JP5228514B2 - Vehicle seat device - Google Patents

Description

The present invention relates to a vehicle seat device.

In vehicles, protection of passengers at the time of a collision is strongly demanded, and Patent Document 1 is equipped with an airbag device that is actuated at the time of a frontal collision in the seat back of the front seat in order to protect the rear seat passengers at the time of a frontal collision. Has been disclosed. Patent Document 2 discloses that the seat back is moved in a suitable posture for protecting the occupant's neck during a rear collision.
JP 2003-200801 A JP-A-11-70828

As described in Patent Document 1, it is not preferable to provide an airbag device on the seat back of the front seat in order to protect the rear seat occupant during a frontal collision because of increased cost and weight. In addition, the behavior of the rear seat occupant during a frontal collision, especially the behavior of the head, moves to the front, and then moves largely downward around the seat belt wound around the waist. The problem is how to effectively protect against such downward movement.

The present invention has been made in consideration of the above circumstances, and its purpose is for a vehicle that can protect a rear seat occupant during a frontal collision at a low cost and without significantly increasing the weight. It is to provide a sheet apparatus.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1 in the claims,
A vehicle seat device including a seat back that is used for a front seat located immediately in front of a rear seat and can hold a standing state,
The seat back has a frame extending in the vertical direction in the standing state,
When a load of forward movement from the occupant of the rear seat is applied to the seat back in a standing state due to a frontal collision of a vehicle, at least the upper part of the seat back has a downward movement amount larger than a forward movement amount. Is moved downward,
It is like that. According to the above solution, when the rear seat occupant moved forward is brought into contact with the upper part of the seat back at the time of a front collision, the upper part of the seat back moves downward, so that the impact of the contact is absorbed. It will be. Further, as compared with the case where an airbag device is provided, the structure is simplified, and it is advantageous in terms of cost and weight reduction.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,

The frame is divided into a lower frame and an upper frame with a headrest attached to the upper part,
The upper frame is held so as to be swingable around a rotation center set at the upper part of the lower frame,
When a load of forward movement from the rear seat occupant is applied to the upper frame, the upper frame is moved downward with respect to the lower frame while being swung around the rotation center. ,
(Corresponding to claim 2). In this case, it is preferable to make the structure for moving the upper frame downward for shock absorption extremely simple.

The frame is divided into a lower frame and an upper frame with a headrest attached to the upper part,
The upper frame is held movably in the vertical direction with respect to the lower frame while being swung around the upper and lower rotation centers set on the upper and lower parts of the lower frame,
The headrest moves forward when a rearward load from the front seat occupant acts on the lower part of the upper frame during a rear collision, while the front load from the rear seat occupant increases during the front collision. The upper frame is moved downward when acting on the frame,
(Corresponding to claim 3). In this case, in the case of a rear collision, the head of the front seat occupant who intends to move backward can be supported by the headrest to protect the front seat occupant, while the rear seat occupant is to be protected in the case of a front collision. Can do.

The upper frame is normally restricted from moving downward from a predetermined position by contacting a stopper attached to the lower frame,
When a load of forward movement from the rear seat occupant is applied to the upper frame, the upper frame moves over the stopper and moves downward.
(Corresponding to claim 4). In this case, it is possible to protect the rear seat occupant during a frontal collision while reliably restricting the upper frame from being inadvertently moved downward during normal operation by the stopper.

The front SL frame, the load of the forward movement from the passenger of the rear seat when it is acting, reducing deformation unit for moving the upper portion of the frame downward is provided,
(Corresponding to claim 5). In this case, the impact can be absorbed with a simple configuration.

The frame is divided into a lower frame and an upper frame with a headrest attached to the upper part,
The upper frame is held so as to be movable in the vertical direction with respect to the lower frame, and the downward movement is normally restricted by the urging means,
When a forward movement load is applied from the rear seat occupant to the upper frame, the upper frame is moved downward against the urging force of the urging means.
(Corresponding to claim 6). In this case, it is preferable to make the structure for moving the upper frame downward for shock absorption extremely simple.

According to the present invention, it is possible to protect the rear seat occupant at the time of a frontal collision at a low cost and without significantly increasing the weight.

In FIG. 1, a vehicle V has a front seat (driver's seat, front passenger seat) 10 and a rear seat 30 just behind it. The front seat 10 includes a shock 11, a seat back 12, and a headrest 13. Similarly, the rear seat 30 also has a seat cushion 31, a seat back 32, and a headrest 33. In FIG. 1, an occupant seated on the front seat 10 is indicated by reference numeral PF, and an occupant seated on the rear seat 30 is indicated by reference numeral PR. Further, a seat belt for the front seat occupant PF is indicated by reference numeral 14, and a seat belt for the rear seat occupant PR is indicated by reference numeral 34.

Details of the front seat 10 will be described with reference to FIG. First, the seat cushion 11 has a frame 21, and the frame 21 is attached to a vehicle body (floor panel) via a slide rail mechanism 22 so that the position in the front-rear direction can be adjusted. Of course, the frame 21 is covered with a cushion body.

On the other hand, the seat back 12 includes a lower frame 41 and an upper frame 42 connected to the lower frame 41 as described later. The lower frame 41 is configured by, for example, processing a metal plate material and has a pair of left and right divided configurations. The divided lower frame 41 is attached to the frame 21 of the seat cushion 11 via a pair of left and right mounting brackets 43 so that the swing position in the front-rear direction can be adjusted. That is, the lower frame 41 is connected to the frame 21 so as to be swingable in the front-rear direction about the shaft 44 and is locked at a desired front-rear swing position by the lock operation member 45. .

The upper frame 42 is made of, for example, a metal pipe material, and the headrest 13 is attached to an upper end portion of the upper frame 42 via a connecting rod 46. A buffer member 47 made of an elastic member is fixed to the upper part of the upper frame 42 below and behind the headrest 13. The upper and lower frames 41 and 42 and the buffer member 47 are covered with a cushion body.

The details of the connecting portion between the lower frame 41 and the upper frame 42 will be described with reference to FIGS. In addition, since the connection part is comprised symmetrically, it demonstrates paying attention to one of right and left. First, the upper frame member 51 and each end portion of the lower link member 52 are rotatably attached to the lower frame 41 with an interval in the vertical direction, and the rotation fulcrum (connecting portion) has a sign 51a. 52a. The other end portions of the link members 51 and 52 are rotatably attached to the upper frame 42, and the rotation fulcrums (connection portions) are indicated by reference numerals 51b and 52b. The vertical position of the upper link member 51 is set at a position slightly higher than the upper end portion of the lower frame 41 and the vertical intermediate portion of the upper frame 42. Further, the vertical position of the lower link member 52 is set near the vertical intermediate portion of the lower frame 41 and slightly higher than the lower end of the upper frame 42.

In FIG. 5, the solid line indicates the position of the upper frame 42 when in a normal standing state. In the normal standing state indicated by the solid line, the upper link member 51 is set such that the rotation fulcrum 51b is slightly higher than the rotation fulcrum 51a (the upper link member 51 is slightly inclined rearwardly upward). ) Further, the lower link member 52 is set at a position where the rotation fulcrum 52b is lower than the rotation fulcrum 52a (the lower link member 52 is inclined to be lowered rearward).

When a large external force is applied to the lower end of the upper frame 42 from the normal standing state shown by the solid line in FIG. 5, the upper frame 42 is tilted forward while being moved upward, as indicated by the broken line in FIG. The That is, the upper frame 42 is inclined such that the inclination angle toward the front is slightly larger than that in the normal standing state. As a result, the headrest 13 attached to the upper frame 42 is moved upward and forward (a state for protecting the neck of the front seat occupant PF during a rear collision).

At the position corresponding to the bottom of the front seat occupant PF, as shown in FIG. 2, the lower frame of the upper frame 42 has a moving state as shown by a broken line in FIG. A receiving member 49 extending in the vehicle width direction is fixed. That is, at the time of a rear collision, the front seat occupant PF has its bottom portion moved rearward, whereby the lower end portion of the upper frame 42 receives a large rearward force via the receiving member 49, and FIG. Movement as indicated by the broken line is obtained.

On the other hand, when a large external force acts downward on the upper end portion of the upper frame 42, the upper frame 42 is tilted rearward while being moved downward, as shown by a one-dot chain line in FIG. That is, the upper frame 42 is inclined such that the inclination angle toward the rear is slightly larger than that in the normal standing state. As a result, the upper frame 42 is greatly moved downward without moving much in the front-rear direction.

A stopper 48 made of, for example, an elastic member fixed to the lower frame 41 is disposed immediately below the upper frame 42 in a normal standing state (see particularly FIG. 4). Then, the upper frame 42 is urged downward by a spring 50 stretched between the upper and lower frames 41 and 42, and the upper frame 42 (the lower end thereof) contacts the stopper 48 in a normal standing state. The contacted state is maintained. When the upper frame 42 receives a large downward external force due to the forward movement of the rear seat occupant PR during a frontal collision, the upper frame 42 moves over the stopper 48 and moves downward greatly (stopper). 48 may be dropped or broken). Note that reference numeral 61 in FIG. 2 denotes a lumbar support held by the upper frame 42.

Next, the operation of the above configuration will be described in correspondence with a vehicle collision. First, consider the case of a rear collision. At this time, since the front seat occupant PF tends to move rearward relative to the seat back 12 of the front seat 10, a large external force is exerted on the lower end portion of the upper frame 42 via the receiving member 49. Works. As a result, the upper frame 42 is moved from a normal standing state indicated by a solid line in FIGS. 5 and 6 to a state indicated by a broken line, and the headrest 13 is moved upward and forward. As a result, the head of the front seat occupant PF that is about to move rearward in the case of a rear collision is securely and firmly supported by the headrest 13, and particularly the neck is protected.

On the other hand, at the time of a front collision, as shown in FIG. 7, the rear seat occupant PR is moved forward, but the head moves largely downward around the abdominal region restrained by the seat belt 34. It becomes a movement. The upper frame 42 receives a large downward external force via the buffer member 47 by the head of the rear seat occupant PR. When receiving a large downward force from the rear seat occupant PR, the upper frame 42 is moved from the normal standing state indicated by the solid line in FIGS. 5 and 7 to the state indicated by the alternate long and short dash line, respectively, and greatly downward. Moved. By the downward movement of the upper frame 42, the impact on the rear seat occupant PR in contact with the upper frame 42 is sufficiently mitigated. Of course, the shock is reduced by the buffer member 47, and the shock is also reduced by the upper frame 42 getting over the stopper 48 made of an elastic member.

FIG. 8 and FIG. 9 show a second embodiment of the present invention. The same components as those in the above embodiment are given the same reference numerals, and the duplicate description thereof is omitted (this is described below) The same applies to the third embodiment). The present embodiment has a structure in which the lower link member 52 is abolished as compared with the previous embodiment. In addition, a stopper 71 that restricts the movement of the upper frame 42 in the front-rear direction is fixed to the lower frame 41 at a position above the upper link member 51. In the present embodiment, the rear seat occupant PR is exclusively protected during a frontal collision, and the configuration is simpler than that in the above embodiment. Of course, the state shown by the solid line in FIG. 8 is a normal standing state, and the state shown by the alternate long and short dash line is a state when a large downward load is received from the rear seat occupant PR during a frontal collision.

FIG. 10 shows a third embodiment of the present invention. In this embodiment, a simpler structure is achieved by using a cylinder mechanism without using a link member. That is, a cylinder 75 extending in the vertical direction is fixed to the lower frame 52, and a large diameter portion 42 a formed at the lower end portion of the upper frame 42 is slidably fitted in the cylinder 75. The upper frame 42 is biased upward by a spring 76 disposed in the cylinder 75. Raising the upper frame 42 beyond a predetermined level is regulated by the large diameter portion 42 a coming into contact with a locking step portion 75 a formed at the upper end portion of the cylinder 75. Of course, the state shown in FIG. 10 is a normal normal standing state, and the upper frame 42 moves downward against the urging force of the spring 76 when a large downward load is received from the rear seat occupant PR during a frontal collision. Will be moved to. Also in this embodiment, the rear seat occupant PR is exclusively protected during a frontal collision.

Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope of the claims. For example, the reduction deformation portion that reduces and deforms the seat back frame of the front seat 10 in the up and down direction is configured using two link members 51 and 52 in the first embodiment, and in the second embodiment the upper portion. Although it is configured using the link member 51 and configured using the cylinder 75 in the third embodiment, other appropriate structures can be adopted. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

1 is a simplified side view illustrating an example of a vehicle to which the present invention is applied. The perspective view which shows the front seat shown in FIG. 1 in the state which removed the cushion body. FIG. 3 is a cross-sectional view corresponding to line X3-X3 in FIG. 2. The principal part sectional drawing which shows an example of the stopper with which the lower end part of an upper frame contact | abuts. The principal part side view which shows the detail of connection with an upper frame and a lower frame. The simplified side view which shows the movement state of the upper frame at the time of a back collision. The simplified side view which shows the movement state of the upper frame at the time of a front collision. The simplified side view corresponding to Drawing 7 showing the 2nd embodiment of the present invention. FIG. 9 is a cross-sectional view corresponding to line X9-X9 in FIG. 8. The simplified side view corresponding to Drawing 7 showing the 3rd embodiment of the present invention.

V: Vehicle PF: Front seat occupant PR: Rear seat occupant 10: Front seat 11: Seat cushion 12: Seat back 13: Headrest 14: Seat belt 30: Rear seat 31: Seat cushion 32: Seat back 33: Headrest 34: Seat Belt 41: Lower frame 42: Upper frame 47: Buffer member 48: Stopper 49: Receiving member 50: Spring 51: Upper link member 51a, 51b: Rotating fulcrum 52: Lower link member 52a, 52b: Rotating fulcrum 75: Cylinder 76: Spring

Claims (6)

A vehicular seat device equipped with a seat back that is used for a front seat located immediately in front of a rear seat and can hold a standing state,
The seat back has a frame extending in the vertical direction in the standing state,
When a load of forward movement from the occupant of the rear seat is applied to the seat back in a standing state due to a frontal collision of a vehicle, at least the upper part of the seat back has a downward movement amount larger than a forward movement amount. Is moved downward,
A vehicle seat device. In claim 1,
The frame is divided into a lower frame and an upper frame with a headrest attached to the upper part,
The upper frame is held so as to be swingable around a rotation center set at the upper part of the lower frame,
When a load of forward movement from the rear seat occupant is applied to the upper frame, the upper frame is moved downward with respect to the lower frame while being swung around the rotation center. ,
A vehicle seat device. In claim 1,
The frame is divided into a lower frame and an upper frame with a headrest attached to the upper part,
The upper frame is held movably in the vertical direction with respect to the lower frame while being swung around the upper and lower rotation centers set on the upper and lower parts of the lower frame,
The headrest moves forward when a rearward load from the front seat occupant acts on the lower part of the upper frame during a rear collision, while the front load from the rear seat occupant increases during the front collision. The upper frame is moved downward when acting on the frame,
A vehicle seat device. In claim 2 or claim 3,
The upper frame is normally restricted from moving downward from a predetermined position by contacting a stopper attached to the lower frame,
When a load of forward movement from the rear seat occupant is applied to the upper frame, the upper frame moves over the stopper and moves downward.
A vehicle seat device. In claim 1,
The front SL frame, the load of the forward movement from the passenger of the rear seat when it is acting, reducing deformation unit for moving the upper portion of the frame downward is provided,
A vehicle seat device. In claim 5,
The frame is divided into a lower frame and an upper frame with a headrest attached to the upper part,
The upper frame is held so as to be movable in the vertical direction with respect to the lower frame, and the downward movement is normally restricted by the urging means,
When a forward movement load is applied from the rear seat occupant to the upper frame, the upper frame is moved downward against the urging force of the urging means.
A vehicle seat device.

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