JP5414294B2 - Vehicle seat - Google Patents

Description

  The present invention relates to a vehicle seat, and more particularly to a vehicle seat that reduces impact during a rear-end collision.

  In general, in the case of a so-called rear collision, such as when the rear part of a vehicle seat such as an automobile is collided or a large collision occurs during reverse travel, the head of the seated occupant suddenly tilts backward due to inertial force. There is a risk that the neck may be impacted.

  For this reason, conventionally, vehicle seats such as automobiles have been designed to protect the occupant's head and neck from impact caused by a rear-end collision and reduce the occupant's head above the seat back to reduce the impact on the neck. The headrest received from is provided.

  However, it is not only possible to reduce the impact on the body simply by providing a headrest, but if the gap between the occupant's head and the headrest is not quickly reduced at the time of a rear collision, the impact applied to the neck will be sufficient. It may not be possible to mitigate.

  In order to eliminate such problems, a technology has been proposed in which the headrest is moved forward by a moving load to the rear of the occupant during a rear collision, and the head of the occupant is supported to reduce the impact on the neck. (For example, refer to Patent Document 1).

  Further, in a vehicle seat having a seat back that supports a seat back cushion with a seat back frame, a portion where the back portion of the occupant abuts at the time of a rear surface collision of the seat back has a smaller spring coefficient than other portions. A technique with a large attenuation coefficient is also known (see, for example, Patent Document 2).

  Furthermore, in a dorsal seat having a headrest, a movable frame having a spring body that supports a cushioning material is attached to a fixed frame for mounting the headrest on the upper part so that the upper part of the movable frame rotates rearward around the lower part. The vehicle seat is provided with a spring that supports the normal seating load between the fixed frame and the movable frame but allows the rearward rotation of the movable frame when an impact load exceeding a predetermined level is applied. (For example, see Patent Document 3).

JP 2003-341402 A JP 2005-028956 A JP 2000-272395 A

  The techniques disclosed in Patent Document 1 and Patent Document 2 are all to alleviate the impact of the occupant. However, the technique disclosed in Patent Document 1 receives the movement of the occupant to the back of the chest during a rear collision. It is received by a member, and the headrest is moved forward in conjunction with the backward movement of the pressure receiving member. In such technology, it is necessary to provide a separate mechanism for moving the headrest in order to interlock with the headrest, which not only makes the mechanism complicated and expensive, but also requires a movable part for moving the headrest on the seat back frame. For this reason, it is necessary to prevent the rigidity from becoming weak, and it becomes necessary to increase the rigidity more than usual.

The technique disclosed in Patent Document 2 is designed to increase the rearward movement of the upper body by reducing the spring coefficient of the portion where the back portion of the seat back (referred to as “chest” in Patent Document 2) abuts. By reducing the relative movement of the back part and increasing the damping coefficient using a low-elasticity cushioning material, the rebound of the upper body is suppressed and the relative speed between the head and the back part is reduced. The working shear force is reduced.
However, the technique of reducing the spring coefficient and the technique of using the low repulsion cushion member have a disadvantage that the sinking of the body behind the vehicle cannot be increased (that is, the movement amount cannot be increased).

In addition, since the technique disclosed in Patent Document 3 only sets the spring elasticity with respect to the impact load, the operation load that moves backward of the central support portion can be reliably predicted, and the movement is always performed backward. It has the advantage of being certain.
However, the technique disclosed in Patent Document 3 is seated because the fixed frame and the movable frame are fixed by the lower mounting shaft, so that the fixed frame and the movable frame are not very movable near the lower position. There is an inconvenience that the whole body cannot be sunk to the rear side of the vehicle. In addition, since Patent Document 3 uses a movable frame, there is a disadvantage that the apparatus becomes large as a whole and it is difficult to reduce the weight.

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

  In any of the above techniques, since the spring as the urging means for applying the urging force to the pressure receiving member is a coil spring, it is difficult to make a compact arrangement. In order to avoid interference between the coil spring and the occupant There is a risk that the degree of design freedom is limited.

An object of the present invention is to enable a compact arrangement of the urging means so as to ensure a degree of design freedom, and to suppress the interference between the urging means and the occupant at the time of a rear collision, and to the rear of the vehicle. An object of the present invention is to provide a vehicle seat that can secure a sinking (moving) amount of the body.
Another object of the present invention is to eliminate the need for a mechanism for transmitting the load generated in the pressure receiving member to the headrest by using an impact reducing member or a biasing means, thereby suppressing an increase in the size of the mechanism and a vehicle during a rear-end collision. An object of the present invention is to provide a vehicle seat that can increase the amount of sinking (moving) of the body to the rear of the vehicle and can effectively reduce the impact applied to the occupant during a rear collision independently of the headrest.

According to the vehicle seat of the present invention , the subject is a seat back frame having at least side portions located on both sides and an upper portion disposed above, and disposed above the seat back frame. A headrest, a pressure receiving member coupled to the seat back frame via a coupling member, and disposed on at least one side of the both side portions of the seat back frame, and coupled to the coupling member, And an urging means disposed between the impact reducing member and the seat back frame, wherein one end of the urging means is disposed on the seat back. is locked to the frame, the other end is locked to the shock absorbing member, Ri coil portion Do torsion spring disposed on the outer periphery of the rotation axis of said shock absorbing member, the impact reduction portion Includes a raised portion to be higher in the sheet inward, the torsion spring is disposed in the sheet outward from an inner end of the raised portion is solved Rukoto by.

As described above, the pressure receiving member is connected to the seat back frame via the connecting member, and the impact reducing member is connected to the torsion spring that biases the pressure receiving member toward the front side of the seat back frame via the connecting member. The impact reducing member can be moved by a load from the pressure receiving member at the time of a rear collision, and the occupant's head can come into contact with the headrest in a state where the occupant's body maintains the sitting posture.
The urging means includes a torsion spring having one end locked to the seat back frame, the other end locked to the impact reduction member, and the coil portion disposed on the outer periphery of the rotation shaft of the impact reduction member. Therefore, the urging means is not enlarged, and the urging means can be positioned so as to overlap the impact reducing member. In this way, by enabling a compact arrangement of the urging means, it is possible to ensure the degree of freedom of design and suppress the interference between the urging means and the occupant at the time of a rear collision, while the body to the rear of the vehicle. The amount of subsidence (movement) can be secured.

In addition, according to the vehicle seat of the present invention , the subject is a seat back frame including at least side portions located on both sides and an upper portion disposed above, and above the seat back frame. A headrest that is disposed, a pressure receiving member that is connected to the seatback frame via a connecting member, and that is movable independently of the headrest; and side portions on both sides of the seatback frame, each independently. An impact reducing member that is disposed so as to be movable, is coupled to the coupling member, and pivots about a pivot axis independently of the headrest, and between the impact reducing member and the seat back frame. An urging means disposed on one end of the urging means, wherein one end of the urging means is engaged with the seat back frame, and the other end is engaged with the impact reducing member. There can consist torsion spring disposed on the outer periphery of the rotation axis of said shock absorbing member, it is solved by.

Thus, the impact reducing member is connected to the pressure receiving member via the connecting member, and rotates about the rotation shaft independently of the headrest, and the pressure receiving member is movable independently of the headrest. A mechanism or the like for transmitting the load generated in the pressure receiving member to the headrest is not required, and the size of the mechanism can be suppressed and the weight can be reduced.
In addition, the impact reduction members are arranged on the side parts on both sides of the seat back frame so that they can move independently of each other, so that the torsional force applied to the pressure receiving member can be absorbed efficiently while balancing the left and right sides. become.

Further, in the above-described configuration , it is preferable that the impact reducing member includes a raised portion that increases in the seat inner direction, and the torsion spring is disposed outside the seat from the inner end of the raised portion. With this configuration, the torsion spring can be arranged by effectively utilizing the space outside the portion of the impact reducing member that is raised on the inner side of the seat, so that the body to the rear of the vehicle is avoided while avoiding interference between the torsion spring and the occupant. It is easy to secure the amount of subsidence (movement).

At this time, the torsion spring may be disposed outside the seat of the impact reducing member. As described above, when the torsion spring is arranged outside the seat of the impact reducing member, the space between the side portion and the impact reducing member can be effectively utilized to arrange the torsion spring, and the torsion spring can reliably interfere with the occupant. It is possible to prevent this, and it becomes easy to secure the amount of sinking (movement) of the body behind the vehicle.

Furthermore, it is preferable that the seat back frame is formed with a hole for locking one end of the torsion spring, and the torsion spring is locked by hooking a hook portion formed at the one end. . The torsion spring has a coil portion attached to the outer periphery of the rotating shaft of the impact reducing member and an arm portion extending from the coil portion, and the arm portion is located on the vehicle rear side from the rotating shaft. It can also comprise so that it may extend from a coil part.

According to the vehicle seat of the present invention , by enabling a compact arrangement of the urging means, the degree of freedom of design can be ensured, and the vehicle can be prevented from interfering with the urging means and the occupant during a rear collision. It is possible to secure the amount of subsidence (movement) of the body to the rear.
Further , according to the vehicle seat of the present invention , a mechanism or the like for transmitting the load generated in the impact reducing member and the pressure receiving member to the headrest becomes unnecessary, and the size of the mechanism can be suppressed and the weight can be reduced. Further, while balancing the torsional force applied to the pressure receiving member at right and left, it is possible to efficiently absorb, while avoiding interference between the torsion spring and the occupant, easily ensured sinking (movement) of the body of the vehicle rear Become.

It is a schematic perspective view of a sheet. It is a schematic perspective view of a seat frame. It is a schematic cross-section explanatory drawing of the seat back frame before a shock reduction member is movable. It is a schematic cross-section explanatory drawing of the seat back frame after the impact-reducing member is movable. It is a schematic explanatory drawing from the back surface of a seat back frame. It is an enlarged explanatory view showing the relationship between the impact reducing member and the urging means. It is decomposition | disassembly explanatory drawing of an impact reduction member and a biasing means. It is explanatory drawing of an impact reduction member. It is explanatory drawing which shows the state of the impact reduction member and urging | biasing means before and behind a rear surface collision. It is explanatory drawing which shows the state of the impact reduction member and urging | biasing means before and behind a rear surface collision. It is expansion explanatory drawing similar to FIG. 6 which shows other embodiment. It is expansion explanatory drawing similar to FIG. 6 which shows other embodiment. It is expansion explanatory drawing similar to FIG. 6 which shows other embodiment. It is expansion explanatory drawing similar to FIG. 6 which shows other embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The members, arrangements, and the like described below do not limit the present invention, and various modifications can be made in accordance with the spirit of the present invention. In this specification, a vehicle means a vehicle for traveling on which a seat can be mounted, such as a vehicle for traveling on the ground having wheels such as an automobile or a railroad, an aircraft or a ship moving on the ground, and the like. Further, the normal seating load includes a seating impact that occurs when sitting, a load during acceleration caused by sudden start of the vehicle, and the like. In addition, the load at the time of rear collision is a large load generated by the rear collision, and refers to a large rear-end collision by the vehicle from the rear side, a large collision at the time of reverse traveling, etc., and a load similar to the load generated at the time of normal seating. The ones in the area are not included.

  1 to 10 show an embodiment according to the present invention, FIG. 1 is a schematic perspective view of a seat, FIG. 2 is a schematic perspective view of a seat frame, and FIG. 3 is a schematic of a seat back frame before the impact reducing member is movable. FIG. 4 is a schematic sectional view of the seat back frame after the impact reducing member is moved, FIG. 5 is a schematic explanatory view from the back of the seat back frame, and FIG. 6 is a relationship between the impact reducing member and the urging means. 7 is an exploded explanatory view of the impact reducing member and the urging means, FIG. 8 is an explanatory view of the impact reducing member, and FIGS. 9 and 10 are the impact reducing member and the urging means before and after the rear collision. It is explanatory drawing which shows the state of.

  As shown in FIG. 1, the vehicle seat S according to the present embodiment includes a seat back S <b> 1 (back part), a seating part S <b> 2, and a headrest S <b> 3, and the seat back S <b> 1 (back part) and the seating part S <b> 2 are seats. Cushion pads 1a and 2a are placed on the frame F and covered with skin materials 1b and 2b. The headrest S3 is formed by arranging a pad material 3a on a core material (not shown) of the head and covering it with a skin material 3b. Reference numeral 19 denotes a headrest pillar that supports the headrest S3.

As shown in FIG. 2, the seat frame F of the vehicle seat S includes a seat back frame 1 constituting the seat back S1 and a seating frame 2 constituting the seat portion S2.
The seating frame 2 has the structure in which the cushion pad 2a is placed as described above and is covered with the skin material 2b from above the cushion pad 2a, and the occupant is supported from below. The seating frame 2 is supported by a leg portion, and an inner rail (not shown) is attached to the leg portion, and is assembled in a slide type that can be adjusted in the front-rear position with an outer rail installed on the vehicle body floor. Yes.
Further, the rear end portion of the seating frame 2 is connected to the seat back frame 1 via a reclining mechanism 11.

  The seat back S1 has the cushion pad 1a mounted on the seat back frame 1 as described above and is covered with the skin material 1b from above the cushion pad 1a, and supports the back of the occupant from the rear. . In the present embodiment, as shown in FIG. 2, the seat back frame 1 is a substantially rectangular frame and includes a side portion, an upper portion, and a lower portion.

  The side portion has two side frames 15 that are spaced apart in the left-right direction and extend in the up-down direction in order to form a seat back width. And the upper frame 16 which connects the upper end part side of the side frame 15 extends upward from the side part, and comprises the upper part.

Further, the lower portion of the seat back frame 1 is formed by connecting the lower end side of the side frame 15 with the lower frame 17. The lower frame 17 has an extended portion 17a that is connected to the lower side of the side frame 15 and extends downward, and an intermediate portion 17b that connects both sides. The extended portion 17a is an obstacle in relation to the seating frame 2. It is extended to the extent that there is no.
The seat back frame 1 of the present embodiment is formed by separate members of the side frame 15, the upper frame 16, and the lower frame 17, but may be formed by an integral pipe frame, an integral plate frame, or the like. it can.

The side frame 15 of the present embodiment is an extending member that constitutes a side surface of the seat back frame 1, and, as shown in FIG. 6, a flat side plate 15a and a front end portion of the side plate 15a (located on the vehicle front side). End portion) has a front edge portion 15b that is folded inward from a U-shape and a rear edge portion 15c that is bent inward from a rear end portion to an L-shape, and the side frame 15 extends in the vehicle front-rear direction. Both end portions (the front edge portion 15b and the rear edge portion 15c) of the arranged side plate 15a have a U-shaped cross section bent toward the inner side of the seat back frame 1 (ie, the seat). As shown in FIG. 2, the side frame 15 is formed with an enlarged portion in which the side plate 15 a is widened in the vehicle front-rear direction in the lower direction.
As shown in FIGS. 3, 6, and 7, the front edge portion 15 b of the present embodiment is formed with a protruding portion 15 d that protrudes in the direction of the rear edge portion 15 c, and a spring is applied to the protruding portion 15 d. A locking hole 34 as a locking part for locking is formed.

  As shown in FIG. 2, the upper frame 16 is a substantially U-shaped member, and the side surface portion 16 a of the upper frame 16 is disposed so as to partially overlap the side plate 15 a of the side frame 15. And fixedly joined to the side frame 15.

  A headrest S3 is disposed above the upper frame 16 constituting the upper portion. As described above, the headrest S3 is configured such that the pad material 3a is provided on the outer peripheral portion of the core material (not shown) and the outer periphery of the pad material 3a is covered with the skin material 3b. The upper frame 16 is provided with a pillar support portion 18. A headrest pillar 19 (see FIG. 1) that supports the headrest S3 is attached to the pillar support portion 18 via a guide lock (not shown), and the headrest S3 is attached.

  As described above, the side frame 15 as a side portion constituting a part of the seat back frame 1 is configured with a predetermined length in the vertical direction, and is arranged to face each other with a predetermined interval in the left-right direction. It is installed. In the seat back frame 1 (between the side frames 15 on both sides), a pressure receiving member 20 as a posture holding member that supports the cushion pad 1a from behind is disposed in the inner region of the seat back frame 1.

  The pressure receiving member 20 of the present embodiment is configured without being linked with the headrest S3, and is a member in which a resin is formed in a plate-like substantially rectangular shape. Smooth unevenness is formed on the surface in contact with the cushion pad 1a. Is formed. As shown in FIG. 5, claw portions 24, 24,... For locking the wires 21, 22 are formed on the upper and lower sides of the pressure receiving member 20.

  The pressure receiving member 20 of this embodiment is supported by the connecting member. That is, two wires 21 and 22 as connecting members are laid between the side frames 15 on both sides, and the pressure receiving member 20 is formed by claw portions 24 formed at predetermined positions on the upper side and the lower side on the back side of the pressure receiving member 20. The pressure receiving member 20 is supported on the back surface of the cushion pad 1a. The wires 21 and 22 are formed of a steel wire having spring properties, and as shown in FIG. 5, concave and convex portions 21a and 22a that are bent portions are formed in the middle of the side frames 15 on both sides.

  In particular, among the two wires 21 and 22 locked to the pressure receiving member 20 of this embodiment, the wire 22 positioned below has a load (a shock described later) due to the formation of the concavo-convex portion 22a. The pressure receiving member 20 is configured to move rearward with a larger amount of movement due to a large deformation due to a load larger than the moving or rotating load of the reducing member.

  As shown in FIGS. 3, 4 and 6, of the two wires 21 and 22 locked to the pressure receiving member 20 of this embodiment, both ends of the wire 21 locked on the upper side are on both sides. It is hooked on an attachment hook 37 provided on the side frame 15 (more specifically, a pipe member as the upper frame 16 attached to the side frame 15). On the other hand, both ends of the wire 22 locked to the lower side are hooked to the locking portions 31 of the rotating member 30 mounted on the left and right side frames 15.

  The rotating member 30 serving as an impact reducing member rotates to the rear of the vehicle by an impact load transmitted through the connecting member (wire 22) when an impact load of a predetermined level or more is applied to the pressure receiving member 20 due to a rear collision or the like. The pressure receiving member 20 can be greatly moved rearward of the vehicle by the movement of the rotating member 30 rearward of the vehicle, and the impact on the occupant can be reduced.

As shown in FIGS. 6 to 8, the rotating member 30 of the present embodiment has a shaft portion 32 (described later) in an enlarged portion that is wide in the vehicle front-rear direction inside the side plates 15 a of the side frames 15 on both sides. It is pivotally supported in such a manner that it locks the wire 22 in the lower position as a connecting member and is connected to a spring (torsion spring 35) as an urging means for urging the wire 22 via the rotating member 30. It is what is done.
At this time, as described above, the side frame 15 has a U-shaped cross section that is bent inward of the seat back frame 1 (that is, the seat), and thus prevents the side frame 15 from protruding inward of the seat. Even if the rotating member 30 or the torsion spring 35 connected to the rotating member 30 is increased in size, it does not approach the passenger.
The rotating member 30 is connected to the urging means (torsion spring 35), and is configured to urge the pressure receiving member 20 toward the front side of the seat back frame 1 via the connecting member (wire 22). ing.

  Further, the rotating member 30 of the present embodiment includes a rotatable shaft portion 32, a locking portion 31 of a connecting member formed at a predetermined distance from the shaft portion 32, and a locking portion of the urging means. (Locking hole 33) and a rotation prevention part 39 (stopper parts 39a, 39b) for preventing the rotation.

  As shown in FIG. 7, the shaft portion 32 includes a shaft member 32a, a shaft hole 32b provided in the rotating member 30, a hole portion 32c provided in the side plate 15a of the side frame 15, and a fitting member 32d. The shaft member 32a is inserted into the shaft hole 32b and fitted into the hole 32c, and the fitting member 32d is fitted from the tip end side of the shaft member 32a, so that the rotating member 30 is rotatable. It is pivotally supported. In the present embodiment, the shaft portion 32 is disposed at a portion corresponding to the side of the waist portion in a state where an occupant is seated.

  The locking portion 31 of the connecting member (wire 22) of the present embodiment is formed from a long hole in order to make it easy to attach the bent bowl-shaped end portion of the wire 22 that is the connecting member. The forming portion 30c of the locking portion 31 is formed so that the first rising portion 30b rises from the base portion 30a continuously on the outer peripheral side of the base portion 30a constituting the rotating member 30, and the first rising portion 30b. And extending in the outer peripheral direction. The first rising portion 30b is formed at a position approximately 90 degrees away from a position between the predetermined intervals between the stopper portions 39a and 39b of the rotation preventing portion 39 when the shaft portion 32 is the center.

  The locking portion (locking hole 33) of the biasing means of the present embodiment locks the end of the torsion spring 35 that is the biasing means, and the forming portion 30c in which the locking portion 31 is formed. Is provided.

  As the urging means in this embodiment, a torsion spring 35 is used. As shown in FIGS. 6 and 7, the torsion spring 35 is a shaft from one end side of a coil part 35c formed by coiling a spring wire. An engagement portion (upper spring portion) 35d extending from the portion 32 to the vehicle upper side is formed, and an engagement portion (lower spring portion) 35e extending from the shaft portion 32 to the vehicle lower side from the other end side is formed. Has been.

  The torsion spring 35 has a coil portion 35c disposed on the outer periphery of the rotating shaft (shaft portion 32) of the rotating member 30, and hook portions 35a, 35a for engaging with the engaging portions 35d, 35e, respectively. 35b is formed, one is bent at a sharp angle, and the other is bent at approximately 90 °. The torsion spring 35 has hooks 35a and 35b that are respectively locked in the locking holes 34 of the protrusions 15d of the side frame 15 and the locking holes 33 of the rotating member 30, and thereby the rotating member 30 is seated. The back frame 1 is biased toward the front side.

  As will be described later, when an impact load of a predetermined level or more is applied to the pressure receiving member 20, a tension is generated in the rear of the vehicle on the wire 22, and the rotating member 30 rotates. However, the torsion spring 35 is rotated when the rotating member 30 rotates. Since the clearance between the coil portion 35c and the shaft portion 32 is reduced and a frictional force is generated, the rotation member 30 is prevented from rotating.

  In the present embodiment, as shown in FIG. 6, the engaging portion 35 d as an upper spring portion extending from the shaft portion 32 to the vehicle upper side is a lower spring portion extending from the shaft portion 32 to the vehicle lower side. The upper engaging portion 35d (upper spring portion) is located on the outer side of the seat with respect to the lower engaging portion 35e (lower spring portion). It can also be configured to be arranged. Since the shaft portion 32 of the rotating member 30 of the present embodiment is disposed at a position corresponding to the side of the waist portion of the occupant, the upper spring portion is thus placed on the seat outer side, that is, the occupant, rather than the lower spring portion. If it arrange | positions in the side away from a passenger | crew, it can suppress the interference with a passenger | crew with the upper side spring part which is easy to interfere with a passenger | crew, and is suitable.

In the torsion spring 35 of the present embodiment, the upper engaging portion 35d (upper spring portion) and the lower engaging portion 35e (lower spring portion) are configured with substantially the same length. If the length of the engagement portion 35d on the side and the length of the engagement portion 35e on the lower side are different (one is longer and the other is shorter), the attachment direction is erroneously attached when attaching the torsion spring 35. This can prevent the mounting workability.
Further, when the upper engaging portion 35d (upper spring portion) and the lower engaging portion 35e (lower spring portion) are symmetrical, when the torsion spring 35 is attached, the vertical direction is not attached by mistake. Therefore, the workability of installation is improved.

  The rotation prevention part 39 (stopper part 39a, 39b) of this embodiment is for preventing rotation when the rotation member 30 rotates, and as shown in FIG. Two extending portions extending further in the outer peripheral direction from the second rising portion 30d rising from the base portion 30a continuously on the outer peripheral side of the base portion 30a that is in sliding contact with the side plate 15a when rotated about the predetermined distance from the second rising portion 30d. (Via a recess).

  The extending portions serve as stopper portions 39a and 39b, and restrict the rotation of the rotating member 30. The predetermined interval between the stopper portions 39a and 39b is normally set so that the stopper portion 39a contacts the rear edge portion 15c of the side frame 15 in order to restrict the rotation at the upper limit and lower limit positions of the rotation setting range of the rotation member 30. In contact, the rotation of the rotation member 30 is prevented, but when the rotation member 30 is rotated due to a rear collision, the stopper portion 39b is in contact with the rear edge portion 15c so that the rotation stops. Has been. That is, in order to restrict the rotation at the upper limit and lower limit positions of the rotation setting range of the rotation member 30, the stopper portion 39a that sets the initial position before the rotation and the stopper portion that sets the stop position after the rotation. 39b are formed at a predetermined interval.

The rotating member 30 described above is attached to the side frames 15 on both sides, and hooks 22c that are both ends of the wire 22 are hooked on the engaging portions 31 of the rotating members 30 on both sides. Each rotating member 30 is configured to operate individually. Moreover, the rotation member 30 is comprised so that it may act independently irrespective of headrest S3.
In this embodiment, the rotating members 30 are attached to the side frames 15 on both sides, but the rotating members 30 attached to both sides are configured to rotate independently of each other. For this reason, when the load is generated unevenly, the rotating members 30 are independently rotated at the side portions on both sides according to the load, and the body of the occupant is determined according to the magnitude of the impact load. Can be sunk.

  During normal seating when the occupant is seated, tension is generated that causes the pivot member 30 to pivot backward via the cushion pad 1a, the pressure receiving member 20, and the wire 22 in the seat back S1, while the torsion spring 35 rotates. The moving member 30 is urged to rotate to the front side of the seat back frame 1. Here, since the torsion spring 35 connected to the rotating member 30 has a load characteristic that does not bend in a load region generated during normal seating, the rotating member 30 always has a stopper on the initial position side. The portion 39a abuts on the rear edge side 15c of the side frame 15 and is restrained at the initial position. In other words, the seated person can be held without operating in a normal sitting state, and the occupant's body can be firmly depressed by the load at the time of a rear collision.

  3 shows the rotating member 30 at the time of rear collision, FIG. 3 shows the state before the impact reducing member rotates, FIG. 4 shows the state after the impact reducing member rotates, the chain line in FIG. 9 before the rear collision, and the solid line after the rear collision. In FIG. 10, FIG. 10 (a) shows the state before the rear collision, and FIG. 10 (b) shows the state after the rear collision. At the time of a rear collision, as shown in FIGS. 9 and 10, when an occupant attempts to move backward due to an impact from the rear, the load is received by the pressure receiving member 20 (not shown in FIGS. 9 and 10). Tension is applied in the direction of rotating the rotating member 30 backward (right side in FIGS. 9 and 10) via the wire 22 locked to the pressure receiving member 20. The tension at this time is a load sufficient to apply a force in the direction of winding from both ends of the torsion spring 35 holding the rotating member 30 in the initial position, and to rotate the rotating member 30 backward.

The threshold value of the force at which the rotating member 30 starts rotating is set to a value larger than the normal seating load.
Here, with respect to the threshold value of the force at which the rotating member 30 starts to rotate, the load applied to the seat back S1 in a normally seated state (excluding a small impact caused by a seating impact or a sudden start of the vehicle). Is about 150N, the threshold is preferably larger than 150N. If it is smaller than this value, it moves at the time of normal seating and is not preferable because it lacks stability.
Furthermore, it is preferable to set a value larger than 250 N in consideration of a seating impact that occurs during normal seating and an acceleration load that occurs due to a sudden start of the vehicle. In this way, the rotating member 30 other than a rear collision. Does not operate and can maintain a stable state.

  As described above, by rotating the rotating member 30 backward, the wire 22 hooked on the locking portion 31 moves rearward, and together with the pressure receiving member 20 locked on the wire 22, The cushion pad 1a supported by the pressure receiving member 20 moves rearward, and the occupant can be sunk into the seat back S1.

Below, the rotation characteristic of the rotation member 30 at the time of a rear surface collision is demonstrated in detail with reference to FIG.9 and FIG.10.
In the initial position before the rotation of the rotating member 30, the engaging portion 31 for engaging the wire 22 and the engaging hole 33 on the rotating member 30 for engaging the end of the torsion spring 35 are located in front of the vehicle. The end of the torsion spring 35 is locked in a locking hole 34 formed in the protrusion 15d of the side frame 15 so as to be biased.

  That is, in the initial state, the torsion spring 35 is slightly applied with a force in the winding direction, whereby the rotating member 30 is biased by the spring force in the rotating direction of the arrow shown in FIG. The connecting member (wire 22) connected to the rotating member 30 is urged forward. At this time, the stopper portion 39a of the rotation preventing portion 39 is in contact with the rear edge portion 15c of the side frame 15, and the torsion spring 35 prevents the rotating member 30 from rotating in the arrow direction.

  When a predetermined tension or more is generated in the wire 22 due to the rear collision, and the rotating member 30 starts to rotate against the torsion spring 35, the torsion spring 35 is applied with a force in the winding direction, and is provided on the rotating member 30. The locking hole 33 moves rearward while rotating about the rotation center O of the shaft portion 32. Then, as shown in FIG. 9, the rotating member 30 is stopped until the stopper portion 39 b of the rotation preventing portion 39 comes into contact with the rear edge portion 15 c of the side frame 15 and prevents the rotating member 30 from rotating. Rotate. As a result, the pressure receiving member 20 moves greatly to the rear of the seat frame 1 from the state shown in FIG. 3 to the state shown in FIG. 4, and the sinking amount increases.

In the present embodiment, the backward rotation amount at the position where the rotation member 30 is stopped by the stopper 39b is set to be immediately before the maximum load point of the torsion spring 35.
For this reason, the tension generated when the rotation of the rotating member 30 is stopped by the contact with the stopper 39b (when the rotation is completed) with respect to the tension generated through the wire 22 when the rotating member 30 starts to rotate. Are substantially the same value.

  In short, in the initial state (always), the torsion spring 35 is applied with a slight force in the winding direction, so that the rotating member 30 is biased in the rotating direction of the arrow shown in FIG. The connecting member (wire 22) connected to the rotating member 30 is urged forward. At this time, the stopper portion 39a of the rotation preventing portion 39 is in contact with the rear edge portion 15c of the side frame 15 and prevents the rotation member 30 from rotating forward.

  The rotating member 30 can surely and efficiently sink the occupant into the cushion pad 1a of the seat back S1 when a rear collision occurs against the tension generated via the wire 22. At this time, the occupant's back is moving backward by sinking into the seat back S1, but the position of the headrest S3 does not change relatively, so the gap between the headrest S3 and the head is reduced, and the headrest S3 Can be effectively supported, thereby effectively reducing the impact applied to the neck.

11 to 14 show another embodiment, and are enlarged explanatory views similar to FIG. In this embodiment, the same reference numerals are given to the members, arrangements, and the like as in the above embodiment, and the description thereof is omitted.
In the embodiment shown in FIG. 11, the flange 35 b side, which is a portion that is locked to the rotating member 30 that is an impact reducing member of the torsion spring 35, is located on the vehicle rear side with respect to the rotating shaft 32 of the rotating member 30. For example, as shown in FIG. 11, the engaging portion 35 d on the rotating member 30 side is shortened, and the flange portion 35 b is engaged with the second rising portion 30 d of the rotating member 30. It is attached by restricting the flange 35b.

If comprised in this way, it becomes possible to arrange | position the torsion spring 35 so that it may overlap with the rotation member 30, and generally not only can ensure the arrangement | positioning area | region which arrange | positions the other member of the side part used as a narrow area | region, but also a torsion spring. 35 and the rotating member 30 can be downsized.
In addition, it is not necessary to form the locking hole 33 in the rotating member 30, and the rotating member 30 can be formed small, and the locking hole 33 is not formed. In addition to not interfering, it is possible to secure the area of other members.

  In the embodiment shown in FIG. 12, in the rotating member 30, the locking portion 31 of the wire 22 rises from the base portion 30a to the inside of the seat and is inside the base portion 30a, like the rotating member 30 of the above-described embodiment. It forms in the formation part 30c as a protruding part which becomes high in the direction.

  The rotating member 30 of the present embodiment further includes a lower portion 30e continuous to the vehicle front side of the forming portion 30c toward the side plate 15a side of the side frame 15, and further to the base portion 15e. The formation part 30f used as a surface substantially parallel to the part 30a is formed. A locking hole 33 for the torsion spring 35 is formed in the forming portion 30f. The forming portion 30f is formed between the base portion 30a and the forming portion 30c with respect to the direction away from the side plate 15a of the side frame 15, that is, in the seat inner direction. Further, the forming portion 30f rises from the base portion 30a to the inner side of the seat and is higher in the side plate 15a direction, that is, the outer side of the seat than the stopper portions 39a and 39b of the rotation preventing portion 39 as a raised portion formed higher than the base portion 30a. Is located.

  Further, the projection 15d formed on the front edge 15b of the side frame 15 of the present embodiment is bent from the front edge 15b toward the side plate 15a, that is, toward the seat outer side, and the torsion spring 35 is formed on the projection 15d. The locking hole 34 is formed. In the protrusion 15d, the engaging position of the tension coil spring 35 in the locking hole 34 is such that the forming portion (the protruding portion) 30c of the rotating member 30 and the stopper portions (the protruding portions) 39a and 39b of the rotation preventing portion 39 are used. Also, the sheet is bent in the direction of the side plate 15a, that is, in the outer side of the sheet so as to be positioned on the outer side of the sheet.

  The flange portions 35b, 35a of the torsion spring 35 are respectively locked in the locking holes 33, 34 configured as described above, and the shaft member 32a of the shaft portion 32 is further formed by a forming portion ( The protrusions 30 c and the stoppers 39 (protrusion parts) 39 a and 39 b of the rotation prevention part 39 are positioned outside the seat. In this way, the torsion spring 35 is separated from the seat outer side, that is, from the occupant than the inner end portion (end surface) of the portion (formation portion 30c, stopper portions 39a, 39b) where the rotating member 30 is raised on the seat inner side. Since it is arrange | positioned at the side, interference with the torsion spring 35 and a passenger | crew can be avoided.

  In the embodiment shown in FIG. 13, the coil portion 35 c of the torsion spring 35 is arranged on the outer periphery of the portion located between the side plate 15 a of the side frame 15 of the shaft portion 32 and the rotating member 30, and the torsion spring 35 is arranged. It is disposed between the side frame 15 and the rotating member 30. As described above, when the torsion spring 35 is disposed by effectively utilizing the space between the side frame 15 and the rotation member 30, it is possible to reliably prevent the torsion spring 35 and the rotation member 30 from interfering with the occupant.

  In the embodiment shown in FIG. 13, the example in which the coil portion 35c of the torsion spring 35 is arranged on the outer periphery of the shaft portion 32 located between the side plate 15a and the rotating member 30 is shown. When the first rising portion 30b continuous with 30c and the second rising portion 30d continuous with the stopper portions 39a and 39b are arranged around the rising (height) portion, the space of the rising portion can be effectively utilized, and the rotating member Since 30 can be disposed closer to the side plate 15a, the torsion spring 35 and the rotating member 30 can be configured not to approach the occupant. In this case, if the first rising portion 30b and the second rising portion 30d of the rotating member 30 are formed in a shape along a circular arc that is substantially concentric with the outer periphery of the shaft portion 32, the coil portion 35c of the torsion spring 35 is disposed. Easy to do.

  The embodiment shown in FIG. 14 is an example in which the torsion spring 35 is disposed in the opposite direction in the vehicle front-rear direction from the above-described embodiment. That is, the engaging portions 35d and 35e extend upward and downward from the vehicle rear side of the coil portion 35c attached to the outer periphery of the shaft portion 32 and are locked in the locking holes 34 and 33, respectively. When the torsion spring 35 is arranged in this way, a predetermined tension or more is generated via the wire 22, and the clearance between the coil portion 35 c and the shaft portion 32 of the torsion spring 35 is increased as the rotation member 30 rotates rearward of the vehicle. Since it spreads slightly and resistance decreases, the rotation member 30 rotates smoothly.

  In each of the above embodiments, the example in which the impact reducing member is provided on both sides of the side frame is shown, but a configuration in which the impact reducing member is provided only on one side frame may be employed. In this case, the connecting member (wire) can be directly locked to the side frame on the side where the impact reducing member is not provided.

  Further, according to the present invention, when the occupant sinks into the seat back, it does not interlock with the forward movement of the headrest, so there is less loss of occupant's rearward movement energy at the time of a rear collision, and the occupant is more deeply seated. Can sink into the cushion.

  In each of the above embodiments, the seat back S1 of the front seat of the automobile has been described as a specific example. However, the present invention is not limited to this, and the same configuration can be applied to the seat back of the rear seat. is there.

DESCRIPTION OF SYMBOLS S Vehicle seat S1 Seat back S2 Seating part S3 Headrest F Seat frame 1 Seat back frame 2 Seating frame 1a, 2a, 3a Cushion pad (pad material)
1b, 2b, 3b Skin material 11 Reclining mechanism 15 Side frame 15a Side plate 15b Front edge portion 15c Rear edge portion 15d Projection portion 16 Upper frame 16a Side surface portion 17 Lower frame 17a Extension portion 17b Intermediate portion 18 Pillar support portion 19 Headrest pillar 20 Pressure receiving Members 21, 22 Wire (connection member)
21a, 22a Concavity and convexity 22c Claw part 24 Claw part 30 Rotating member (impact reducing member)
30a Base part 30b First rising part 30c Formation part (raised part)
30d 2nd rising part 30e falling part 30f forming part 31 locking part 32 shaft part 32a shaft member 32b shaft hole 32c hole part 32d fitting member 33, 34 locking hole 35 torsion spring (biasing means)
35a, 35b collar part 35c coil part 35d, 35e engagement part (upper spring part, lower spring part)
37 Mounting hook 39 Rotation prevention part 39a, 39b Stopper part (raised part)

Claims (6)

A seat back frame including at least side portions located on both sides and an upper portion disposed above;
A headrest disposed above the seat back frame;
A pressure receiving member coupled to the seat back frame via a coupling member;
An impact reducing member disposed on at least one side of the side portions of the both sides of the seat back frame, coupled to the coupling member, and pivoting about a pivot axis;
Biasing means disposed between the impact reducing member and the seat back frame,
The biasing means includes a torsion spring having one end locked to the seat back frame, the other end locked to the impact reducing member, and a coil portion disposed on the outer periphery of the rotating shaft of the impact reducing member. The
The shock absorbing member comprises a raised portion which rises in the sheet inward, the torsion spring, vehicle seat, characterized in Rukoto disposed on the sheet outward from an inner end of the raised portion. A seat back frame including at least side portions located on both sides and an upper portion disposed above;
A headrest disposed above the seat back frame;
A pressure receiving member coupled to the seat back frame via a coupling member and movable independently of the headrest;
Impact reduction that is arranged on the side portions of the both sides of the seat back frame so as to be independently movable, is connected to the connecting member, and rotates about a rotation axis independently of the headrest. Members,
Biasing means disposed between the impact reducing member and the seat back frame,
The biasing means includes a torsion spring having one end locked to the seat back frame, the other end locked to the impact reducing member, and a coil portion disposed on the outer periphery of the rotating shaft of the impact reducing member. The
The shock absorbing member comprises a raised portion which rises in the sheet inward, the torsion spring, vehicle seat, characterized in Rukoto disposed on the sheet outward from an inner end of the raised portion. The vehicle seat according to claim 1, wherein the torsion spring is disposed inside the seat of the impact reducing member. The vehicle seat according to claim 1, wherein the torsion spring is disposed outside a seat of the impact reducing member. The seat back frame is formed with a hole for locking one end of the torsion spring, and the torsion spring is locked by hooking a flange formed at the one end to the hole. Item 5. The vehicle seat according to any one of Items 1 to 4. The torsion spring has a coil portion attached to the outer periphery of the rotating shaft of the impact reducing member and an arm portion extending from the coil portion, and the arm portion is located on the rear side of the vehicle from the rotating shaft. The vehicle seat according to claim 1, wherein the vehicle seat extends from the vehicle.

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