WO2012053618A1

WO2012053618A1 - Vehicle seat

Info

Publication number: WO2012053618A1
Application number: PCT/JP2011/074219
Authority: WO
Inventors: 藤田　悦則; 宏文水野; 康秀高田
Original assignee: 株式会社デルタツーリング
Priority date: 2010-10-22
Filing date: 2011-10-20
Publication date: 2012-04-26
Also published as: JP2012091540A

Abstract

In order to reduce the weight of a vehicle seat and to improve the impact absorbing properties of the vehicle seat, an intermediate leg (403) is provided between a front leg (401) and a rear leg (402), one end of the rear leg (402) is connected to the intermediate leg (403) and is disposed obliquely, a connection frame member (404) formed by connecting two short frame members together is provided between the lower end of the front leg (401) and the lower end of the rear leg (402), and the opposing ends of the two short frame members of the connection frame member (404) and the lower end of the intermediate leg (403) are connected. When large impact energy greater than or equal to a predetermined level is applied, a force couple acts in the direction in which the portion of the connection between the opposing ends of the two short frame members of the connection frame member (404) and the lower end of the intermediate leg (403) is pressed downward, and this rotates the obliquely provided rear leg (402) forward and obliquely downward about the lower end thereof. These actions improve the impact absorbing efficiency.

Description

Vehicle seat

The present invention relates to a vehicle seat for aircraft, trains, ships, buses, and the like, and particularly to a vehicle seat suitable as an aircraft seat.

For example, a vehicle seat installed in an aircraft cabin may be subjected to a large impact that exceeds a predetermined level, such as during fuselage landing.

Patent Documents

1 and 2 disclose a leg structure of a seat that can cope with such a large impact energy. In this leg structure, the lower end has a front leg portion and a rear leg portion fixed to a rail laid on the floor by a fixing stud. The front leg portion is provided so as to extend substantially vertically upward from the floor surface, but the rear leg portion extends straight from the lower end side to the middle, and obliquely upwards forward, and from the middle to the upper end portion has an arcuate shape. It has a shape that is curved to warp backward. And as FIG. 3 of patent document 1 shows, when force acts in the direction which a person jumps ahead by the impact more than predetermined, while the upper end part of a front leg part will bend forward, a rear leg part will be Since the bowed back part is deformed in a direction extending forward, the impact energy is absorbed by the plastic deformation at that time.

Further, between the upper end portion of the front leg portion and the portion of the rear leg portion that extends diagonally straight, an impact energy absorbing member composed of a connecting body of two or more plate-like members is stretched diagonally. Each plate-like member is engaged by, for example, a bolt and a long hole, and when each plate-like member expands and contracts due to impact, the bolt pushes and widens the long hole, thereby deforming the impact energy. It also has a function to absorb.

JP 7-257491 A JP 2006-240379 A

In the case of the above-described leg structure, when an impact load is applied, the front leg part pivots forward about the fixed stud at the lower end part of the front leg part, so that the front leg part and the rear leg part are caused to undergo forward plastic deformation. Is. In other words, this structure only focuses on buffering the impact energy acting toward the front by plastic deformation. Therefore, in order to further increase the buffering force due to plastic deformation, it is necessary to supplementarily provide an impact energy absorbing member composed of a plate-like member connection body, and the structure is complicated. In recent years, in order to reduce the weight of airframes and vehicle bodies from the standpoint of improving fuel efficiency, there is an increasing expectation for weight reduction of seats installed on them, and it is desirable that the structure of the seat be simple.

The present invention has been made in view of the above, and it is an object of the present invention to provide a vehicle seat that can exhibit a higher buffering function against impact energy, and can have a simpler and lighter structure. And

In order to solve the above problems, a vehicle seat according to the present invention includes a cushion frame and leg structures provided on the left and right sides of the cushion frame, and the leg structures are laid at a predetermined interval on a floor of a vehicle body. A vehicle seat attached to a mounting rail, wherein at least one of the leg structures has a lower end connected to a predetermined position of the mounting rail via a front fixing member, and an upper end on the front edge side of the cushion frame. The lower end portion is connected to the front leg portion that is connected and disposed in a substantially vertical posture when viewed from the side, and the rear fixing member that is provided at a predetermined interval with respect to the front fixing member in the mounting rail, An upper end is connected to the rear end side of the cushion frame, and a rear leg portion that is obliquely disposed so as to tilt forward as viewed from the side toward the upper end portion, and a side view. The front leg portion and the rear leg portion are disposed obliquely so as to incline rearward from the lower end portion toward the upper side, and the midway portion does not contact the floor with the lower end portion contacting the floor. An intermediate leg portion connected together with a connecting portion with an upper end portion of the leg portion, and a first connection frame connecting the lower end portion of the intermediate leg portion and the front leg portion, and is connected to the front leg portion. A first connection frame provided such that a front end portion is positioned higher than a rear end portion connected to a lower end portion of the intermediate leg portion when viewed from a side surface; a lower end portion of the intermediate leg portion and the rear leg And a second connection frame connecting the parts.

It is preferable that an upper end portion of the intermediate leg portion extends upward from a connection portion with the cushion frame and serves as a side frame of the back frame. The middle leg part, the upper end part of the rear leg part, and the rear end side of the cushion frame are fastened with four bolts, one of which is a belt anchor point, and the inertia spindle is It is preferable to set between the four bolts. It is preferable that the rear leg portion is provided substantially along an imaginary straight line connecting the belt anchor point and the rear fixing member. It is preferable that the rear leg part and the side frame of the cushion frame are formed of different members, and both are laminated and connected to the midway part of the intermediate leg part. It is preferable that the rear leg portion and the side frame of the cushion frame are formed in a substantially inverted L shape integrally formed, and the corner portion is connected to the middle portion of the intermediate leg portion.

The cushion frame is provided at a predetermined interval in the front-rear direction, and spans between a front edge frame and a rear edge frame having a length capable of setting a plurality of adjacent seats, and the front edge frame and the rear edge frame. An inner frame disposed on the inner side of the intermediate leg portion with a side frame provided near each adjacent seat in each seat and a midway portion that is a connecting portion of the intermediate leg portion interposed therebetween And a side frame composed of an outer frame disposed on the outer side. The front edge frame of the cushion frame preferably has an open cross-sectional shape with a substantially C-shaped cross section. The vehicle seat of the present invention is suitable as a seat for an aircraft passenger seat.

In the vehicle seat of the present invention, at least one of the leg structures provided on the left and right has an intermediate leg between the front leg and the rear leg, and the upper end of the rear leg is the rear end of the cushion frame. It is the structure arrange | positioned diagonally so that it may be connected to the side and may incline forward as it goes to an upper end part seeing from a side surface. Further, the lower end portion of the intermediate leg portion and the front leg portion are connected by the first connection frame, and the lower end portion of the intermediate leg portion and the rear leg portion are connected by the second connection frame.

As a result, when a large impact energy of a predetermined level or more is applied and a force acts on the belt anchor with the front diagonally upward and the front diagonally downward, the front leg part moves back and forth starting from the front fixing member. The middle leg moves back and forth. At this time, a couple of forces acts in a direction to push down the connecting portion between each connection frame and the lower end portion of the intermediate leg portion, and the rear leg portion provided obliquely is rotated obliquely forward and downward about the lower end portion. . That is, the present invention applies a couple of forces to a force associated with an impact at a plurality of locations including a connecting portion between the intermediate leg portion and each connecting frame and a lower end portion of the front leg portion, and applies a load on the belt anchor to the cushion frame. It is the structure disperse | distributed to each direction along a side frame and a rear leg part.

Therefore, the impact can be absorbed not only by the forward displacement as in the prior art, but also by being displaced forward and downward with the lower end of the rear leg as the center. Efficiency is improved. Further, since the rear leg portion is displaced downward, the movement of the person's buttocks forward when impact energy is applied is reduced, and the stability of the position is increased.

In particular, the middle part of the intermediate leg part, the upper end part of the rear leg part, and the rear end side of the cushion frame are fastened with four bolts, one of which is a belt anchor point, and the inertia main axis is 4 It is preferable to set it as the structure set between the bolts of a point. As a result, the load applied to the belt anchor due to the impact does not concentrate on one point and is easily dispersed. Further, it is preferable that the rear leg portion is provided substantially along a virtual straight line connecting the belt anchor point and the rear side fixing member. Thereby, it becomes easy to produce the back-and-forth movement which makes the front side fixing member a starting point.

In addition, if the rear leg part and the side frame of the cushion frame are formed of separate members and are laminated and connected to the middle part of the intermediate leg part, the relative displacement between the rear leg part and the side frame Increases shock absorption. Further, by laminating both, the thickness of the laminated portion becomes thicker than a structure in which the laminated portions are not laminated, and a larger load can be borne. On the other hand, the rear leg part and the side frame of the cushion frame can be formed in a substantially inverted L shape, and the corner part can be connected to the middle part of the intermediate leg part. In this case, although the load which can be borne becomes smaller than the case where both are comprised from another member and laminated | stacked, it contributes to weight reduction. Which is selected can be selected in consideration of the required burden load.

In the present invention, the first connection frame that connects the lower end portion of the intermediate leg portion and the front leg portion has a front end portion that is connected to the front leg portion rather than a rear end portion that is connected to the lower end portion of the intermediate leg portion. , Provided so as to be positioned upward when viewed from the side. For this reason, the first connection frame is arranged so that the front end portion connected to the front leg portion and the rear end portion connected to the lower end portion of the intermediate leg portion have substantially the same height when viewed from the side, that is, substantially parallel to the floor. Compared with the case where it provides, the fall angle to the front of the intermediate | middle leg part at the time of receiving an impact can be suppressed. Even if the tilt angle of the intermediate leg forward is large, there is no significant effect on the person sitting on the seat, but the seat back that falls with the fall of the intermediate leg sits in the rear seat Also fulfills the function of catching the human head. For this reason, in this invention, it is set as the structure which can suppress the fall angle of an intermediate | middle leg part to some extent, and the receiving function of the head of the person seated in the backseat is fulfilled.

Further, the vehicle seat of the present invention is provided with the intermediate leg portion, so that the front leg portion and the cushion frame, the rear leg portion and the cushion frame, the intermediate leg portion and the rear leg portion, the first connection frame and the front leg portion, the second leg portion. This is a multi-joint structure provided with many connecting points such as a connection frame and a rear leg. Therefore, the impact energy is dissipated not only by plastic deformation of the front and rear legs, but also by frictional force between members and bolts at each connection point, deformation of the bolt insertion hole, and couple due to rotational movement at each connection point. Is done. For this reason, it is not necessary to provide a separate impact energy absorbing member as in the prior art, and a high impact absorbing capability can be made to function while having a simple and lightweight configuration.

FIG. 1 is a perspective view showing an exterior of a vehicle seat according to an embodiment of the present invention as viewed from the passage side seat direction. FIG. 2 is a perspective view seen from the front side showing a frame structure in which the cushion material of the seat cushion and the seat back is removed from the vehicle seat according to the embodiment. FIG. 3 is a side view of FIG. 2 viewed from the aisle side seat direction. FIG. 4 is a cross-sectional view showing a front edge frame of the cushion frame. FIGS. 5A and 5B are diagrams for explaining the operation of the embodiment, where FIG. 5A shows the operation of the parallel model, and FIG. 5B shows the vehicle seat model according to the embodiment. FIG. 6 is a diagram for explaining a verification test method. FIG. 7 is a diagram for explaining thread pulses applied in the verification test. FIG. 8 is a diagram showing a load applied to the seat belt in the verification test. FIG. 9 is a diagram showing time history angles of the element A and the intermediate leg in the verification test. FIG. 10 is a diagram showing the time history displacement of the even number n3 in the verification test.

Hereinafter, the present invention will be described in more detail based on embodiments shown in the drawings. FIG. 1 is an external perspective view showing a vehicle seat 1 according to an embodiment of the present invention. FIG. 2 shows a gantry frame 30 including a cushion frame 31 and back frames 32 and 33 from which a cushion material is removed. FIG. The vehicle seat 1 is installed for a passenger seat of an aircraft, and has two seats (an aisle seat 10 and a window seat 20) adjacent to each other.

Mounting

rails

11 and 21 are laid on the aisle side and window side, respectively, on the aircraft floor. However, since the floor surface projects upward on the window side, the mounting rail 21 laid on the window side is positioned above the mounting rail 11 on the passage side.

Leg structures

40 and 41 are provided on the left and right sides (window side and passage side) of the cushion frame 31 of the gantry frame 30, respectively. The front leg portion 401 and the rear leg portion 402 of the passage-side leg structure 40 are connected to the mounting rail 11 via a front side fixing member 111 and a rear side fixing member 112, respectively. The leg portions 412 are connected to the mounting rail 21 via a front side fixing member 211 and a rear side fixing member 212, respectively.

The leg structure 40 on the passage side has a front leg 401, a rear leg 402 and an intermediate leg 403. The front leg portion 401 is formed of a substantially linear member having a predetermined length, and a lower end portion 401a is fixed to the front side fixing member 111 connected to the mounting rail 11 by a bolt 405a and is provided substantially vertically.

The rear leg portion 402 is made of a substantially linear member, and the lower end portion 402a is connected to the rear side fixing member 112 supported by the mounting rail 11 by a bolt 405b. The upper end portion 402b is connected to the rear end side of the cushion frame 31 by a bolt 405c together with the middle portion 403c of the intermediate leg portion 403, and is disposed obliquely so as to tilt forward as it goes to the upper end portion when viewed from the side.

Specifically, the rear leg part 402 is formed in a substantially U-shaped cross section, and the middle part 403c of the intermediate leg part 403 is inserted into the substantially U-shaped part of the upper end part 402b with the opening side facing the front. Arranged as described above. The upper end portion 402b of the rear leg portion 402 and the middle portion 403c of the intermediate leg portion 403 are disposed between the inner frame 313a and the outer frame 313b constituting the side frame 313 of the cushion frame 31, and are fastened by a bolt 405c. The The bolts 405c are preferably arranged at four points as in this embodiment. As shown in FIG. 3, the bolts 405c positioned on the upper side and the front side of the four points are used as belt anchor points to which the belt anchors are connected. As a result, the inertial main shaft is located at the center of the four bolts 405c, and the load is not concentrated only on the belt anchor point and is easily dispersed.

In the present embodiment, as described above, the upper end portion 402b of the rear leg portion 402, the inner frame 313a and the outer frame 313b of the side frame 313 are stacked, and further, these are stacked on the middle portion 403c of the intermediate leg portion 403. The bolt 405c is inserted and connected in the thickness direction. As a result, when a load due to impact is applied, impact energy can be absorbed by the relative displacement between the inner frame 313a and outer frame 313b of the side frame 313 and the upper end portion 402b of the rear leg portion 402, and a plurality of frames can be absorbed. Since it is laminated, it is a structure that can bear a larger load. However, as described above, the side frame 313 and the rear leg portion 402 can be formed into a substantially inverted L-shaped configuration, and thus there is an advantage that the weight can be reduced.

Further, the

rear legs

402 and 412 are arranged obliquely as described above, but are arranged at an inclination angle substantially along a virtual straight line connecting the bolt 405c serving as a belt anchor point and the rear side fixing member 112. Is preferred. As a result, when an impact is input, it becomes easy for the front and rear movements starting from the front

side fixing members

111 and 211 of the

front leg portions

401 and 411 to occur, and the impact absorbing power is increased.

A connection frame 404 is provided between the front leg 401 and the rear leg 402. The connection frame 404 includes a first connection frame 4041 and a second connection frame 4042 each having two short frames, which are attached to each other in the longitudinal direction, and facing longitudinal end portions (rear end portions of the first connection frame 4041). And the front end of the second connection frame 4042 are connected to each other by a bolt 405f. The opposite ends of the first and second connection frames 4041 and 4042 (the front end portion of the first connection frame 4041 and the rear end portion of the second connection frame 4042) are respectively connected to the front leg portion 401 and the rear leg portion 402. They are connected using

bolts

405b and 405b.

As described above, the rear end portion of the first connection frame 4041 is connected to the lower end portion 403a of the intermediate leg portion 403. The connecting position between the front end portion and the front leg portion 401 is the lower end portion 403a of the intermediate leg portion 403. And the rear end connected to the upper side as viewed from the side. Thereby, compared with the case where the 1st connection frame 4041 is provided substantially parallel with respect to a floor, the displacement to the front of the intermediate leg part 403 at the time of receiving an impact can be suppressed. The front end of the second connection frame 4042 is connected to the lower end 403 a of the intermediate leg 403, and the rear end is connected to the lower end 402 a of the rear leg 402.

As a result, the truss is formed by the rear leg portion 402, the intermediate leg portion 403, and the second connection frame 4042, and the front leg portion 401, the intermediate leg portion 403, the first connection frame 4041 and the side of the cushion frame 30 are formed. A square shape is formed by the frame 313. As a result, the rear side of the intermediate leg portion 403 is not easily deformed by the truss, but the front side of the intermediate leg portion 403 has a quadrangular shape, so that it is relatively easily deformed.

The length of the intermediate leg 403 is extended above the midway part 403c intersecting with the cushion frame 31, and the extended part becomes an outer side frame 321 constituting the back frame 32 on the passage side. Yes.

On the other hand, the leg structure 41 on the window side has the same configuration as the leg structure 40 on the passage side in that it includes a front leg part 411, a rear leg part 412, an intermediate leg part 413, and a connection frame 414. However, as described above, since the mounting rail 21 laid on the window side is located above the mounting rail 11 on the passage side, the lengths of the front leg portion 411, the rear leg portion 412 and the intermediate leg portion 413 are as follows. It is shorter than the leg structure 40 on the passage side. And the lower end part of the front leg part 411 is fixed with a volt | bolt via the front side fixing member 211 supported by the attachment rail 21, and the rear leg part 412 is the rear side fixing member 212 by which a lower end part is supported by the attachment rail 21. Are connected by bolts. Other configurations are the same as those of the leg structure 40 on the passage side, and the intermediate leg portion 413 is extended upward from a portion where the cushion frame 31 intersects with the leg frame 40, thereby forming an outer side frame 331 of the back frame 33. It is the same.

The cushion frame 31 has a front edge frame 311 and a rear edge frame 312 that are arranged at a predetermined interval in the front-rear direction. The front edge frame 311 and the rear edge frame 312 have a length straddling the width direction of the two seats of the passage side seat 10 and the window side seat 20. Side frames 313 and 314 for the passage-side seat 10 are spanned at predetermined intervals in the left-right direction on the passage side between the front edge frame 311 and the rear edge frame 312, and the window-side seat 20 is provided on the window side. Side frames 315 and 316 for use are spanned at predetermined intervals in the left-right direction. Among these, the side frames 313 and 316 arranged outside the

seats

10 and 20 are each composed of

inner frames

313a and 316a and

outer frames

313b and 316b, and the

inner frames

313a and 316a and the

outer frames

313b and 316b. As described above, the

intermediate leg portions

403 and 413 are sandwiched between the

middle leg portions

403c and 413c and the

upper end portions

402b and 412b of the rear leg portion 402 as described above. In this way, between the front edge frame 311 and the rear edge frame 312 that are arranged substantially parallel at a predetermined interval, the side frames 314 and 315 provided near the adjacent seats in each of the

seats

10 and 20 are provided. The side frames 313 and 316 that are stretched over the outsides of the

respective seats

10 and 20 connect the

inner frames

313a and 316a and the

outer frames

313b and 316b with the

intermediate legs

403 and 413 interposed therebetween. Have. Therefore, the cushion frame 31 has a highly rigid structure in which both the left and right and front and rear natural frequencies are high.

In this embodiment, the leading edge frame 311, the trailing edge frame 312, and the side frames 313 to 316 are also connected using bolts as shown in FIG. Further, the upper ends of the

front legs

401 and 411 are also connected to the front edge frame 311 using bolts.

The back frame 32 of the passage-side seat 10 and the back frame 33 of the window-side seat 20 include outer side frames 321 and 331 and inner side frames 322 and 332, respectively. As described above, the outer side frames 321 and 331 are provided in the

middle portions

403c and 413c of the

intermediate legs

403 and 413 connected to the rear edge side of the cushion frame 31 (side frames 313 and 316 connected to the rear edge frame 312). It is comprised from the part extended further upwards. That is, the outer side frames 321 and 331 are configured by members that are integral with the

intermediate leg portions

403 and 413.

The inner side frames 322 and 332 are fixed to the rear frames 312 in the vicinity of the side frames 314 and 315 inside the cushion frame 31 in the passage side seat 10 and the window side seat 20 by bolts, respectively. The

upper frames

325 and 335 are respectively provided between the upper end portions of the outer side frame 321 and the inner side frame 322 of the passage side seat 10 and between the outer side frame 331 and the upper end portion of the inner side frame 332 of the window side seat 20. Is over.

The back frames 32 and 33 are covered with

back cushion materials

52 and 53, respectively (see FIG. 1). As the

back cushion materials

52 and 53, a three-dimensional solid knitted fabric, a two-dimensional fabric, a three-dimensional solid knitted fabric, a two-dimensional fabric laminated with a thin urethane material, or a laminate of a plurality of these is used. However, it is preferable to include a three-dimensional solid knitted fabric having an excellent vibration absorbing function even if it is thin. The cushion frame 31 is provided with

cushion materials

50 and 51 for seat cushions on the passage side seat 10 and the window side seat 20 respectively. Note that the

cushion materials

50 and 51 for the seat cushion are supported by a slide mechanism (not shown) including a support frame supported by an arm that is elastically tiltable back and forth by a torsion bar. In the present embodiment, since the

intermediate legs

403 and 413 also serve as the side frames of the back frames 32 and 33, the back frames 32 and 33 do not recline, but the seat

cushion cushion materials

50 and 51 are moved back and forth by the slide mechanism. By doing so, it is a structure that can realize a relaxed posture.

Here, in the present embodiment, it is preferable that the front edge frame 311 and the rear edge frame 312 constituting the cushion frame 31 are made of a highly rigid member having higher rigidity than the other frames. Thereby, the natural frequency of front and rear and right and left can be increased, and deformation of the entire frame due to impact can be suppressed. Moreover, since the

front leg parts

401 and 411, the

rear leg parts

402 and 412 and the connection frames 404 and 414 serve as a force transmission path, it is preferable that the

front leg parts

401 and 411 are composed of highly rigid members having higher rigidity than the other frames.

Intermediate legs

403 and 413 are arranged between the

front legs

401 and 411 and the

rear legs

402 and 412, and the

intermediate legs

403 and 413 are used as side frames 321 and 331 of the back frames 32 and 33. It is the configuration used. In other words, the

intermediate legs

403 and 413 play the role of a core pillar or a large black pillar in a building, and the skeletal structure of the present embodiment can be said to be a structure in which a highly rigid member is supported by the large black pillar. Since 41 has the truss structure described above, the overall rigidity is high. On the other hand, as will be described below, the frames are connected via bolts, and the truss structure is formed by the

intermediate legs

403 and 413 serving as the large black pillars, so that the impact energy is dispersed. It has an easy structure. That is, the vehicle seat 1 of the present embodiment is characterized by having both high rigidity and a flexible structure.

That is, according to the present embodiment, when a large impact is applied from the front due to body landing or the like, the human body is restrained in the vicinity of the waist by the seat belt, and therefore, obliquely upward from the belt anchor point shown in FIG. And a big load is given to the front diagonally downward.

When a large load is applied obliquely upward and forward with the belt anchor as the center, the seat

cushion cushion materials

50 and 51 sink and move in a direction in which the human thigh is brought into contact with the front edge frame 311 to It serves as a weir that suppresses the positional displacement of the front of the. These movements are transmitted to the

leg structures

40, 41. Since each

leg structure

40, 41 is connected to each other by bolts as described above, the force acting on the

leg structures

40, 41 is caused by this bolt. When it is larger than the fastening force (friction force), the connecting portion is displaced.

Here, the

cushion materials

50 and 51 for the seat cushion sink, and a phenomenon occurs in which the vicinity of the thigh comes into contact with the front edge frame 311. In order to absorb an impact at the time of the contact, the front edge frame 311 is As shown in FIG. 4, it is preferably formed in an open cross-sectional shape having a substantially C-shaped cross section.

When a large load is applied, as described above, the impact energy is first dissipated by the frictional force at each connecting portion. The

front legs

401 and 411 are rotated forward about the front

side fixing members

111 and 211 of the lower ends 401a and 411a due to a forward load around the belt anchor. At the same time or due to the deformation of the

front legs

401 and 411, a couple of forces is generated to displace the

intermediate legs

403 and 413 forward and to displace the connecting parts with the connection frames 404 and 414 downward. As a result, the

rear leg portions

402 and 412 try to rotate obliquely forward and downward about the

lower end portions

402a and 412a. That is, a force is exerted to displace the connecting portion between the

intermediate leg portions

403 and 413 and the connection frames 404 and 414 downward, so that the

entire leg structures

40 and 41 are at the

lower end portions

402a and 412a of the

rear leg portions

402 and 412. Displaces diagonally forward and downward from the center. However, if the displacement of the

intermediate legs

403 and 413 forward and the amount of displacement of the connecting portions between the

intermediate legs

403 and 413 and the connection frames 404 and 414 are large, as described above, the rear seat The ability to catch the head is diminished. Therefore, as in the present embodiment, the first connection frame 4041 has a connection position between the front end portion and the front leg portion 401 as viewed from the side rather than the rear end portion connected to the lower end portion 403a of the intermediate leg portion 403. Is set to a high position. Accordingly, the

intermediate leg portions

403 and 413 are less likely to be displaced forward, and the amount of downward displacement of the connecting portion between the

intermediate leg portions

403 and 413 and the connection frames 404 and 414 can be suppressed. The inclination angle of the first connection frame 4041 is preferably set in the range of 10 degrees to 30 degrees with respect to the horizontal plane.

The above points will be described with reference to the model shown in FIG. FIG. 5A shows the element B corresponding to the first connection frame 4041 arranged substantially horizontally (herein referred to as “parallel model”), and FIG. 5B shows the first connection frame 4041. The corresponding element B is shown in an oblique arrangement (herein referred to as “lever model”) so that the position of connection with the front leg 401 is high. That is, FIG. 5B is a skeleton model of the vehicle seat 1 of the present embodiment.

The parallel model in FIG. 5 (a) represents the movement when a passenger's seat belt load is applied to n5. When a load is applied forward, the element A falls elastically forward. The intermediate leg portions (large black pillars) 403 and 413 parallel thereto are also displaced forward through the element D, and the position of the pair n5 is elastically displaced forward. The instantaneous center at this time is located above the occupant's head and moves in a direction to regulate the occupant's buttocks submarine. Due to these phenomena, the seat belt, together with the cushion material, acts to softly support the occupant. However, since the element E and the element C are connected to the intermediate legs (large black pillars) 403 and 413, the element leg E and the element C rotate about the even number n2, and the intermediate legs (large black pillars) 403 and 413 fall forward. If this angle of inclination is large, the function of receiving the head of the rear seat occupant becomes small, so it needs to be suppressed to some extent. The model of the present embodiment in FIG. 5B is an improvement of this point, and the connection position of the element B and the element A is set to n6 which is a position higher than n1 of the parallel model. Since the element B moves so as to be lifted forward, as a result, the intermediate legs (large black pillars) 403 and 413 can be prevented from falling forward. In the element D, it is difficult to make an angle, but the seat surface portions of the

cushion materials

50 and 51 for the seat cushion are submerged, and the open section shown in FIG. 4 is used as the front edge frame 311 disposed at n4. The impact absorbing power can be increased by adopting the shape.

(Verification test)
The confirmation of seat strength was verified using the finite element method. For the calculation, ABAQUS was used as the structural analysis and MADYMO was used as the passenger simulation. The calculation method proceeded in accordance with AC20-1462 issued by FAA. In addition, for AMS materials, calculation was performed using the value that is 99% guaranteed with significance of 95% described in MMPDS (Battelle Memorial Institute, MMPDS-04 (2008, 4),

Chapter

2, 3, 8). Proceeded. In the calculation, the state of floor deformation was calculated, and a thread pulse at the time of emergency landing shown in FIG. In the worst condition calculated based on the variation calculation of floor deformation, the load of the fitting when the floor deformation was applied was about 300 kgf. This is 1/10 compared to the load of 3000 kgf generated while the thread pulse is applied, and it can be seen that the deformation is absorbed by the structure of the present embodiment. Further, when a load was applied forward from that state, the seat surface moved forward and absorbed energy slowly. FIG. 8 shows the load applied to the seat belt for the vehicle seat 1 of the present embodiment and the seat having a structure in which the connecting portions of the frames are rigidly connected. In FIG. 8, a “lever model” is the vehicle seat 1 of the present embodiment, and a “conventional seat” is a seat with a rigid connection portion.

Since the “lever model” according to the present embodiment absorbs the impact of the seat belt load, the impact time of the load is short and converges more quickly than the “conventional seat”. As a result, a relatively close load spectrum is displayed without using the force limit mechanism. At this time, the compressive load of the occupant's spinal column was reduced from 2105N to 1203N by this effect, which was reduced by 43%.

Also, FIG. 9 and FIG. 10 show the time history angles of the element A and the intermediate legs (large black pillars) 403 and 413 and the time history displacement of the even number n3, respectively. It can be seen that the angles of the

intermediate leg portions

403 and 413 shown as “large black pillars” are smaller than the element A, and the moving direction of the even number n3 is upward.

DESCRIPTION OF SYMBOLS 1 Vehicle seat 10 Passage side seat 20 Window side seat 30 Mounting frame 31 Cushion frame 311 Front edge frame 312

Rear edge frame

32,33 Back frame 40 Leg structure (passage side)
401 front leg 402 rear leg 403 middle leg 404 connection frame 4041 first connection frame 4042 second connection frame 41 leg structure (passage side)
411 Front leg part 412 Rear leg part 413 Intermediate leg part 414 Connection frame

Claims

A vehicle seat provided with a cushion frame and leg structures provided on the left and right sides of the cushion frame, the leg structure being attached to an attachment rail laid at a predetermined interval on a floor of a vehicle body;
At least one of the leg structures is
A lower end portion is connected to a predetermined position of the mounting rail via a front side fixing member, an upper end portion is connected to the front edge side of the cushion frame, and a front leg portion disposed in a substantially vertical posture as viewed from the side surface;
In the mounting rail, a lower end portion is connected to a rear side fixing member provided at a predetermined interval with respect to the front side fixing member, an upper end portion is connected to a rear end side of the cushion frame, and an upper end as viewed from a side surface. A rear leg portion arranged obliquely so as to tilt forward as it goes to the section,
When viewed from the side, it is disposed obliquely between the front leg portion and the rear leg portion so as to tilt backward as it goes upward from the lower end portion, and the midway portion is the cushion without contacting the lower end portion to the floor. An intermediate leg connected together to the connecting part of the frame and the upper end of the rear leg;
A first connection frame that connects a lower end portion of the intermediate leg portion and the front leg portion, wherein a front end portion connected to the front leg portion is more than a rear end portion connected to the lower end portion of the intermediate leg portion. A first connection frame provided to be positioned upward when viewed from the side surface;
A vehicle seat, comprising: a second connection frame that connects a lower end portion of the intermediate leg portion and the rear leg portion.
2. The vehicle seat according to claim 1, wherein an upper end portion of the intermediate leg portion extends upward from a connection portion with the cushion frame and serves as a side frame of a back frame.
The middle leg part, the upper end part of the rear leg part, and the rear end side of the cushion frame are fastened with four bolts, one of which is a belt anchor point, and the inertia spindle is The vehicle seat according to claim 1, wherein the vehicle seat is set between the four bolts.
The vehicle seat according to claim 3, wherein the rear leg portion is provided substantially along a virtual straight line connecting the belt anchor point and the rear fixing member.
The vehicle for vehicle according to any one of claims 1 to 4, wherein the rear leg portion and the side frame of the cushion frame are formed of separate members, and both are laminated and connected to a midway portion of the intermediate leg portion. Sheet.
5. The method according to claim 1, wherein the rear leg portion and the side frame of the cushion frame are formed in a substantially inverted L shape integrally formed, and a corner portion thereof is connected to a midway portion of the intermediate leg portion. The vehicle seat according to 1.
The cushion frame is
A front edge frame and a rear edge frame which are provided at predetermined intervals in the front-rear direction and have a length capable of setting a plurality of adjacent seats;
A side frame spanned between the front edge frame and the rear edge frame, with a side frame provided near each adjacent seat in each seat, and a midway part that is a connection point of the intermediate leg part in between, The vehicle seat according to any one of claims 1 to 6, further comprising a side frame including an inner frame disposed inside the intermediate leg and an outer frame disposed outside.
The vehicle seat according to any one of claims 1 to 7, wherein a front edge frame of the cushion frame has an open cross-sectional shape having a substantially C-shaped cross section.
The vehicle seat according to any one of claims 1 to 8, which is used as a seat for an aircraft passenger seat.