JP6137152B2 - Automobile seat support structure - Google Patents

Description

  The present invention relates to a vehicle seat support structure in which a seat having a seat frame is supported on a floor panel.

  2. Description of the Related Art In recent years, there is a need to increase the thickness and tension of a metal plate that constitutes a vehicle body in order to reduce the weight of the vehicle body in order to improve the fuel efficiency of an automobile.

  However, if the metal plate is simply thinned, surface vibration is likely to occur, and the vibration and noise are worsened against the traveling vibration input from the road surface via the suspension. In particular, the low frequency that can be experienced in the audible region makes the occupant feel a strong vibration, and feels as road surface (unevenness, gravel, etc.) input and information on the deformation of the vehicle body, making it easy to feel the vehicle body rigidity.

  Here, with regard to vibration suppression, conventionally, in addition to suppressing rigidity by increasing rigidity on the vehicle body side, in the seat, which is a main component that transmits vibration to the occupant, increasing rigidity, adjusting the resonance point, Blocking transmission vibration at the connecting part (specifically, reducing the thickness and rigidity of the bracket that attaches the seat to the vehicle body) and vibration absorbing members (for example, rubber, springs, etc.) so as not to resonate with running vibration. It was.

  FIG. 11 is a characteristic diagram in which the horizontal axis represents frequency and the vertical axis represents inertance (the magnitude of acceleration amplitude per unit excitation force). In the figure, e is an upper limit value (target value) and the inertance is the upper limit. It is desirable to set it smaller than the value. The characteristic d in FIG. 11 is a characteristic of the conventional seat support structure when the seat mounting bracket is made thin and low in rigidity and the vehicle body side is reinforced, and there is room for improvement.

Therefore, the inventors considered that the seat is connected to the vibration part (side wall) of the vehicle body and the vehicle body vibration is suppressed by the moment of inertia, that is, the seat is shaken in the vehicle width direction to reduce the reinforcement for vibration suppression on the vehicle body side.
Even when the seat frame is only connected to the vibration part of the vehicle body, there is an effect of attenuation in the relatively low frequency region (35 to 40 Hz), but in contrast, the attenuation is insufficient in the relatively high frequency region (45 to 50 Hz) (see FIG. 11 characteristic c).

  In the characteristic c, the inertance could not be set below the target value in the range of 47 to 49 Hz. The reason is that the rigidity of the bracket (thickness is, for example, 2.6 mm) is insufficient, and deformation due to high frequency causes insufficient load transmission for shaking the seat. Therefore, there is room for improvement even in this conventional structure indicated by characteristic c.

  Incidentally, in Patent Document 1, in a seat support structure in which a pair of slide rails are provided in the front-rear direction of the floor panel and the rear end portion of the slide rails is connected to a member supported by the vehicle body, the vibration of the vehicle body passes through the members. A configuration is disclosed in which the natural frequency of the member is changed so as to block transmission to the seat.

  The conventional structure disclosed in Patent Document 1 has the advantage that the vibration of the seat can be reduced, but the vehicle body vibration itself cannot be reduced, so that there is a problem that noise and rigidity are poor. It was.

  Further, Patent Document 2 discloses a structure in which a dynamic damper mechanism is interposed between the seat and the vehicle body to block the vehicle body vibration so that the vehicle body vibration is not transmitted to the seat, thereby preventing the resonance of the seat. Yes.

  However, even in the conventional structure disclosed in Patent Document 2, since the vehicle body vibration itself cannot be reduced, noise and rigidity are poor and there is room for improvement.

  On the other hand, it is conceivable that the vehicle body itself is formed by a panel having a large plate thickness, or is reinforced by using a gusset or a bracket, and a vibration damping means is added, but in this case, the vehicle body weight increases. It is not preferable.

JP-A-5-69766 JP 2009-23510 A

  Therefore, the present invention focuses on optimizing the seat as a part of the vehicle body and optimizing the vibration control structure for both the seat and the vehicle body, and transmits the vibration to the seat frame to swing the seat frame. In addition, by controlling the vehicle body itself, the entire vehicle body can be quieted and controlled without increasing the number of parts, and the rigidity of the vehicle can be improved. The purpose is to provide a support structure.

The vehicle seat support structure according to the present invention is a vehicle seat support structure in which a seat provided with a seat frame is supported on a floor panel, and the vehicle body has a predetermined body frame mass between the left and right wheel support portions. The seat frame has a predetermined elastic characteristic with respect to the vehicle body and allows a predetermined amount of displacement of the seat frame in the vehicle width direction so that the seat can swing in the vehicle width direction so that the deformation of the frequency is reduced. The bracket is coupled to the side wall of the vehicle body, the bracket is in the form of a vertical plate extending in the vehicle front-rear direction, and has a predetermined elastic characteristic, and at least on both upper and lower sides of the bracket, A flange portion extending inward in the vehicle width direction is integrally formed .

  According to the above configuration, since the conventional seat itself is not shaken, it is different from the technical idea of not transmitting vehicle body vibration to the seat, the seat frame is a mass, and the bracket is a spring. By transmitting vehicle body vibration to the seat frame and swinging the seat frame in the vehicle width direction, the vehicle body itself can be damped.

For this reason, it is possible to achieve quietness and vibration suppression of the entire vehicle body without causing an increase in the number of parts, and it is also possible to improve the rigidity feeling.
Further, the above-described seat frame does not need to be shaken in the vertical direction, and the bracket needs to be highly rigid in order to sufficiently transmit vehicle body vibration (vibration energy) to the seat frame. It can also contribute to the improvement of the support rigidity.

In addition , since the bracket is coupled to the side wall of the vehicle body, vibration and torsion of the side wall of the vehicle body can be directly suppressed, and the vehicle body rigidity can be improved.

Further, since the bracket is a vertical plate extending in the longitudinal direction of the vehicle and set to a predetermined elastic characteristic, the seat frame support rigidity in the vertical direction and the vehicle width direction can be easily obtained while being a simple bracket. It is possible to obtain the elastic characteristics of

  In one embodiment of the present invention, the brackets are respectively connected to damper support portions on the left and right vehicle body side surfaces or closed cross-section portions of the vehicle body that reinforce the damper support portions.

  According to the above configuration, vibration and twist between the left and right damper support portions can be effectively suppressed.

In one embodiment of the present invention, the predetermined frequency is set to a frequency that can be experienced in an audible range.
You may set the above-mentioned frequency which can be experienced to 20-150 Hz.

  According to the above configuration, it is possible to effectively reduce the noise by suppressing the vibration in the audible range in which the occupant can easily feel the vibration.

In one embodiment of the present invention, the predetermined frequency is set to a lateral vibration resonance frequency of the wheel.
The lateral vibration resonance frequency of the wheel may be set to 40 to 50 Hz.

  According to the above configuration, it is possible to effectively suppress vibrations with a large number of inputs within a certain frequency range and achieve quietness.

  According to the present invention, vibration is transmitted to the seat frame, the seat frame is swung, and the vehicle body itself is damped, so that the entire vehicle body can be silenced and controlled without increasing the number of parts. There is an effect that the vibration can be achieved and the rigidity can be improved.

The front view of the vehicle provided with the seat support structure of the automobile of the present invention The perspective view of the principal part shown in the state which removed the seat back frame FIG. 2 is a perspective view of a main part with a seat back frame attached to the structure of FIG. Side view of bracket Front view of bracket Top view of bracket Front view schematically showing the seat support structure of an automobile Explanatory drawing which shows the magnitude of the deformation | transformation in the sheet | seat support structure of an Example. Explanatory drawing which shows the magnitude of the deformation | transformation in the sheet support structure of a comparative example Characteristic diagram showing magnitude of vibration energy with respect to frequency Characteristic diagram showing magnitude of inertance with frequency

By transmitting vibrations to the seat frame and swinging the seat frame to control the vehicle body itself, the entire vehicle body can be silenced and controlled without increasing the number of parts. In addition, for the purpose of improving the feeling of rigidity, there is provided a seat support structure for an automobile in which a seat provided with a seat frame is supported on a floor panel, and the weight of the seat frame is set between the left and right wheel support portions. The seat frame has a predetermined elastic characteristic with respect to the vehicle body so that the seat can be swung in the vehicle width direction so that the deformation of the vehicle body at a predetermined frequency is reduced. attached through a bracket that allows direction displacement, the bracket is coupled to the vehicle body side wall, said bracket in the vertical plate extending in the longitudinal direction of the vehicle, and is set to a predetermined elastic properties With, at least the upper and lower sides of the bracket, a flange portion extending inward in the vehicle width direction is achieved by construction of Ru are integrally formed.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a front view of a vehicle equipped with the seat support structure, FIG. 2 is a perspective view of the main part with the seat back frame removed, and FIG. 3 is the structure of FIG. It is a principal part perspective view of the state which attached the seat back frame to.

In FIG. 1, a floor panel 1 that forms a floor surface of a passenger compartment is provided, and a tunnel portion 2 that protrudes into the passenger compartment and extends in the front-rear direction of the vehicle is integrally or integrally formed at the center of the floor panel 1 in the vehicle width direction. Is formed.
Side sills 3 are connected and fixed to both sides in the vehicle width direction of the floor panel 1 described above. The side sill 3 is a vehicle body strength member that includes a side sill closed section 6 that is joined and fixed to the side sill outer 4 and the side sill inner 5 and extends in the front-rear direction of the vehicle.

On the other hand, roof side rails 8 extending in the front-rear direction of the vehicle along both side portions of the roof panel 7 are provided on the left and right sides of the upper part of the vehicle. The roof side rail 8 is a vehicle body strength member that includes a roof side closed section 11 that extends in the front-rear direction of the vehicle by bonding and fixing the roof side rail outer 9 and the roof side rail inner 10.
A vehicle body side wall 12 connects the upper roof side rail 8 and the lower side sill 3.

  Further, a rear seat pan 14 extending rearward via a kick-up portion 13 is integrally connected to the rear portion of the floor panel 1, and a rear floor panel 15 (see FIGS. 2 and 2) is further rearward of the rear seat pan 14. 3) is integrally provided.

  In FIG. 1, 16 is a rear opening edge of the rear door opening, 17 is a rear pillar inner, and 18 is a wheel house inner as a wheel support.

  As shown in FIGS. 1 to 3, a striker bracket 19 having a hat shape in front view is attached to the side surface of the vehicle interior of the rear pillar inner 17 using fastening members such as bolts and nuts. 20 is provided.

  As shown in FIGS. 2 and 3, a damper support bracket 21 is provided at the top of the wheel house inner 18 so as to extend from the rear pillar inner 17 to the top, and dampers are provided at both front and rear portions of the damper support bracket 21. The support part 22 is set.

  As shown in FIGS. 2 and 3, a reinforcing member 23 for preventing the wheel house inner 18 from falling down is provided from the inner surface in the vehicle width direction of the wheel house inner 18 to the front end of the rear floor panel 15. A closed cross section extending in the vertical direction and the vehicle width direction is formed between the reinforcing member 23 and the wheel house inner 18 and between the reinforcing member 23 and the rear floor panel 15, respectively.

  As shown in FIGS. 1 and 3, left and right seat back frames 30 </ b> L and 30 </ b> R are provided to hold a seat back in a rear seat having a left and right divided structure. Each of the seat back frames 30L and 30R is formed in a rectangular frame shape, and corner brackets 31 and 31 are respectively attached to lower corners of the seat back frames 30L and 30R by welding means or the like. Yes.

  As shown in FIGS. 1 and 3, a hinge bracket 32 on the seat back frame side is attached to the corner bracket 31 on the inner side in the vehicle width direction of the right seat back frame 30R. Similarly, the left seat back frame 30L A hinge bracket 33 on the seat back frame side is also attached to the corner bracket 31 on the inner side in the vehicle width direction.

  As shown in FIGS. 1 and 3, a body-side intermediate hinge bracket 34 is attached to the rear floor panel 15 corresponding to the boundary between the left and right seat backs, and the above-described seat back is mounted on the rising portion 34a of the intermediate hinge bracket 34. The hinge brackets 32 and 33 on the frame side are hinge-connected using a member such as a hinge pin.

  As shown in FIGS. 1 and 3, a hinge bracket 35 on the seat back frame side is attached to the corner bracket 31 on the outer side in the vehicle width direction of the right seat back frame 30R. Similarly, the left seat back frame 30L A hinge bracket 36 on the seat back frame side is also attached to the corner bracket 31 on the outer side in the vehicle width direction.

  The structure in which the left and right seatback frame hinge brackets 35 and 36 are hingedly connected to the body side is substantially symmetrical. Therefore, in the following description, the structure on the right side of the vehicle will be described.

  As shown in FIG. 2, the reinforcing member 23 described above includes an upper portion 23 </ b> A extending in the vertical direction along the vehicle width direction inner surface of the wheel house inner 18 to reinforce the damper support portions 22, 22, and the wheel house inner 18. And a lower side portion 23 </ b> B extending substantially in the vehicle width direction from the inner surface in the vehicle width direction to the front end portion of the rear floor panel 15.

  And the body side hinge bracket 25 is attached to the lower part of upper part 23A in the above-mentioned reinforcement member 23 using attachment members 24, such as a pair of upper and lower bolts and nuts.

  As shown in FIG. 2, the body-side hinge bracket 25 is a vertical plate extending in the vehicle front-rear direction and set to a predetermined elastic characteristic. The body-side hinge bracket 25 reinforces the damper support portion 22. It is connected to a reinforcing member 23 as a closed cross section.

  As shown in FIGS. 2 and 3, the front end portion (see opening portion 25 </ b> D shown in FIG. 4) of the body side hinge bracket 25 extending in the vehicle front-rear direction and the hinge bracket 35 on the seat back frame 30 </ b> R side are bolts. The hinges are connected using hinge pins 37 made of nuts or the like.

In short, in a seat support structure in which a rear seat provided with seat back frames 30R and 30L is supported on a rear seat pan 14 and a rear floor panel 15 as a floor panel, between left and right wheel house inners 18 and 18 which are left and right wheel support portions. The predetermined frequency of the vehicle body by the mass of the seat back frames 30R and 30L (specifically, the frequency of 20 to 150 Hz that can be experienced in the audible range, or the side vibration resonance frequency of the wheel is 40 to 40). In order to allow the rear seat to swing in the vehicle width direction so as to reduce deformation at a frequency of 50 Hz), the seat back frames 30R, 30L described above are predetermined with respect to the side wall of the vehicle body as a vehicle body. Body that allows a predetermined amount of displacement in the vehicle width direction of the seat back frames 30R, 30L Those attached via a hinge bracket 25.
1 and 3, reference numeral 38 denotes a seat back hinge cover, and 39 denotes a latch that is provided on the outer upper side in the vehicle width direction of the seat back frames 30 </ b> R and 30 </ b> L and engages with the striker 20 described above.

  4 is a side view of the body side hinge bracket 25, FIG. 5 is a front view of the body side hinge bracket 25, and FIG. 6 is a plan view of the body side hinge bracket 25. Although only the right hinge bracket 25 is shown in FIGS. 4, 5, and 6, the left hinge bracket 25 is formed substantially symmetrically with the right hinge bracket 25.

  As shown in FIGS. 4 to 6, the body side hinge bracket 25 described above has a base portion 25 </ b> A formed in an L shape in plan view corresponding to the inner surface in the vehicle width direction of the lower portion of the upper portion 23 </ b> A of the reinforcing member 23. And an extending portion 25B extending forward from the front end of the base portion 25A.

Opening portions 25C and 25C such as bolt insertion holes for disposing the mounting members 24 and 24 are formed above and below the base portion 25A, and a hinge pin is provided at the front end portion of the extending portion 25B. 37 is formed, and a bead 25E is integrally formed at the intermediate portion in the vertical direction of the hinge bracket 25 so as to extend between the rear portion of the extending portion 25B and the intermediate portion in the front-rear direction of the base portion 25A. Has been.
Further, flange portions 25F, 25F extending inward in the vehicle width direction are integrally formed on at least both upper and lower sides of the hinge bracket 25 described above.

FIG. 7 is a front view schematically showing a vehicle seat support structure having the above-described configuration, and the rear seat RS includes a seat cushion SC and a seat back SB.
The seat back frames 30R and 30L that hold the above-described seat back SB act as a mass of the damper device, and the body side hinge bracket 25 (particularly, the extending portion 25B) acts as a spring of the damper device.

  FIG. 8 shows the results of vibrating the automobile having the seat support structure of the embodiment shown in FIGS. 1 to 6 and verifying the degree of deformation of each part. Is shown in black, with the other portions having a large deformation, the hatching density is made dense, and as the deformation becomes smaller, the hatching density is changed from dense to coarse.

  FIG. 9 shows the result of vibrating a vehicle equipped with a seat support structure of a comparative example and verifying the degree of deformation of each part, and using a body-side hinge bracket that has a rigidity that simply supports the seat back frame. Is. In FIG. 9 as well, for convenience of illustration, the portion with the greatest deformation (distortion) is shown in black, and the other portions with large deformation are densely hatched, and as the deformation becomes small, the hatching density is decreased from dense to rough. Changed to show.

  As apparent from the comparison between FIG. 8 and FIG. 9, the seat support structure of this embodiment shown in FIG. 8 is stronger than the seat support structure of the comparative example shown in FIG. Is generally a value obtained by multiplying the size of the deformation by the area), and it has been proved that the damping effect is large.

  FIG. 10 is a characteristic diagram showing the magnitude of vibration energy with respect to frequency. The characteristic α is the characteristic of the embodiment shown in FIG. 8, and the characteristic β is the characteristic of the comparative example shown in FIG.

  As is clear from FIG. 10, it has been proved that the vibrational energy of the characteristic α of this embodiment is smaller in the frequency range of 43 to 50 Hz than the characteristic β of the comparative example.

  FIG. 11 is a characteristic diagram showing the magnitude of inertance (magnitude of acceleration amplitude per unit excitation force) with respect to frequency. The characteristics c and d are the conventional characteristics already described in the background art section.

  The characteristic b is an example in which the thickness of the body side hinge bracket 25 is changed from 2.6 mm of the characteristic c to 5.6 mm to increase the rigidity, and although the weight increases slightly as the thickness increases, More than the increase (for example, 0.4 kg), the weight of the vehicle body could be reduced by about 7.5 kg.

  The characteristic a is an embodiment in which the thickness of the body side hinge bracket 25 is optimized and the shape thereof is the shape shown in FIGS. The side could be further reduced in weight.

  Further, as shown by an arrow x in FIG. 11, the inertance can be significantly reduced with respect to the conventional characteristic d in the frequency range of 35 to 40 Hz. Further, as shown by the arrow y in FIG. 11, in the frequency range of 45 to 50 Hz, although the inertance is larger than the conventional characteristic d, it can be suppressed to the upper limit value or less.

  Thus, the vehicle seat support structure of the above-described embodiment is a vehicle seat support structure in which a seat having a seat frame (see the seat back frames 30L and 30R) is supported on the floor panel (see the rear seat pan 14 and the rear floor panel 15). A seat support structure, wherein the seat is configured to reduce deformation at a predetermined frequency of the vehicle body by the mass of the seat frame (see the seat back frames 30L and 30R) between the left and right wheel support portions (see the wheel house inner 18). The seat frame (see the seat back frames 30L and 30R) has a predetermined elastic characteristic with respect to the vehicle body, and the seat frame (the seat back frames 30L and 30R) has a predetermined amount. Mounting via a bracket that allows displacement in the vehicle width direction (see body side hinge bracket 25) Those that (see FIG. 1, FIG. 3).

  According to this configuration, since the conventional seat itself is not shaken, it is different from the technical idea of not transmitting vehicle body vibration to the seat, and the seat frame (seat back frames 30L and 30R) is made to have a mass (mass, The vehicle body vibration can be transmitted to the seat frame using the bracket (body-side hinge bracket 25) as a spring, and the vehicle body itself can be damped by swinging the seat frame in the vehicle width direction.

For this reason, it is possible to achieve quietness and vibration suppression of the entire vehicle body without causing an increase in the number of parts, and it is also possible to improve the rigidity feeling.
In addition, the above-described seat frames (seat back frames 30L and 30R) do not need to swing in the vertical direction, and in order to sufficiently transmit vehicle body vibration (vibration energy) to the seat frames (seat back frames 30L and 30R). The bracket (the body-side hinge bracket 25) needs to have high rigidity, and thus can contribute to improvement in seat support rigidity.

  In one embodiment of the present invention, the bracket (body-side hinge bracket 25) is coupled to a vehicle body side wall (see the reinforcing member 23) (see FIGS. 2 and 3).

  According to this configuration, vibrations and torsion of the vehicle body side wall (reinforcing member 23) can be directly suppressed, and the vehicle body rigidity can be improved.

  In one embodiment of the present invention, the bracket (see the body-side hinge bracket 25) is a vertical plate extending in the vehicle front-rear direction and set to a predetermined elastic characteristic (see FIG. 2).

  According to this configuration, although it is a simple bracket (body-side hinge bracket 25), the seat frame support rigidity in the vertical direction (support rigidity of the seat back frames 30R and 30L) and the elastic characteristics in the vehicle width direction can be easily obtained. Can be obtained.

  In one embodiment of the present invention, the bracket (body-side hinge bracket 25) is a damper support portion 22 on the left and right vehicle body side surfaces, or a closed cross-section portion of a vehicle body that reinforces the damper support portion 22 (see the reinforcement member 23). ) (See FIG. 2).

According to this configuration, vibration and twist between the left and right damper support portions 22 can be effectively suppressed.
In addition, when the predetermined frequency is set to a frequency (20 to 150 Hz) that can be felt in the audible range, the vibration in the audible range in which the occupant can easily feel vibrations is suppressed, and effective silence is achieved. Can do.
Furthermore, when the predetermined frequency is set to the lateral vibration resonance frequency (40 to 50 Hz) of the wheel, vibrations with a large number of inputs can be effectively suppressed and the noise can be reduced in a certain range. .

In the correspondence between the configuration of the present invention and the above-described embodiment,
The seat frame of the present invention corresponds to the seat back frames 30L and 30R of the embodiment,
Similarly,
The floor panel corresponds to the rear seat pan 14 and the rear floor panel 15,
The wheel support portion corresponds to a wheel house including the wheel house inner 18,
The bracket corresponds to the body side hinge bracket 25,
The vehicle body side wall and the closed cross section correspond to the reinforcing member 23,
The present invention is not limited to the configuration of the above-described embodiment.

  For example, in the above-described embodiment, a seat back frame having a left and right split structure is illustrated, but this may be a seat back frame having a left and right non-split structure, and a seat back frame having a three split structure including a center seat back. There may be.

  As described above, the present invention is useful for an automobile seat support structure in which a seat having a seat frame is supported on a floor panel.

14 ... Rear seat pan (floor panel)
15 ... Rear floor panel (floor panel)
18 ... Wheel house inner (wheel support part)
22 ... Damper support portion 23 ... Reinforcing member (vehicle body side wall, closed cross section)
25 ... Hinge bracket (bracket)
25F ... Flange 30L, 30R ... Seat back frame (seat frame)

Claims (4)

An automotive seat support structure in which a seat with a seat frame is supported on a floor panel,
The seat frame has a predetermined elasticity with respect to the vehicle body so that the seat can swing in the vehicle width direction so that the deformation of the vehicle body at a predetermined frequency is reduced by the mass of the seat frame between the left and right wheel support portions. It is attached via a bracket that has characteristics and allows a predetermined amount of displacement of the seat frame in the vehicle width direction ,
The bracket is connected to the side wall of the vehicle body,
The bracket is in the form of a vertical plate extending in the longitudinal direction of the vehicle and set to a predetermined elastic characteristic, and at least the upper and lower sides of the bracket are integrally formed with flange portions extending inward in the vehicle width direction. /> Automobile seat support structure. The bracket is a damper supporting portions of the left and right vehicle side, or seat support structure for an automobile according to claim 1 connected respectively to the closed-section portion of the vehicle body to reinforce the damper supporting section. The predetermined frequency is the seat support structure for an automobile according to claim 1 or 2 is set in the frequency possible experience an audible range. The vehicle seat support structure according to any one of claims 1 to 3 , wherein the predetermined frequency is set to a lateral vibration resonance frequency of a wheel.

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