hole. It is preferable.
Thus, the impact absorbing member is easily attached to the restricting portion by providing the engaging hole in the restricting portion and further including the engaging portion fitted into the engaging hole of the restricting portion in the impact absorbing member. It becomes possible. Moreover, it is possible to prevent the shock absorbing member from being displaced with respect to the restricting member by inserting the engaging portion into the engaging hole. Furthermore, by adopting a configuration in which the locking portion is fitted into the locking hole, the restricting portion and the shock absorbing member are firmly attached compared to, for example, the case where the shock absorbing member is attached to the restricting portion by adhesion. Can be worn.

Further, at this time, as in claim 8, the fragile portion includes a first fragile portion including a hole portion, and a second fragile portion connected to the first fragile portion, and the impact absorbing member. , of the frame, the first provided in a portion outside the portion overlapping the fragile portion, and it is preferable that that is disposed at a position opposed to the second weak portion.
As described above, when the impact absorbing member is attached to a position that does not overlap with the hole as the first fragile portion that deforms when an impact load is applied, the impact member interferes with the impact member when the hole is deformed by the impact load. There is nothing. Therefore, it can prevent that a hole part deform | transforms and interferes with an impact-absorbing member, and an impact-absorbing member is damaged.

Further, at this time, as in claim 9, between the first restricting portion and the second restricting portion, the first restricting portion and the second restricting portion are connected to each other. The shock absorbing member includes a first shock absorbing member provided on the restricting surface of the first restricting portion and a second shock absorbing member provided on the restricting surface of the second restricting portion. And an impact absorbing member connecting portion that connects the first impact absorbing member and the second impact absorbing member, and the impact absorbing member connecting portion is preferably locked to the connecting portion.
Thus, by providing the connecting portion that connects the first restricting portion and the second restricting portion, and integrating the first restricting portion and the second restricting portion, the restricting portion can be easily attached to the frame. Can be attached. Further, an impact absorbing member connecting portion that connects the impact absorbing members provided in the first restricting portion and the second restricting portion is provided, and the impact absorbing member connecting portion is locked to the connecting portion provided in the restricting portion. Thus, the shock absorbing member can also be easily attached to the restricting portion.
Moreover, the connection part provided between the 1st control part and the 2nd control part can be formed in the space between the 1st control part and the 2nd control part, As a result, an impact-absorbing member Since the connecting portion can be disposed in the space between the first restricting portion and the second restricting portion, it is possible to suppress an increase in the size of the peripheral configuration of the shock absorbing member connecting portion.

At this time, as in claim 10, the first restricting portion and the second restricting portion each have a fastening portion fastened to the frame, and the shock absorbing member is attached to the fastening portion. It is preferable to be fixed.
Thus, by providing the fastening part fastened to the frame in the restriction part, the restriction part can be easily attached to the frame and the restriction part is firmly held on the frame. Furthermore, by fixing (co-fastening) the shock absorbing member to the fastening portion of the restricting portion, not only the restricting portion but also the shock absorbing member can be easily attached.
At this time, as in the eleventh aspect, the impact absorbing member is provided for each of the first restricting portion and the second restricting portion, and with respect to the first restricting portion. It is preferable that the provided shock absorbing member and the shock absorbing member provided for the second restricting portion are arranged in a state of being separated from each other.

According to the first aspect of the invention, the impact energy can be absorbed by providing the impact absorbing portion in the regulating portion that regulates the deformation amount of the fragile portion that is deformed when an impact load is applied. Therefore, it is possible to reduce the uncomfortable feeling that the passenger feels when the deformation amount of the frame is restricted.
According to the invention of claim 2, the first restricting portion and the second restricting portion are formed as the restricting portion, and the impact absorbing member is disposed between the first restricting portion and the second restricting portion. Can absorb impact energy. Therefore, it is possible to reduce the uncomfortable feeling that the passenger feels when the deformation amount of the frame is restricted. Moreover, since it is the structure provided with the impact-absorbing member between the 1st control part and the 2nd control part, the structure of the 1st control part and the 2nd control part periphery is simplified, and it enlarges further. There is nothing.
According to the invention of claim 3, the first restricting portion and the second restricting portion are provided at positions sandwiching the fragile portion, and the impact absorbing member is attached to the restricting surface provided in these restricting portions, thereby It can suppress that the structure of a part and an impact-absorbing member becomes large sized and complicated.
According to the invention of claim 4, the shock absorbing member can be easily attached to the restriction surface of the restriction part by providing the position determining part.
According to the invention of claim 5, the impact absorbing member is formed so as to cover the end portion of the regulating surface, so that a wide range in which the impact energy can be absorbed can be secured.
According to the sixth aspect of the present invention, since the uneven portion is provided on the restriction surface, the impact absorbing member can be easily attached to the restriction surface of the restriction portion.
According to the invention of claim 7, since the impact absorbing member can be attached to the engaging hole provided in the restricting portion simply by fitting the engaging portion provided in the impact absorbing member, the impact absorbing member can be easily attached. Can be attached. Further, the impact absorbing member can be firmly attached by fitting the engaging portion into the engaging hole.
According to the invention of claim 8, since the shock absorbing member is disposed at a position that does not overlap with the hole as the first fragile portion, the shock absorbing member interferes with the fragile portion, and the shock absorbing member is damaged. Can be prevented.
According to the ninth aspect of the present invention, the impact absorbing member can be easily attached to the restricting portion by locking the impact absorbing member connecting portion to the connecting portion of the restricting portion.
According to the invention of claim 10, not only the restricting portion but also the impact absorbing member can be easily attached by fastening the impact absorbing member in the fastening portion for fastening the restricting portion to the frame. .
According to the invention of claim 11, by providing the shock absorbing member for each of the first restricting portion and the second restricting portion, the shock absorbing member provided for the first restricting portion, It becomes possible to arrange | position in the state which mutually separated with the impact-absorbing member provided with respect to 2 control parts.

It is a schematic perspective view of the vehicle seat which concerns on Embodiment 1 of this invention. It is a schematic perspective view of the seat frame concerning Embodiment 1 of the present invention. It is a rear view of the seat frame concerning Embodiment 1 of the present invention. It is a schematic perspective view of the lower frame base part concerning Embodiment 1 of the present invention. It is sectional drawing by the AA line of FIG. It is explanatory drawing which shows the state after the rear surface collision of the lower frame base part which concerns on Embodiment 1 of this invention. It is explanatory drawing which shows the state before the rear surface collision of the lower frame which concerns on Embodiment 1 of this invention. It is explanatory drawing which shows the state after the rear surface collision of the lower frame which concerns on Embodiment 1 of this invention. It is a rear view of the lower frame base part concerning Embodiment 1 of the present invention. It is a rear view of the lower frame foundation part concerning Embodiment 2 of the present invention. It is a partial assembly figure of the lower frame base part concerning Embodiment 3 of this invention. It is a perspective view of the lower frame foundation part concerning Embodiment 4 of the present invention. It is a rear view of the lower frame base part which concerns on Embodiment 5 of this invention. It is a partial assembly figure of the lower frame base part concerning Embodiment 6 of this invention. It is a perspective view of the lower frame foundation part concerning Embodiment 7 of the present invention.

Hereinafter, embodiments 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. The impact energy at the time of rear collision is energy due to a large load generated at the time of rear collision, which is caused by a large rear collision by a vehicle from the rear side, a large collision at the time of reverse traveling, etc. It does not include energy due to the load in the load region similar to the load.
Moreover, the left-right direction means the left-right direction in a state of facing the front of the vehicle, and is a direction that coincides with the width direction of the seat back frame 1 described later. In addition, the front-rear direction is a thing that means the front-rear direction in a state where an occupant is seated.

  1 to 9 relate to Embodiment 1 of the present invention. FIG. 1 is a schematic perspective view of a vehicle seat, FIG. 2 is a schematic perspective view of a seat frame, FIG. 3 is a rear view of the seat frame, and FIG. FIG. 5 is a cross-sectional view taken along line AA of FIG. 4, FIG. 6 is an explanatory view showing a state after a rear collision of the lower frame base, and FIG. FIG. 8 is an explanatory view showing a state after a rear surface collision of the lower frame, and FIG. 9 is a rear view of the lower frame base portion. 10 to 15 relate to another embodiment of the present invention. FIG. 10 is a rear view of the lower frame foundation according to the second embodiment. FIG. 11 is a portion of the lower frame foundation according to the third embodiment. FIG. 12 is a perspective view of the lower frame foundation according to the fourth embodiment, FIG. 13 is a rear view of the lower frame foundation according to the fifth embodiment, and FIG. 14 is a partial assembly of the lower frame foundation according to the sixth embodiment. FIG. 15 and FIG. 15 are perspective views of a lower frame base portion according to the seventh embodiment.

<< Basic configuration of vehicle seat S >>
With reference to FIG. 1 thru | or FIG. 9, the vehicle seat S which concerns on Embodiment 1 is demonstrated.
As shown in FIG. 1, the vehicle seat S includes a seat back S <b> 1 (back portion), a seating portion S <b> 2, and a headrest S <b> 3, and the seat back S <b> 1 (back portion) and the seating portion S <b> 2 are the “frame” of the present invention. Cushion pads 1a and 2a are placed on the seat 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 that constitutes a seat back S1, and a seat frame 2 that constitutes a 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 (not shown), and an inner rail (not shown) is attached to the leg, and the slide type is adjustable in the front-rear direction with the outer rail installed on the vehicle floor. Is assembled.
Further, the rear end portion of the seating frame 2 is connected to the seat back frame 1 via a reclining mechanism 11.

  The reclining mechanism 11 includes at least a reclining shaft 11a along the rotation axis of the reclining mechanism 11, and the reclining shaft 11a extends below the seat back frame 1 (more specifically, a pair of side frames 15). The pair of lower frame base portions 17 (member sides) are provided so as to be projected from the shaft insertion holes 17c (see FIGS. 4 to 6) provided on the side of the seat frame F.

  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 frame 15, an upper frame 16, a lower frame base portion 17, and a lower frame installation portion 18. And. The lower frame base portion 17 and the lower frame erection portion 18 constitute a lower frame.

  The two (a pair of) side frames 15 are arranged so as to be separated from each other in the left-right direction and to extend in the up-down direction in order to form a seat back width. An upper frame 16 that connects the upper end sides of the pair of side frames 15 extends upward from the side frames 15. The upper frame 16 extends upward from one side frame 15, bends, and extends to the other side frame 15.

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

  A headrest S3 is disposed above the upper frame 16. 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. A pillar support portion 19 a is disposed on the upper frame 16. A headrest pillar 19 (see FIG. 1) that supports the headrest S3 is attached to the pillar support portion 19a via a guide lock (not shown), and the headrest S3 is attached. In the present embodiment, an example in which the seat back S1 and the headrest S3 are separately formed has been described. However, a bucket type in which the seat back S1 and the headrest S3 are integrally formed may be used.

  As shown in FIG. 2, the side frame 15 constituting a part of the seat back frame 1 is an extending member constituting the side surface of the seat back frame 1, and includes a flat side plate 15a and a front end portion of the side plate 15a ( It has a front edge portion 15b bent inward in a U-shape from an end located on the vehicle front side), and a rear edge portion 15c bent inward in an L-shape from the rear end portion.

The front edge 15b of the present embodiment is formed with a protrusion 15d that protrudes toward the rear edge 15c, and this protrusion 15d is used to lock a tension coil spring 35 as a biasing means. A locking hole as a locking portion is formed.
And the below-mentioned moving member 30 is latched by the side frame 15 of this embodiment. The configuration and operation of the moving member 30 will be described later.

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

  The pressure receiving member 20 of the present embodiment is a member in which resin is formed in a plate-like substantially rectangular shape, and smooth unevenness is formed on the surface in contact with the cushion pad 1a. As shown in FIG. 2, claw portions for locking the wire 21 as the upper connecting member and the wire 22 as the lower connecting member 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 connected to the pressure receiving member 20 by the claw portions formed at predetermined positions on the upper side and the lower side of the pressure receiving member 20. The pressure receiving member 20 is engaged and supported on the back surface of the cushion pad 1a. The wires 21 and 22 are formed from a steel wire having spring properties, and an uneven portion which is a connecting portion is formed.

  In particular, among the two wires 21 and 22 locked to the pressure receiving member 20 of the present embodiment, the upper wire 21 is formed of a wire thinner than the lower wire 22. Thereby, the upper part of the pressure receiving member 20 is more easily moved backward than the lower part.

  Moreover, since the wire 22 is formed of a thick wire, it has high rigidity and is difficult to be deformed during normal seating. Therefore, at the time of normal seating, the upper side of the pressure receiving member 20 supported by the wire 21 made of a thin wire is easy to move backward, and the lower side of the pressure receiving member 20 supported by the wire 22 made of a thick wire does not move greatly backward. . As a result, during normal sitting, the upper part of the pressure-receiving member 20 sinks moderately backward, and the lower part supports the occupant's body, so that the seating feeling is not impaired.

  Furthermore, since the wires 21 and 22 are formed with the concavo-convex portions, the wires 21 and 22 are greatly deformed by a predetermined load or more (a load larger than a movable or rotating load of an impact reducing member described later), and the pressure receiving member 20 is increased. It is configured to move backward with the amount of movement.

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

  The wire 22 made of a wire thicker than the wire 21 is not easily deformed as described above, and the lower portion of the pressure receiving member 20 is difficult to move backward during normal seating. Therefore, the moving member 30 is attached to the end portion of the wire 22 in order to ensure a sufficient sinking amount at the time of a rear collision.

<< Configuration of Moving Member 30 >>
The moving member 30 as an impact reducing member moves to the rear of the vehicle 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, and the pressure receiving member. 20 is moved backward, and the occupant is moved backward. “Movement” refers to movement such as horizontal movement and rotation. In the present embodiment, the moving member 30 that rotates about the shaft portion 32 as a rotating shaft will be described. Due to the movement of the moving member 30 to the rear of the vehicle, the pressure receiving member 20 can be moved greatly to the rear of the vehicle. As a result, the occupant is moved rearward, so that the load applied to the occupant can be efficiently reduced.

As shown in FIG. 2, the moving member 30 of the present embodiment is pivotally supported on the inner side of the side plates 15a of the side frames 15 on both sides via a shaft portion 32 as a rotating shaft, and serves as a connecting member. The wire 22 in the lower position of the wire is locked and is connected to a spring (a tension coil spring 35) as a biasing means for biasing the wire 22. That is, the moving member 30 is connected to the urging means 35, and is configured to urge the pressure receiving member 20 toward the front side of the seat back frame 1 through the wire 22 as a connecting member.
The moving member 30 according to the present embodiment is configured so that a pivotable shaft portion 32 is pivoted on a convex portion 15e formed by bulging a part of the side plate 15a on the inner side of the side frame 15 and more specifically on the inner side of the seat. It is supported.

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

<< Effects of pressure receiving member 20 and moving member 30 >>
Hereinafter, the configuration and operation of the pressure receiving member 20 and the moving member 30 will be described.
During normal seating when the occupant is seated, a tension is generated that causes the moving member 30 to move backward (turn) via the cushion pad 1a, the pressure receiving member 20, and the wire 22 in the seat back S1. On the other hand, the tension coil spring 35 urges the moving member 30 to move (turn) to the front side of the seat back frame 1. Here, since the tension coil spring 35 connected to the moving member 30 has a load characteristic that does not bend in a load region generated during normal seating, the moving member 30 is always restrained to the initial position. . That is, the force for returning to the initial state against the force for moving (turning) the moving member 30 is configured to be maximized during normal seating.

And the movement prevention part 39 with which the moving member 30 was equipped is a contact part which contacts the rear edge part 15c of the side frame 15 after movement (rotation) of the movement member 30, and blocks | prevents movement (rotation). .
The movement preventing portion 39 of the moving member 30 is integrally formed by extending the moving member 30 in the outer circumferential direction, and the side surface 15 (more specifically, the rear edge) after the contact surface moves (rotates). Since it abuts against the portion 15c), the movement (rotation) of the moving member 30 can be stably stopped even 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 movement preventing portion 39 is formed at a position where it does not interfere with the urging means (the tension coil spring 35) and the connecting member (the wire 22).

  In the present embodiment, the movement preventing portion 39 of the moving member 30 is configured to directly contact the side frame 15 to prevent movement (turning), but the movement preventing portion 39 and the side frame 15 In order to eliminate the noise generated during the contact, a silencer such as a rubber having a thickness that does not hinder the stability of the movement (rotation) stop of the moving member 30 can be attached. If it comprises, the stable movement (rotation) prevention can be performed, and the silencing effect can be expected.

  At all times, the moving member 30 abuts against the side frame 15 (more specifically, a portion in which a part of the convex portion 15e is cut out), and prevents the upward force applied by the tension coil spring 35, so that the moving member 30 The range of movement (rotation) is limited so that it does not move (rotate) too much forward.

  At the time of a rear collision, if the occupant tries to move rearward due to inertia, the load moves the moving member 30 rearward via the pressure receiving member 20 and the wire 22 locked to the pressure receiving member 20 (rotation). Tension is applied in the direction of movement. The tension at this time is a load sufficient to extend the tension coil spring 35 that holds the moving member 30 in the initial position and to move (turn) the moving member 30 backward.

The threshold value of the force at which the moving member 30 starts moving (turning) is set to a value larger than the normal seating load.
Here, the threshold value of the force at which the moving member 30 starts moving (turning) is normally applied to the seat back S1 in a seated state (excluding a small impact caused by a seating impact or a sudden start of a vehicle). Since such a load is about 150N, the threshold value is preferably larger than 150N.

  Further, 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. Does not operate and can maintain a stable state.

  As described above, when the moving member 30 is moved (rotated) rearward, the wire 22 hooked on the moving member 30 moves rearward, and at the same time, the pressure receiving member 20 locked to the wire 22. Then, the cushion pad 1a supported by the pressure receiving member 20 moves rearward, and the occupant can be sunk into the seat back S1.

Since the moving member 30 has the above-described movement (turning) characteristics with respect to the tension generated via the wire 22, when the rear collision occurs, the occupant can be seated back reliably and efficiently. It can be made to sink in the cushion pad of S1.
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 relative to the seat back S1, so the gap between the headrest S3 and the head of the occupant Since the head is shrunk and the headrest S3 can support the head, the impact applied to the neck can be effectively reduced.

  Although the example which provided the moving member 30 in the side frame 15 of the right-and-left both sides is shown in the said embodiment, it is good also as a structure provided only in one side frame 15. FIG. In this case, the wires 21 and 22 can be directly engaged with the side frame 15 on the side where the moving member 30 is not provided.

<< Configuration of Lower Frame Foundation 17 and Lower Frame Construction Section 18 >>
The lower frame of the seat back frame 1 includes a lower frame base portion 17 and a lower frame erection portion 18. The lower frame erection part 18 (member center) is formed so as to connect a pair of lower frame base parts 17 spaced apart in the left-right direction, and is provided in contact with the lower frame base part 17. ing. The lower frame base portion 17 is connected to the lower side of the side plate 15 a of the side frame 15. And the lower frame base part 17 is formed so that the downward direction of the side plate 15a may be extended, and is extended in the range which does not have trouble in relation to the seating frame 2. FIG.
In the seat back frame 1 of the present embodiment, the side frame 15 and the lower frame base portion 17 are formed as separate members, but may be formed as an integral plate frame or the like. Moreover, although the lower frame foundation part 17 and the lower frame installation part 18 show the example formed as a separate member, respectively, it is good also as a structure formed integrally.

  The pair of lower frame base portions 17 includes a side plate 17a and an intermediate plate 17b, and a lower frame erection portion 18 is joined to the side plate 17a or the intermediate plate 17b. The lower frame erection part 18 is preferably joined to both the side plate 17a and the intermediate plate 17b because the mounting rigidity is improved. Furthermore, if the side edge of the lower frame erection part 18 is formed so as to abut against the side plate 17a, the rigidity is improved with respect to the side load. In the present embodiment, the lower frame erection portion 18 is disposed in front of the intermediate plate 17b, but may be disposed in the rear of the intermediate plate 17b.

  The vehicle seat S of the present invention sandwiches a fragile portion (a hole portion 17k, an inner fragile portion 17e, a side fragile portion 17m described below) that deforms when an impact load is applied, and a part of the fragile portion. And a restricting portion (a restricting portion 40 described below) that is disposed at a position and restricts the deformation amount of the fragile portion. Below, especially the structure by which the weak part and the control part were formed in the lower frame base part 17 which comprises a lower frame is demonstrated. In the present specification, the `` fragile part '' refers to a part having a fragility that deforms when an impact load of a predetermined size or more is applied, such as at the time of a rear collision, a hole part, It is formed by a recess or the like.

<< Configuration of Lower Frame Foundation 17 >>
The lower frame base portion 17 constituting the lower frame includes a side plate 17a extending in the vertical direction (front-rear direction), and an intermediate plate 17b as a frame extending portion extending from the side plate 17a toward the inner side in the left-right direction. And. As shown in FIG. 4, the lower frame base portion 17 has a hole portion 17k as a first fragile portion formed as a fragile portion on a connecting portion 17x that connects the side plate 17a and the intermediate plate 17b. And an inwardly fragile portion 17e as a second fragile portion connected to the hole portion 17k and formed on the intermediate plate 17b.

  Further, in the lower frame base portion 17, a side weak portion 17m is formed as a third weak portion that is connected to the hole portion 17k and formed on the side plate 17a.

  The lower frame base portion 17 is formed by bending the side plate 17a joined to the side plate 15a of the side frame 15 and the inner side of the side frame 15 substantially perpendicularly from the rear end portion of the side plate 17a. And an intermediate plate 17b. A shaft insertion hole 17c through which the reclining shaft 11a is inserted is formed below the side plate 17a, and the seating frame 2 is disposed below the side plate 17a via the reclining mechanism 11.

  In the side plate 17a, a plurality of attachment holes 17d for attaching the lower frame base portion 17 to the side frame 15 are formed above the shaft insertion hole 17c. Below the side frame 15, a hole is provided at a position aligned with the mounting hole 17 d when the side plate 17 a is overlapped. The hole formed in the side frame 15 and the lower frame base portion 17 are provided. A joining means such as a bolt is penetrated so as to penetrate the mounting hole 17d, and the side frame 15 and the lower frame base portion 17 are joined. The plurality of mounting holes 17d formed need not all be fixed to the side frame 15, and a member other than the side frame 15 may be attached.

In the present invention, the fragile portion (that is, the hole portion 17k, the inner fragile portion 17e, and the side fragile portion 17m) is between the reclining mechanism 11 and the side frame 15 (more specifically, the shaft insertion hole 17c and (Between the mounting holes 17d). That is, each weak part is formed above the reclining mechanism 11. With such a configuration, the lower portion of the seat back frame 1 is fixed by the reclining mechanism 11, so that the seat back frame 1 above the weakened portion can be easily tilted backward.
Furthermore, since each fragile portion is formed between the seating frame 2 and the side frame 15, when an impact load is applied, deformation of each fragile portion is not hindered by the seating frame 2 or the side frame 15, It can absorb impact energy efficiently.

  In the intermediate plate 17b, in order to efficiently absorb the impact energy at the time of the rear collision, an inward fragile portion 17e having flexibility with respect to a predetermined or higher impact load is formed. The inward fragile portion 17e has a substantially semicircular cross section, is formed by a concave portion that is recessed forward, and is formed to extend toward the inside of the pair of side frames 15. In other words, the inward fragile portion 17e is a recess formed so as to be recessed toward the inside of the side frame 15 along the left-right direction, that is, the seat width direction.

  When the occupant suddenly moves rearward, such as at the time of a rear collision, the inner weak portion 17e is crushed in the vertical direction by receiving the impact load, so that the lower frame base portion 17 is deformed to be bent. With this deformation, the seat back frame 1 tilts backward. Therefore, it is preferable that the inwardly weakened portion 17e is formed on the lower frame base portion 17 provided below the side frame 15 among members constituting the lower frame. In addition, in order to absorb the impact energy at the time of a rear collision, if the lower frame base part 17 can be bent enough, the inward weak part 17e is good also as a structure dented so that it may dent back. Furthermore, in order to easily deform the inner fragile portion 17e as long as it has a strength that can withstand a normal seating load, only the thickness of the portion constituting the inner fragile portion 17e may be formed thin.

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

  And the horizontal part 17f which comprises the inward weak part 17e has a part of the inward weak part 17e (more specifically, the horizontal part 17f) in the edge part on the side facing the bending part 17g in the longitudinal direction. It is cut out. The notched portion is a hole portion 17k, and the hole portion 17k and the inwardly weakened portion 17e are formed so as to be connected. As described above, since the inwardly fragile portion 17e and the hole portion 17k are formed to be connected, when an impact load such as a rear collision is applied to the lower frame base portion 17, as described below, The inner weakened portion 17e of the lower frame base portion 17 is deformed starting from the hole portion 17k, thereby absorbing impact energy. In addition, although the hole part 17k was shown as a 1st weak part of this embodiment, the 1st weak part does not necessarily need to be formed by the hole. The first fragile portion may be formed so as to be deformed by an impact load smaller than the inner fragile portion 17e which is the second fragile portion and the side fragile portion 17m which is the third fragile portion. Further, a configuration in which the plate thickness is formed thinner than the inner weak portion 17e and the side weak portion 17m, or a configuration formed by a deeply recessed portion may be employed.

  The horizontal portion 17f can be bent and deformed so as to be crushed in the vertical direction when a predetermined impact load (a large impact load at the time of normal seating) is applied to the seat back frame 1 such as a rear collision. (See FIG. 6). As a result, the rearward load can be stably and efficiently absorbed. Further, since the horizontal portion 17f extends along the seat width direction, that is, the longitudinal direction of the lower frame erection portion 18, even when a load in the left-right direction is applied, the load is received at the ridge line portion. Therefore, the rigidity of the lower frame base portion 17 against the load in the seat width direction is extremely improved.

  The lower frame base portion 17 is formed by bending an intermediate plate 17b from the rear end portion of the side plate 17a toward the inside in the seat direction, and the bent portion (connecting portion 17x) is rigid with respect to a load in the vertical direction. It has. Therefore, depending on the magnitude of the impact load, the lower frame base portion 17 becomes difficult to deform in the vertical direction, and it may be difficult to efficiently absorb the impact energy. However, the hole portion 17k is formed in the boundary portion (connecting portion 17x) between the intermediate plate 17b and the side plate 17a, and when an impact load such as a rear collision is applied, the hole portion 17k becomes a fragile portion (inward Since the fragile portion 17e and the side fragile portion 17m, which will be described later, are formed to be easily deformed, the hole portion 17k can be deformed so as to be crushed in the vertical direction first. As a result, the upper portion of the lower frame base portion 17 is deformed so as to tilt backward, so that it is possible to efficiently absorb the energy of the backward tilting load.

  In order to make the hole 17k easier to deform than the fragile portion (inner fragile portion 17e and side fragile portion 17m described later) with respect to an impact load, for example, the width (the size in the height direction) of the hole 17k. ) At least equal to or slightly larger than the width of the horizontal portion 17f or the lateral weak portion 17m in the short direction (vertical direction). By forming the size of the hole portion 17k in the height direction equal to or larger than the vertical width of the horizontal portion 17, when an impact load such as a rear collision is applied, the horizontal portion 17f is advanced. Since the hole portion 17k is easily deformed, the inner fragile portion 17e can be deformed starting from the hole portion 17k.

As described above, the inwardly fragile portion 17e includes the inclined portion 17h extending from the horizontal portion 17f via the bent portion 17g, and the inclined portion 17h includes the side plates 17a and 17a ( It is extended to the up-down direction edge part of the part pinched | interposed into the side board 17a, 17a) with which a pair of lower frame base part 17 and 17 was equipped. In other words, the inclined portion 17h extends to the upper end portion or the lower end portion of the intermediate plate 17b provided inside the seat in the left-right direction.
In the present embodiment, a configuration is shown in which the inclined portion 17h is bent so as to incline upward toward the inside of the seat and extends to the inclined upper end portion of the intermediate plate 17b.

In this way, the inner fragile portion 17e is not configured to extend in a horizontal straight line consisting only of the horizontal portion 17f, but includes a bent portion 17g and extends in a direction other than a substantially horizontal direction, that is, in an oblique direction. By adopting a configuration including the portion (inclined portion 17h), the rigidity of the lower frame base portion 17 is improved around the bent portion 17g and the inclined portion 17h. Accordingly, when a load is applied that causes the seat back frame 1 to be tilted backward due to a rear collision or the like, the horizontal portion 17f is particularly easily deformed, and the impact energy can be efficiently absorbed.
Further, by extending the inclined portion 17h to the upper end of the intermediate plate 17b, the inner fragile portion 17e can be easily bent as a whole.

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

  The horizontal portion 17f has a hole portion 17k at an end portion on the side facing the end portion on the side where the bent portion 17g and the inclined portion 17h are formed. Accordingly, since the hole 17k is formed at a position farthest from the bent portion 17g and the inclined portion 17h in the horizontal portion 17f (that is, a position where rigidity is not relatively high and is easily deformed), when an impact load is applied. In addition, the hole portion 17k is easily deformed, and accordingly, the horizontal portion 17f can be deformed to absorb the impact energy.

Further, on the opposite side of the bending portion 17g in the bending direction (downward in FIGS. 3 and 4), a harness mounting portion 17i as a bulging component mounting portion is formed. At this time, the harness attachment portion 17i is formed so as to bulge to the side opposite to the bulging direction of the inner weak portion 17e. That is, a harness mounting portion 17i is formed below the bent portion 17g so as to bulge backward. Thus, in the intermediate plate 17b, the harness attachment portion 17i is formed on the opposite side to the direction in which the bent portion 17g of the inward fragile portion 17e is bent (that is, the obtuse angle side formed by the horizontal portion 17f and the inclined portion 17h). As a result, a plurality of uneven shapes are formed on the intermediate plate 17b, and the rigidity of the lower frame base portion 17 with respect to the load (particularly, the rigidity in the vicinity of the bent portion 17g) is improved. As a result, when an impact load such as a rear collision is applied, the horizontal portion 17f, the bent portion 17g, and the inclined portion 17h of the inner fragile portion 17e are bent without bending portions other than the inner fragile portion 17e. Can absorb impact energy.
Note that the harness mounting portion 17i is not located above the bent portion 17g for the purpose of improving rigidity below the intermediate plate 17b in order to make the side frame 15 particularly easy to tilt backward due to the impact load at the time of rear collision. It is preferable to be provided below.

  Further, a plurality of attachment holes 17j are formed in the intermediate plate 17b. The attachment holes 17j are inserted with joining means such as bolts when other members (actuators or the like) are attached to the seat frame F.

  Thus, by providing the harness attachment portion 17i and the attachment hole 17j in the intermediate plate 17b, it is possible to save space and reduce the number of parts with respect to attachment of other members.

  As described above, on the rear surface of the intermediate plate 17b provided with the inner fragile portion 17e, there is further provided a restricting portion 40 that faces the inner fragile portion 17e. The restricting portion 40 is attached to the intermediate plate 17b by using means such as welding so as to sandwich the inner weak portion 17e, and is provided above and below the inner weak portion 17e.

  That is, the restricting portion 40 includes a contact portion (first restricting portion 41) provided in the lower frame base portion 17 (more specifically, the intermediate plate 17b) as a frame, and a weak portion (inner weak portion 17e). And a contacted portion (second restricting portion) 42 that contacts the abutting portion (first restricting portion 41) when deformed. The lower frame base portion 17 as a frame absorbs an impact load when the abutting portion (first regulating portion 41) and the abutted portion (second regulating portion 42) abut against each other. (Impact absorbing members 43 and 44) are provided.

  In the present invention, the “contact portion” is provided in any part of the seat frame F, and the “contact portion” is when the seat frame F is deformed by an impact load. It makes contact (contact) with the contact portion. Then, when the seat frame F is deformed, the amount of deformation of the fragile portion can be restricted by the contact portion and the contacted portion coming into contact with each other. Moreover, in this embodiment, although the impact-absorbing part (impact-absorbing members 43 and 44) shows the structure provided in the control part 40 (the 1st control part 41, the 2nd control part 42), an impact-absorption part May be provided at any location on the seat frame F.

  The 1st control part 41 as a contact part and the 2nd control part 42 as a to-be-contacted part are arrange | positioned around the inner weak part 17e. In more detail, the 1st weak part 41 and the 2nd control part 42 are mutually arrange | positioned in the position which pinches | interposes the inward weak part 17e.

  The first fragile portion 41 and the second fragile portion 42 have regulation surfaces 41a and 42a that are disposed to face each other at a position sandwiching the inner fragile portion 17e. As shown in FIGS. 4 and 5, the shock absorbing members 43 and 44 absorb the impact load when the first restricting portion 41 and the second restricting portion 42 come into contact with the restricting surfaces 41 a and 42 a. Is provided. In addition, in this embodiment, although the structure which attached the impact-absorbing members 43 and 44 to both the regulation surfaces 41a and 42a, respectively is shown, at least one of the 1st regulation part 41 and the 2nd regulation part 42 is shown. The restriction surface 41a (or the restriction surface 42a) may be provided with the shock absorbing member 43 (or the shock absorbing member 44).

  When an impact load such as a rear collision is applied to the seat back frame 1, the intermediate plate 17b is bent backward so that the inwardly fragile portion 17e is crushed in the vertical direction, but the restricting portion 40 is shown in FIG. In addition, the amount of collapse of the inner fragile portion 17e (that is, the rearward tilt angle of the intermediate plate 17b and the seat back frame 1) can be restricted so as not to exceed a certain value.

  In other words, the pair of restricting portions 40 provided to face each other via the inwardly weakened portion 17e has a first restricting portion that constitutes the restricting portion 40 when the bending of the inwardly weakened portion 17e provided in the intermediate plate 17b increases. The part 41 and the second restricting part 42 are in contact with each other, and the second restricting part 42 provided below is disposed so as to hold down the first restricting part 41 provided above.

  At this time, the impact absorbing members 43 and 44 respectively provided in the first restricting portion 41 and the second restricting portion 42 serve as cushioning materials and absorb the impact load. Therefore, the material constituting the shock absorbing members 43 and 44 may be an elastic member (rubber, spring, etc.) that exhibits elasticity (flexibility) under a predetermined load or more, or a resin material. By forming the shock absorbing members 43 and 44 using such a material, the mounting work of the shock absorbing members 43 and 44 is simplified without making the shock absorbing members 43 and 44 complicated.

  In addition, a method for attaching the shock absorbing members 43 and 44 to the first restricting portion 41 and the second restricting portion 42 will be described in detail below. It is good also as a structure attached by the locking member.

  As described above, the first restricting portion 41 and the second restricting portion 42 are respectively provided with restricting surfaces 41a and 42a for restricting the inner fragile portion 17e from being bent more than a certain amount when the inner fragile portion 17e is bent. . Therefore, for example, as shown in FIG. 5, the first restricting portion 41 and the second restricting portion 42 may be members having a substantially trapezoidal cross section. Since the restricting surfaces 41a and 42a are larger in area, the restricting portions 40 (the first restricting portion 41 and the second restricting portion 42) are more likely to come into contact with each other when the inner weak portion 17e is bent. The deformation amount (backward tilt amount) of the frame 1 can be regulated.

  As shown in FIG. 9, the impact absorbing members 43, 44 provided on the regulating surfaces 41a, 42a are formed in a substantially U shape in the rear view, and more specifically, end portions of the regulating surfaces 41a, 42a (more specifically, It is fixed so as to cover the left and right ends). Furthermore, you may arrange | position so that the edge part of the front-back direction of the control surfaces 41a and 42a may be covered. Thus, even if the inner fragile portion 17e is complicatedly twisted and deformed by a complicated impact load by covering the ends of the regulation surfaces 41a and 42a with the impact absorbing members 43 and 44, the impact absorbing member The portions covered by 43 and 44 can be brought into contact with the opposing restricting portion (the first restricting portion 41 or the second restricting portion 42).

  Further, as shown in FIG. 9, the shock absorbing members 43 and 44 are provided in a portion where a portion overlapping the hole portion 17k is removed in the rear view. With this configuration, even when the hole 17k and the inner fragile portion 17e are deformed by an impact load, the shock absorbing members 43 and 44 can be prevented from being damaged by interfering with the hole 17k. .

The distance between the lower surface of the shock absorbing member 43 and the upper surface of the shock absorbing member 44 is the width in the height direction of the inner fragile portion 17e (that is, sandwiched between the first restricting portion 41 and the second restricting portion 42). Smaller than the width in the direction).
Further, the distance between the two restricting surfaces 41a and 42a is larger than the width in the height direction of the inner weak portion 17e (that is, the width in the direction sandwiched between the first restricting portion 41 and the second restricting portion 42). It may be formed small.

  Specifically, the lower end portion of the shock absorbing member 43 provided in the first restricting portion 41 provided above is lower than the upper end portion of the inward weakened portion 17e (more specifically, the horizontal portion 17f). Arranged. On the other hand, the upper end portion of the shock absorbing member 44 of the second restricting portion 42 provided below is arranged above or substantially at the same height as the lower end portion of the inner weak portion 17e (more specifically, the horizontal portion 17f). Established.

  By adopting such a configuration, when the inner fragile portion 17e is bent in the vertical direction, as shown in FIG. 6, the first restricting portion 41 and the second restricting portion 41 arranged in the vertical direction of the inner fragile portion 17e. This makes it easy for the restricting portion 42 to come into contact with the inner weak portion 17e at a certain position.

  In the present embodiment, an example in which planar regulation surfaces 41a and 42a are formed in both the first regulation unit 41 and the second regulation unit 42 is illustrated, but at least one of the regulation surfaces 41a is illustrated. (Or the regulation surface 42a) should just be formed in planar shape.

  Thus, when the inner fragile portion 17e is bent by making at least one of the restriction surfaces 41a (or the restriction surface 42a) out of the first restriction portion 41 or the second restriction portion 42, It becomes easy for the restricting portions 40 (the first restricting portion 41 and the second restricting portion 42) to contact each other. As a result, the amount of bending of the inner weak portion 17e is limited, and the amount of deformation of the seat back frame 1 does not become larger than the specified value.

  As shown in FIG. 6, in the restricting portion 40 having the restricting surfaces 41a and 42a formed in a flat shape, the inner weak portion 17e is deformed when an impact load is applied, and the first restricting portion 41 is the second restricting portion 41. The first restricting portion 41 is formed so as to be in contact with a restricting surface 42a formed in a flat shape. That is, when the inner weak portion 17e is deformed, the restricting surface 42a of the second restricting portion 42 with which the first restricting portion 41 abuts is at least the rear side of the first restricting portion 41 (that is, the inner weak portion 17e. Is extended further to the rear side (the side opposite to the inward weakened portion 17e) than the edge on the side opposite to the side where the is formed. By adopting such a configuration, the first restricting portion 41 firmly contacts the restricting surface 42a formed in a flat shape, so that the first restricting portion 41 is against the second restricting portion 42. Slipping and shifting are suppressed, and the deformation of the inner fragile portion 17e can be suppressed more stably.

  In order to achieve the above-described configuration, for example, in a state before the impact energy is applied (normal state), the rear end side (the side opposite to the inward fragile portion 17e) of the restriction surface 42a of the second restriction portion 42 is the edge portion. Is formed to be behind (on the opposite side to the inner fragile portion 17e) the rear side (on the opposite side to the inner fragile portion 17e) of the first restricting portion 41 (on the opposite side to the inner fragile portion 17e). It is good to be.

As shown in FIGS. 5 and 6, it is preferable that the restricting portion 40 has a hollow structure because the vehicle seat S can be reduced in weight, but the strength of the restricting portion 40 is sufficiently ensured. Therefore, it may be solid. Moreover, as shown in FIG. 4, the hole may be provided in each control surface 41a, 42a for weight reduction.
Moreover, although the control part 40 showed the example provided only in the vicinity of the inward weak part 17e, you may be provided in the vicinity of the other weak part (hole part 17k, side weak part 17m). At this time, at least one of the hole portion 17k, the inner fragile portion 17e, and the side fragile portion 17m may be disposed at a position sandwiched between the restricting portions 40.

  The inward fragile portion 17e is preferably located at a position that does not overlap the lower frame erection portion 18 and above the lower frame erection portion 18. As described above, when the inner fragile portion 17e is provided at a position not overlapping the lower frame erection portion 18, the inner fragile portion 17e is deformed when a load in a backward tilting direction is applied to the seat back frame 1. Is preferable because it is not hindered by the lower frame erection part 18.

  Further, the fragile portion is formed on the side plate 17 a and the side fragile portion 17 m formed between the seating frame 2 (more specifically, the side frame provided in the seating frame 2) and the side frame 15. Have. That is, the lower frame base portion 17 disposed between the seating frame 2 and the side frame 15 includes a side weak portion 17m in the side plate 17a. The side fragile portion 17m is formed at the same height as the inner fragile portion 17e formed on the intermediate plate 17b, and a hole portion 17k formed at the boundary between the side plate 17a and the intermediate plate 17b. It extends in the horizontal direction from the front side. And the side weak part 17m extended from the hole 17k is extended to the center part in the front-back direction of the side board 17a on the side board 17a.

  The side fragile portion 17m has a substantially semicircular cross section like the inner fragile portion 17e, and is recessed so as to be recessed from the inside toward the outer side of the side frame 15 in the left-right direction (sheet width direction). And the side weak part 17m is formed so that it may extend linearly toward the front from back. In other words, the side weakened portion 17 m is a concave portion that extends along the front-rear direction and is formed below the side frame 15. The hole 17k, the inner fragile portion 17e, and the side fragile portion 17m are all formed at the same height. As described above, the three weak portions (the hole portion 17k, the inner weak portion 17e, and the side weak portion 17m) are formed at the same height, so that the seat back frame 1 is particularly stably tilted backward (deformed). The impact energy can be absorbed efficiently.

  Further, the width (length in the height direction) of the lateral weak portion 17m may be formed to be smaller than at least the width in the short direction (vertical direction) of the horizontal portion 17f constituting the inner weak portion 17e. By forming the length of the side weakened portion 17m in the height direction to be smaller than the width of the horizontal portion 17f in the short direction (vertical direction), when an impact load such as a rear collision occurs, the horizontal portion 17f Since the side fragile portion 17m is easily deformed first, as described above, the side fragile portion 17m is deformed so as to be crushed in the vertical direction as the hole portion 17k is deformed by the impact load. As described above, when an impact load is applied, the side plate 17a of the lower frame side portion 17 bends and deforms in the vertical direction. As a result, the inner fragile portion 17e is further easily deformed. Can be absorbed stably. Further, in the present embodiment, the side fragile portion 17m is shown as being formed in a straight line, but may be bent like the inner fragile portion 17e.

  Said inward weak part 17e and side weak part 17m are formed by performing press work etc. with respect to the lower frame base part 17. FIG. Further, the hole 17k may be formed by cutting after forming the inner weak part 17e and the side weak part 17m on the lower frame base part 17, or after forming the hole 17e in advance, You may form the weak part 17e and the side weak part 17m.

<< Effects of weak part (hole 17k, lateral weak part 17m, inward weak part 17e) and regulating part 40 >>
The manner in which the lower frame base portion 17 is deformed when an impact load at the time of rear collision is applied will be described below with reference to FIGS.
FIG. 7 shows a state around the lower frame base portion 17 in a normal state, and FIG. 8 shows a state after an impact load applied to the lower frame base portion 17 at the time of a rear collision. At this time, a load in a backward tilting direction is mainly applied to the seat back frame 1, but the largest load is applied below the side frame 15, that is, to the lower frame base portion 17.

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

  As described above, after the side plate 17a is deformed so as to spread outward in the sheet width direction, the inwardly fragile portion 17e (more specifically, the horizontal portion 17f) formed in the intermediate plate 17b is crushed in the vertical direction. As a result, the side frame 15 provided above the lower frame base portion 17 tilts backward, and the seat back frame 1 is deformed.

  As described above, the lower frame base portion 17 includes not only the inner weak portion 17e and the hole portion 17k but also the side weak portion 17m, so that the lower frame base portion 17 is stepped from the hole portion 17k as a starting point. It can be easily deformed and can efficiently absorb impact energy. A complicated input load is applied to the seat back frame 1 at the time of a rear collision, etc., but by providing the above configuration, a specific portion (specifically, the horizontal portion 17f of the inward weakened portion 17e) is stably deformed. Can be made. As a result, the impact energy at the time of the rear collision can be efficiently absorbed by the lower frame base portion 17.

  And when the inner weak part 17e bends as mentioned above, it is controlled by the control part 40 with which the intermediate | middle board 17b was equipped so that the bending amount of the inner weak part 17e may not become large too much. That is, when an impact load at the time of a rear collision is applied, the inwardly fragile portion 17e is bent so as to be crushed in the vertical direction, and the side frame 15 (and the seat back frame 1) tilts backward, but the inwardly fragile When the portion 17e is bent to a certain range, the pair of restricting portions 40 come into contact with each other, and the amount of bending of the inner fragile portion 17e is restricted. Therefore, by providing the restricting portion 40, it is possible to set the rearward tilt amount to an appropriate size without excessively increasing the rearward tilt amount of the seat back frame 1.

  At this time, since the first restricting portion 41 and the second restricting portion 42 constituting the restricting portion 40 are provided with shock absorbing members 43 and 44, respectively, the first restricting portion 41 and the second restricting portion are provided. When 42 abuts each other, the first restricting portion 41 and the second restricting portion 42 abut via the shock absorbing members 43 and 44.

  Thus, since the 1st control part 41 and the 2nd control part 42 contact | abut via the impact-absorbing members 43 and 44, the impact at the time of the 1st control part 41 and the 2nd control part 42 contacting. The load can be absorbed by the shock absorbing members 43 and 44. As a result, when the deformation amount (deformation angle) of the seat back frame 1 is restricted, the uncomfortable feeling felt by the occupant can be reduced.

Furthermore, by providing the pressure receiving member 20 connected to the moving member 30, the vehicle seat S can sufficiently sink the occupant into the seat back S1 at the time of a rear collision. And since the bending part 17g and the inclination part 17h are formed in the inward weak part 17e of a lower frame (more specifically, the lower frame base part 17), the intermediate | middle board 17b has moderate rigidity. Therefore, the pressure receiving member 20 can easily sink the occupant's body relative to the side frame 15 and the upper frame 16, so that impact energy due to a rear collision or the like can be efficiently transmitted to the seat back frame 1 and absorbed. Is possible.
As a result, the inner fragile portion 17e and the side fragile portion 17m formed on the lower frame base portion 17 can be deformed, and the impact energy can be absorbed more efficiently.

<< Other Embodiments >>
Hereinafter, other embodiments (Embodiments 2 to 7) will be described with respect to the impact absorbing member.

(Embodiment 2)
In the present embodiment, unlike the first embodiment in which the regulation surfaces 41a and 42a are formed in a flat shape, as shown in FIG. 10, the regulation part 140 (the first regulation part 141 and the second regulation part 142) is provided. On the provided regulation surfaces 141a and 142a, concave and convex portions 141b and 142b are formed.
That is, the restricting surfaces 141a and 142a are formed with concave and convex portions 141b and 142b as position determining portions that determine the relative positions of the shock absorbing members 143 and 144 with respect to the restricting surfaces 141a and 142a.

Thus, since the uneven | corrugated | grooved parts 141b and 142b to which the impact-absorbing members 143 and 144 are attached are formed in the control surfaces 141a and 142a, with respect to the 1st control part 141 and the 2nd control part 142 The position where the impact absorbing members 143 and 144 are attached can be easily determined. Therefore, it is possible to easily attach the shock absorbing members 143 and 144 to the restriction part 140 including the first restriction part 141 and the second restriction part 142.
The shock absorbing members 143 and 144 attached to the concavo-convex portions 141b and 142b may be formed of, for example, an elastic member such as rubber and attached to the regulation surfaces 141a and 142a and the concavo-convex portions 141b and 142b.

(Embodiment 3)
In the present embodiment, unlike the first embodiment in which the shock absorbing members 43 and 44 are attached to the restricting surfaces 41a and 42a, as shown in FIG. 11, the restricting portion 240 (the first restricting portion 241 and the first restricting portion 241). The second restricting portion 242) and the shock absorbing members 243 and 244 are provided with holes and protrusions that engage with each other.

  That is, the restricting portion 240 (the first restricting portion 241 and the second restricting portion 242) has locking holes 241b and 242b to which the shock absorbing members 243 and 244 are attached, respectively. The shock absorbing members 243 and 244 are formed with locking portions 245 and 246 that are fitted into the locking holes 241b and 242b, respectively.

  As a configuration of the locking holes 241b and 242b and the locking portions 245 and 246, a known method can be used. For example, the locking portions 245 and 246 are formed of a flexible material, and the diameter thereof is slightly larger than the diameter of the locking holes 241b and 242b, and then the locking portions 245 and 246 are locked to the locking holes 241b, It is good to set it as the structure inserted in 242b.

  The shock absorbing members 243 and 244 are each formed in a substantially L shape in a side view, and at least the restricting surfaces 241 a and 242 a of the first restricting portions 241 and 242 are covered with the shock absorbing members 243 and 244. It is attached. At this time, as shown in FIG. 11, the portions of the shock absorbing members 243 and 244 that are disposed at positions that cover the restriction surfaces 241a and 242a may be formed slightly larger than the restriction surfaces 241a and 242a.

(Embodiment 4)
In the present embodiment, unlike the first embodiment in which the first restricting portion 41 and the second restricting portion 42 are individually formed, as shown in FIG. 12, the first restricting portion 340 constituting the restricting portion 340 is formed. The part 341 and the second restricting part 342 are connected to each other.

That is, a connecting portion 340 that connects the first restricting portion 341 and the second restricting portion 342 to each other is formed between the first restricting portion 341 and the second restricting portion 342.
The shock absorbing member of the present embodiment includes a first shock absorbing member 343 provided on the restricting surface 341a of the first restricting portion 341 and a second impact provided on the restricting surface 342a of the second restricting portion 342. It has an absorbing member 344 and an impact absorbing member connecting portion 347 that connects the first impact absorbing member 343 and the second impact absorbing member 344. The shock absorbing member connecting portion 347 is locked to the connecting portion 340a by a locking member 347a. With this configuration, the shock absorbing member is attached to the restricting portion 340.

  The connecting portion 340 a provided in the restricting portion 340 extends from the restricting surfaces 341 a and 342 a so as to connect the restricting surface 341 a of the first restricting portion 341 and the restricting surface 342 a of the second restricting portion 342. ing. And the connection part 340 is formed so that the recessed shape of the inner weak part 17e may be met.

  The shock absorbing member connecting portion 347 extends from the first shock absorbing member 343 and the second shock absorbing member 344 so as to connect the first shock absorbing member 343 and the second shock absorbing member 344. Has been. The shock absorbing member connecting portion 347 is formed along the connecting portion 340a, that is, along the recessed shape of the inner fragile portion 17e. Note that the first shock absorbing member 343, the second shock absorbing member 344, and the shock absorbing member connecting portion 347 may be formed by bending one plate piece.

  A locking member 347a is disposed at a substantially central portion of the connecting portion 340 and the shock absorbing member connecting portion 347 configured as described above, in order to fix the shock absorbing member connecting portion 347 to the connecting portion 340a of the restricting portion 340. . The configuration of the locking member 347a is not particularly limited, and a known one can be used.

  Thus, by attaching the shock absorbing member connecting portion 347 to the connecting portion 340a of the restricting portion 340 by the locking member 347a, there is no need to provide a special configuration for attaching the shock absorbing member to other portions. The space between the first restricting portion 341 and the second restricting portion 342 (that is, the portion corresponding to the inwardly vulnerable portion 17e) can be effectively utilized. Further, not only the impact absorbing member but also the restricting portion 340 may be attached to the intermediate plate 17b of the lower frame base portion 17 by the locking member 347a.

(Embodiment 5)
Unlike the first embodiment in which the first restricting portion 41 and the second restricting portion 42 are fixed to the intermediate plate 17b of the lower frame base portion 17 by means such as welding, the present embodiment is shown in FIG. As described above, fastening portions 441b and 442b for attaching the restricting portion 440 to the intermediate plate 17b are provided.

The fastening portions 441b and 442b are provided in the first restriction portion 441 and the second restriction portion 442, respectively, and are fixed to the intermediate plate 17b by the fastening means 441c and 442c. Thereby, the 1st control part 441 and the 2nd control part 442 can be fixed to the intermediate | middle board 17b.
The fastening portions 441b and 442b may be provided on a surface that is not the restriction surface 441a of the first restriction portion 441 and the restriction surface 442a of the second restriction portion 442.

The fastening means 441c and 442c fastened to the fastening portions 441b and 442b fasten the shock absorbing members 443 and 444, respectively.
That is, the first restricting portion 441 and the second restricting portion 442 respectively have fastening portions 441b and 442b that are fastened to the intermediate plate 17b of the lower frame base portion 17 as a frame. 444 is fixed to these fastening portions 441b and 442b, respectively.

  In the fastening portions 441b and 442b, the shock absorbing members 443 and 444 are fastened by the fastening means 441c and 442c (that is, the first restricting portion 441 and the second restricting portion 442 and the shock absorbing members 443 and 444 are fastened together, respectively). By doing so, the first restricting portion 441, the second restricting portion 442, and the shock absorbing members 443 and 444 can be easily attached to the intermediate plate 17b of the lower frame base portion 17.

(Embodiment 6)
In the present embodiment, the shape is different from the shock absorbing members 243 and 244 of the third embodiment, and as shown in FIG. 14, the shock absorbing members 543 and 544 are formed in a substantially U-shape when viewed from above. It is characterized by being.

  The shock absorbing members 543 and 544 according to the present embodiment are attached to a restricting portion 540 including a first restricting portion 541 and a second restricting portion 542, respectively. The impact absorbing members 543 and 544 not only cover the regulating surfaces 541a and 542a, but also below the rear surface (the surface on which the locking hole 541b is formed) of the first regulating portion 541 (that is, on the regulating surface 541a side), The second restricting portion 542 is formed so as to cover the upper side (that is, the restricting surface 542a side) above the rear surface (the surface on which the locking hole 542b is formed). Furthermore, the shock absorbing members 543 and 544 are formed so as to cover the side surfaces of the first restricting portion 541 and the second restricting portion 542.

  The locking holes 541b and 542b and the locking portions 545 and 546 can have the same configuration as the locking holes 241b and 242b and the locking portions 245 and 246 of the third embodiment.

(Embodiment 7)
In the present embodiment, unlike the first embodiment in which shock absorbing members 43 and 44 are attached to the first restricting portion 41 and the second restricting portion 42, the first restricting portion 641 as shown in FIG. In the second restricting portion 642, rear shock absorbing portions 643 and 644 and front shock absorbing portions 645 and 646 are formed, respectively.

The rear impact absorbing portions 643 and 644 are formed on the rear surfaces of the first restricting portion 641 and the second restricting portion 642 (surfaces disposed on the front side when the seat frame F is viewed from the rear). It is a recessed part formed along the extension direction of the inward weak part 17e.
Further, front impact absorbing portions 645 and 646 are formed on the side surfaces of the first restricting portion 641 and the second restricting portion 642, respectively. The front impact absorbing portions 645 and 646 are formed so as to cut out the side surfaces of the first restricting portion 641 and the second restricting portion 642, respectively. The front impact absorbing portions 645 and 646 are preferably formed at the same height as the rear impact absorbing portions 643 and 644, respectively.

  The rear shock absorbers 643 and 644 and the front shock absorbers 645 and 646 can absorb an impact load by bending in the vertical direction. More specifically, when an impact load is applied to the lower frame base portion 17, the inner fragile portion 17 e is deformed and the restriction surface 641 a of the first restriction portion 641 and the restriction surface 642 a of the second restriction portion 642 come into contact with each other. The rear impact absorbing portions 643, 644 and the front impact absorbing portions 645, 646 are bent and deformed, so that the impact load is absorbed.

Therefore, the “contact portion” and “contacted portion” of the present invention are the upper and lower swellings of the rear impact absorbing portions 643 and 644 formed in the first restricting portion 641 and the second restricting portion 642, respectively. Indicates the part that was taken out.
That is, the rear impact absorbing portions 643 and 644 absorb the impact load when the upper and lower bulged portions of the rear impact absorbing portions 643 and 644 come into contact with each other.

Further, the “contact portion” and “contacted portion” of the present invention are the upper and lower swellings of the front impact absorbing portions 645 and 646 formed in the first restricting portion 641 and the second restricting portion 642, respectively. The raised part is also shown.
That is, the front impact absorbing portions 645 and 646 absorb an impact load when the upper and lower bulged portions of the front impact absorbing portions 645 and 646 come into contact with each other.

  As described above, by providing the shock absorbers (the rear shock absorbers 643 and 644 and the front shock absorbers 645 and 646) in the restrictor 640 including the first restrictor 641 and the second restrictor 642, It is possible to absorb an impact load generated when the first restricting portion 641 and the second restricting portion 642 come into contact with each other.

  In each of the above embodiments, as a specific example, the case of a rear collision has been described. However, the configuration of the present invention is not limited to the case of a rear collision, for example, as a configuration for absorbing impact energy at the time of a side collision. Is also applicable. Moreover, although the seat back S1 of the front seat of the automobile has been described, it is needless to say that the same configuration can be applied to the seat back of the rear seat.

S vehicle seat S1 seat back S2 seat S3 headrest F seat frame (frame)
1 Seat back frame 2 Seating frame 1a, 2a, 3a Cushion pad (pad material)
1b, 2b, 3b Skin material 11 Reclining mechanism 11a Reclining shaft 15 Side frame 15a Side plate 15b Front edge 15c Rear edge 15d Projection 15e Protrusion 16 Upper frame 16a Side surface 17 Lower frame foundation (frame)
17a Side plate 17b Intermediate plate 17c Shaft insertion hole 17d, 17j Mounting hole 17e Inner weak part (second weak part, weak part)
17f Horizontal part 17g Bent part 17h Inclined part 17i Harness attaching part 17k Hole part (1st weak part, weak part)
17m Side vulnerable area (3rd vulnerable area, vulnerable area)
17x connecting part 18 lower frame erection part 19 headrest pillar 19a pillar supporting part 20 pressure receiving member 21 wire (connecting member, upper connecting member)
21a shaft support part 22 wire (connection member, downward connection member)
30 Moving member (impact reducing member)
32 Shaft 35 Tension coil spring (biasing means)
39 Movement prevention part 40,140,240,340,440,540,640 Restriction part 340a Connection part 41,141,241,341,441,541,641 1st restriction part (contact part)
41a, 141a, 241a, 341a, 441a, 541a, 641a Restricting surface (opposing portion)
141b Uneven portion (position determining portion)
241b, 541b Locking hole 441b Fastening portion 441c Fastening means 42, 142, 242, 342, 442, 542, 642 Second regulating portion (contacted portion)
42a, 142a, 242a, 342a, 442a, 542a, 642a Restricting surface (opposing portion)
142b Uneven portion (position determining portion)
242b, 542b Locking hole 442b Fastening portion 442c Fastening means 43, 44, 143, 144, 243, 244, 443, 444, 543, 544, shock absorbing member (shock absorbing portion)
343 First shock absorbing member (shock absorbing member)
344 Second shock absorbing member (shock absorbing member)
245, 246, 545, 546 Locking portion 347 Shock absorbing member connecting portion 347a Locking member 643, 644 Rear shock absorbing portion (shock absorbing portion)
645,646 Front shock absorber (shock absorber)

Claims (11)

With a frame that deforms when an impact load is applied,
The frame has a fragile portion that deforms when an impact load is applied, and a regulating portion that is attached to the same surface as the surface on which the fragile portion is formed in order to regulate the amount of deformation of the fragile portion. ,
The restricting portion includes a contact portion provided in the frame, and a contacted portion that contacts the contact portion when the fragile portion is deformed,
The frame is provided with an impact absorbing portion that is disposed at a position facing the fragile portion and absorbs an impact load when the abutting portion and the abutted portion abut. Vehicle seat. The contact portion includes a first restricting portion disposed around the fragile portion,
The abutted portion includes a second restricting portion that is disposed apart from the first restricting portion and disposed around the fragile portion,
The vehicle seat according to claim 1, wherein the impact absorbing portion is formed by an impact absorbing member disposed between the first restricting portion and the second restricting portion. The first restricting portion and the second restricting portion are disposed to face each other at a position sandwiching the fragile portion, and a restricting surface disposed to be opposed to each other at a position sandwiching the fragile portion. Each has
The vehicle seat according to claim 2, wherein the shock absorbing member is provided on the restriction surface provided in at least one of the first restriction portion and the second restriction portion.   The vehicle seat according to claim 3, wherein a position determining portion that defines a relative position of the shock absorbing member with respect to the restriction surface is formed on the restriction surface.   The vehicle seat according to claim 3 or 4, wherein the shock absorbing member is formed so as to cover an end portion of the restriction surface. The regulation surface is formed with a concavo-convex portion provided with the shock absorbing member,
The vehicle seat according to any one of claims 3 to 5, wherein the impact absorbing member is made of an elastic member. The restricting portion has a locking hole to which the shock absorbing member is attached,
The impact absorbing member for a vehicle seat according to claim 2 or 3, characterized in that the locking portion to be fitted into the locking hole is formed. The fragile portion includes a first fragile portion comprising a hole portion, and a second fragile portion connected to the first fragile portion,
The impact absorbing member, of the frame, provided on the first portion outside the portion overlapping the fragile portion, and is characterized that you have been placed at a position opposed to the second weak portion The vehicle seat according to any one of claims 2 to 7. Between the first restricting portion and the second restricting portion, there is a connecting portion for connecting the first restricting portion and the second restricting portion to each other,
The shock absorbing member includes a first shock absorbing member provided on the restricting surface of the first restricting portion, a second shock absorbing member provided on the restricting surface of the second restricting portion, and the first A shock absorbing member connecting portion for connecting the shock absorbing member and the second shock absorbing member,
The vehicle seat according to claim 3, wherein the shock absorbing member connecting portion is locked to the connecting portion. The first restricting portion and the second restricting portion each have a fastening portion fastened to the frame,
The vehicle seat according to claim 2, wherein the shock absorbing member is fixed to the fastening portion. The shock absorbing member is provided for each of the first restricting portion and the second restricting portion,
The shock absorbing member provided for the first restricting portion and the shock absorbing member provided for the second restricting portion are arranged in a state of being separated from each other. The vehicle seat according to claim 2.

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