WO2006075413A1

WO2006075413A1 - Seat cushion frame of seat for automobile

Info

Publication number: WO2006075413A1
Application number: PCT/JP2005/010219
Authority: WO
Inventors: Kurt Karschin; Tetsuya Hoshino; Masatoshi Oshima
Original assignee: Recaro Japan Co., Ltd.
Priority date: 2005-01-13
Filing date: 2005-06-03
Publication date: 2006-07-20
Also published as: JP2006193040A

Abstract

A seat cushion frame of a seat for an automobile formed of right and left side-frames (10, 9), a front cross member (11), and a rear cross member (12) in a quadrangle shape in plan view. The front cross member (11) comprises an upper surface part (13) formed by bending a roughly rectangular sheet metal material so that its cross sectional shape along its longitudinal cutting line is gently curved to be gradually lowered from the front to the rear side, a front surface part (17) extended downward from the front end of the upper surface part (13) toward the diagonal rear side through a front end bent part (14), and a rear end part (20) extending from the rear end of the upper surface part (13) toward the front side. At least both end parts of each of the upper surface part (13), the front surface part (17), and the rear end part (20) are partly fixed to the right and left side-frames (10, 9) so that the seat cushion frame can stepwise receive a load applied thereto due to the forward movement of an occupant in a frontal collision. Accordingly, the seat cushion frame of the seat for the automobile can receive the occupant so as to effectively suppress the forward movement of the occupant without imparting undue shock to the occupant.

Description

Specification

Seat cushion frame for automobile seat

Technical field

TECHNICAL FIELD [0001] The present invention relates to a structure of a seat cushion frame constituting a skeleton of a seat cushion mainly in a front seat of an automobile.

Background art

[0002] A front seat that is a driver seat or a passenger seat of an automobile will be described with reference to FIG. 9 showing the embodiment of the present invention. The front seat 1 of the automobile is a rear seat cushion 2 on which an occupant H sits. A seat back 4 is attached to the end portion via an adjusting mechanism 3 so as to be reclining. The seat cushion 2 is configured by covering a rectangular frame-shaped seat cushion frame in a plan view or a sheet metal sheet panel having a substantially rectangular shape in a plan view with a pad and a cover.

[0003] By the way, when a car collides with the front, a load that moves forward due to inertia is applied, whereas the seat belt 7 normally worn by the occupant H prevents the upper body of the occupant H from moving forward. Therefore, as shown by the arrow in FIG. 9, a load is applied to the occupant H so as to move the seat belt 7 diagonally forward and downward, and the occupant H remains diagonally downward. If the vehicle is moved to the vehicle (hereinafter this phenomenon is referred to as submarine), the occupant may smash the lower limb against an interior panel or the like, which may cause a lower limb injury. Therefore, in order to prevent the submarine, the seat cushion 2 needs to be provided with a blocking structure for blocking the occupant H from moving forward and obliquely downward.

[0004] As shown in FIG. 11, the conventional general blocking structure includes, for example, welding a sub-marin reinforcement 41 on the rear lower surface of the front cross member 40 that forms the front portion of the seat cushion frame having a square shape in plan view. By attaching with fixing means, the rigidity of the rear part of the front cross member 40 that directly receives the load from the occupant is increased, and the deformation of the front cross member 40 at the time of frontal collision is suppressed as much as possible. Yes.

Disclosure of the invention

Problems to be solved by the invention FIG. 8 is a characteristic curve showing the relationship between the passage of time from the time of occurrence of a frontal collision of an automobile and the load resistance of the seat cushion frame. In the figure, at the time of a frontal collision, a load is applied to the occupant H that moves diagonally forward and downward until a certain time t2 elapses from the time of occurrence of the front collision. Until then, it is necessary to maintain at least the predetermined load capacity L.

HI

[0006] In the blocking structure shown in FIG. 11, a predetermined load resistance L is reached after a certain time t2.

HI

The submarine reinforcement 41 has increased the rigidity of the front cross member 40 more than necessary, so the peak load value L of the load resistance is extremely large as shown by the two-dot chain line characteristic curve in Fig. 8. It is summer. Therefore, this blocking structure

H2

The large peak value L of the load can reliably prevent submarine from occurring and prevent lower limb disorders.

H2

Any occurrence can be prevented, but the occupant H is almost completely prevented from moving diagonally forward and downward. It may cause a shock and cause another obstacle such as low back pain to Crew H.

[0007] Therefore, the present invention has been made in view of the above-described conventional problems, and receives a load accompanying the forward movement of the occupant in a stepwise manner at the time of a frontal collision without causing an undue impact to the occupant. It is an object of the present invention to provide a seat cushion frame for an automobile seat that can be received so as to effectively suppress movement.

Means for solving the problem

[0008] In order to achieve the above object, a seat cushion frame for an automobile of the present invention includes left and right side frames juxtaposed in parallel with each other at both left and right positions in a state of being installed in a motor vehicle. An automobile seat comprising a front cross member and a rear cross meno, each of which is fixed between both ends in a front-rear direction of the frame, and having a rectangular frame shape in plan view. In the seat cushion frame, the front cross member is formed by bending a substantially rectangular metal flat plate, and the cross-sectional shape along the cutting line in the front-rear direction is gradually lowered to a downward slope from the front side to the rear side. An upper surface having a gently curved shape, and a front surface that is inclined downward from the front end of the upper surface through a front bent portion. And parts, said upper surface A rear end portion extending from the rear end of the portion toward the front side, and at least a part of each of the upper surface portion, the front surface portion, and the rear end portion of each of the left and right side frames. It is fixed to.

[0009] In the seat cushion frame for an automobile seat having such a configuration, the upper surface portion of the front cross member receives an occupant who is about to move forward when a frontal collision occurs. Since the lower surface side is not reinforced at all like the blocking structure, the rigidity is not so high, and the front part is in a forward tilting posture in a side view, and the front end bending part can be bent easily. Only the central part of the upper surface part is deformed into a buckled state that is recessed downward due to the load received from the occupant, and absorbs the initial load applied to the occupant slightly, without causing an undue impact to the occupant. It is possible to accept the movement in advance.

[0010] Also, when a load that causes the occupant to move diagonally forward and downward begins to be applied in earnest

The part near the both ends of the front cross member is also deformed to be crushed, but in the process of this deformation, a shape is formed that can locally increase the rigidity of the rear end of the upper surface. Since the rear end portion continues to act so as to suppress the progress of deformation, the occupant is prevented from moving diagonally forward and downward while gradually absorbing the load applied by the occupant. For this reason, in this seat cushion frame, the occupant's movement-preventing force by the front cross member is less than the case where the occupant's forward and downward movement is almost completely restrained by the high rigidity of the seat-cushion frame itself. Is maintained over a relatively long period of time and the deformation process reaches a peak value in two stages, at least the initial stage of collision and when the load is fully applied. Both the load value and the total deformation amount are lowered, and the peak value of the load resistance can be remarkably reduced. As a result, the occupant is effectively deterred from trying to move forward without being subjected to an unreasonable impact that would force forward movement.

[0011] Further, when the front cross member in the seat cushion frame of the automobile seat of the present invention is an integrally formed product in which the rear end portion is continuous via the rear end force bending portion of the upper surface portion, the front cross member is It can be manufactured at low cost.

[0012] Further, the front cross member in the seat cushion frame of the automobile seat of the present invention. If the rear end of a separate member with a substantially U-shaped cross-section is fixed to the inner surface of the rear end of the upper surface, the front cross member can be easily manufactured, resulting in high yield and high efficiency. There is an advantage that can be produced.

Brief Description of Drawings

FIG. 1 is a perspective view showing a structure of a seat cushion frame of an automobile seat according to an embodiment of the present invention, as viewed from the front force.

[FIG. 2] FIG. 2 is a perspective view showing the structure of the seat cushion frame according to the above-mentioned embodiment as viewed from the rear.

[FIG. 3] FIG. 3 is an enlarged cross-sectional view taken along line AA in FIG.

FIG. 4 is a right side view of the main part.

FIG. 5 is a cross-sectional view taken along line CC of FIG.

FIG. 6 is an enlarged perspective view of a portion B in FIG.

FIG. 7 is a perspective view showing a deformed state at the time of occurrence of a frontal collision of a front cross member in the seat cushion frame same as above.

[FIG. 8] FIG. 8 is a characteristic diagram showing the relationship between the elapsed time and the load resistance of the front cross member at the time of occurrence of a frontal collision.

FIG. 9 is a schematic right side view showing an automobile seat to which the seat cushion frame according to the embodiment is applied.

FIG. 10 is a cross-sectional view of a front cross member in a seat cushion frame of an automobile seat according to another embodiment of the present invention.

FIG. 11 is a cross-sectional view showing a front cross member provided with a conventional blocking structure.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a perspective view of the structure of a seat cushion frame 8 for an automobile seat according to an embodiment of the present invention as seen from the front F force, and FIG. 2 is a perspective view of the seat cushion frame 8 as seen from the rear R. is there. The seat cushion frame 8 functions as a skeleton of the seat cushion 2 shown in FIG. 9, and is arranged along the longitudinal direction FR of the automobile and spaced in the left-right direction. And the right side frame 9 and the left side frame 10 that are juxtaposed in parallel with each other, spanning between the front F side end and the rear R side end of the side frames 9 and 10, respectively. The front cross member 11 and the rear cross member 12 are fixed to each other by welding or other means, and are formed into a rectangular frame shape in plan view!

FIG. 3 is an enlarged cross-sectional view of the front cross member 11 cut along the line AA in FIG. The front cross member 11 is formed by bending an elongated, substantially rectangular metal flat plate material extending in the left-right direction, and has a shape that gently curves so as to gradually decrease in a downward slope toward the rear of the front force. An upper surface portion 13, a front surface portion 17 that hangs downward from the front end of the upper surface portion 13 through the front end bent portion 14, and a front end portion that bends and extends rearward from the lower end of the front surface portion 17. 18 and a rear end portion 20 that extends forward from the rear end of the upper surface portion 13 via the rear end bent portion 19.

[0016] Both ends of the front cross member 11 are fixed to the left and right side frames 10, 9 as follows. That is, as shown in FIGS. 1 and 2, the upper surface portion 13 is a state in which a pair of mounting pieces 13a and 13b extending from both front end portions of the upper surface portion 13 are superposed on the upper surfaces of both side frames 10 and 9. In this case, a part near the front side is fixed to the left and right side frames 10 and 9 by the joint 21 by the laser welding. Further, as shown in FIG. 4 which is a right side view of the main part, the upper surface part 13 is overlapped with the support piece 22 fixed to the inner surfaces of the left and right side frames 10 and 9 at the rear side. In this state, laser welding is performed, and a part near the rear side is fixed to the left and right side frames 10 and 9 by the joint 23 by this laser welding.

[0017] As shown in FIGS. 1 to 3, the front surface portion 17 has mounting pieces 17a and 17b that are integrally projected from both left and right ends, and are bent at right angles to overlap the outer surfaces of the left and right side frames 10 and 9. Laser welding is performed in a combined state, and a part is fixed to the outer side surfaces of the left and right side frames 10 and 9 by the joints 24 formed by the laser welding.

[0018] As shown in Fig. 6 which is an enlarged perspective view of a portion B in Fig. 2, a notch 27 continuous from the rear end bent portion 19 is formed in the vicinity of both left and right ends of the rear end portion 20, As shown in FIG. 5 which is a cross-sectional view taken along the line C--C in FIG. 4, the left and right side frames 10, 9 (right side The inside bracket 28 of the frame 9 only is engaged, and the notch 27 is hooked on the inside bracket 28.

Note that the left and right end portions of the rear end portion 20 are fixed to the side frames 10 and 9 by a two-dot chain line in FIG. 5 instead of the above-described hooking means between the notch 27 and the inside bracket 28. Thus, without forming the notch 27 in the rear end 20, the portion of the inside bracket 28 that hangs down below the rear end 20 is bent in the inner horizontal direction and overlapped with the lower surface of the rear end 20. Combine the rear end 20 to the inside bracket 28 by laser welding in a superposed state.

Next, the operation of the front cross member 11 of the seat cushion frame 8 when a frontal collision occurs will be described. When the automobile collides with the front, as already described with reference to FIG. 9, most of the load applied to the occupant H to be moved diagonally forward is applied to the front cross member 11 in the seat cushion frame 8. In the front cross member 11 that receives the load, the upper surface portion 13 faces the occupant H in an arrangement in which the upper surface portion 13 faces obliquely upward, and the upper surface portion 13 receives the occupant H about to move forward. At this time, the front cross member 11 is joined or hooked to the side frames 9 and 10 at both the left and right ends of the upper surface portion 13, the front end portion 18 and the rear end portion 20, and is shown in FIG. 70 ~ from the time of occurrence of forward collision: Until the time tl of about LOOmsec elapses, as shown in Fig. 7, the central part of the upper surface 13 is buckled downward due to the load received from the occupant Transforms into As described above, the central portion of the upper surface portion 13 is easily deformed immediately after the occurrence of the frontal collision. The rigidity of the upper surface portion 13 is not so high because the lower surface side is not reinforced as in the conventional blocking structure. This is because the front end bent portion 14 is easily bent when the front end portion 18 is tilted forward in a side view.

[0021] That is, the front cross member 11 acts to suppress the movement of the occupant from the point in time when the front collision occurs and the occupant starts moving downward and obliquely downward. While absorbing a slight initial load applied to the occupant due to the deformation, the forward movement of the occupant is restrained in advance without giving an undue impact to the occupant.

[0022] When a load is applied to the upper surface portion 13 in a diagonally downward direction due to the occurrence of a frontal collision, the upper surface portion 13 is crushed by this load, whereas the rear end bent portion 19 is bent. The rear end 20 functions to prevent this from happening. That is, the rear end portion 20 forms a shape with the upper surface portion 13 that provides rigidity to retain the shape against the external force that crushes them, and functions to suppress the progress of the deformation described above. . Therefore, when the time tl has elapsed, the buckling deformation of the central portion of the upper surface portion 13 is momentarily stopped, and the load resistance of the front cross member 11 peaks as shown by the solid curve in FIG. L value

HI

Reach close.

[0023] After that, when a load that causes the occupant to move diagonally forward and downward begins to be fully loaded, the front cross member 11 is shaped so that the vicinity of both side frames 10, 11 on the upper surface portion 13 is also crushed. However, even in this deformation process, the rear end portion 20 forming a shape capable of retaining the shape against the external force together with the upper surface portion 13 cannot prevent the deformation. However, it acts to suppress the progress of the deformation. Therefore, as shown in Fig. 8, the load resistance of the front cross member 11 is the peak L value.

After HI is exceeded, the value close to peak L is maintained until the predetermined time t2 elapses.

HI

The This is because the occupant's forward movement is restrained in advance for a predetermined time tl and the forward movement of the occupant is suppressed while absorbing the load of the occupant's forward movement while deforming.

[0024] As described above, in the seat cushion frame 8, buckling deformation occurs from the time of occurrence of the collision due to the load applied by the occupant force, and the progress of the buckling deformation is always suppressed by the rear end portion 20. Thus, the occupant is prevented from moving diagonally forward and downward while absorbing the load little by little. For this reason, in the seat cushion frame 8, the front cross member having the conventional blocking structure has a front cross member that is almost completely restrained from moving diagonally forward and downward by the high and rigidity of the front cross member. Deformation of member 11's movement-preventing force that lasts for a relatively long period of time, and that reaches a peak value L in two stages, at least when the impact is initially generated and when the load is applied in earnest.

HI

Through the process, both the absolute load bearing value and the total deformation of the front cross member 11 itself are lowered, and the peak load load value L is also significantly higher than the conventional peak value L.

HI H2

It can be kept low. As a result, the occupant is effectively deterred from trying to move forward without being subjected to an unreasonable impact that would force him to move forward.

FIG. 10 shows a modified front cross member 29 according to another embodiment of the present invention. FIG. 3 is a cross-sectional view, in which the same or equivalent parts as in FIG. 3 are denoted by the same reference numerals, and redundant description is omitted. Compared with the front cross member 11, the front cross member 29 has an upper surface portion 13, a front end bent portion 14, a front surface portion 17 and a front end portion 18, which are similar to the front cross member 11. A small piece portion 30 extending rearward from the rear end of the portion 13 is provided, and the rear end portion 31 of another member having a U-shaped cross-sectional shape is fixed to the inner surface of the rear end of the upper surface portion 13 by means such as welding. Only the configuration.

[0026] Also in the seat cushion frame configured using the front cross member 29, the rear end portion 31 has the function of acting in the same manner as the rear end portion 20 of the embodiment. The same effect can be obtained. Compared to the embodiment, the number of steps is increased by fixing the rear end 31 of another member, and the manufacturing cost is increased. However, the front cross member 29 is easy to manufacture. Therefore, there is an advantage that mass production can be performed with high yield and high efficiency.

Industrial applicability

[0027] As described above, according to the present invention, the front collision has a simple configuration in which the rear end portion extending forward through the rear end bent portion is provided at the lower end portion of the upper surface portion of the front cross member. When this occurs, the occupant's ability to prevent movement can be maintained for a relatively long period of time, and the load-bearing capacity reaches the peak value at least twice. Both the amount of deformation can be set low, and the peak value can be kept much lower than the conventional peak load, so it is possible to reliably prevent the passenger from moving forward while reducing the impact on the passenger. Suitable for realizing a seat cushion frame for automobiles having

Claims

The scope of the claims

[1] 1. Left and right side frames (10, 9) juxtaposed in parallel with each other on the left and right sides of the vehicle when installed, and both ends in the front-rear direction of both side frames (10, 9) A seat cushion for an automobile seat comprising a front cross member (11) and a rear cross member (12) each of which is fixed to each other in an arrangement that spans between the two parts, and is configured in a rectangular frame shape in plan view In the frame,

The front cross member (11) is formed by bending a substantially rectangular metal flat plate, and has a cross-sectional shape force along the front-rear direction cutting line. An upper surface portion (13) having a curved shape, and a front surface portion (17) that hangs downwardly from the front end of the upper surface portion (13) via the front end bent portion (14). A rear end force (20) extending toward the front side of the upper surface portion (13), the upper surface portion (13), the front surface portion (17) and the rear end portion (20) A seat cushion frame for an automobile seat, at least a part of which is fixed to each of the left and right side frames (10, 9).

[2] 2. The front cross member (11) is an integrally formed product in which the rear end portion of the upper surface portion (13) is continuous with the rear end portion (20) through the bent portion (19). A seat cushion frame for an automobile seat as described in 1.

[3] 3. The front cross member (11), wherein the rear end (31) of another member having a substantially U-shaped cross-sectional shape is fixed to the inner surface of the rear end of the upper surface (13). A seat cushion frame for an automobile seat according to item 1.