JPH0937886A - Seat body for automobile - Google Patents
Seat body for automobileInfo
- Publication number
- JPH0937886A JPH0937886A JP19131795A JP19131795A JPH0937886A JP H0937886 A JPH0937886 A JP H0937886A JP 19131795 A JP19131795 A JP 19131795A JP 19131795 A JP19131795 A JP 19131795A JP H0937886 A JPH0937886 A JP H0937886A
- Authority
- JP
- Japan
- Prior art keywords
- spring
- seat
- shape
- cushion
- automobile
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Chair Legs, Seat Parts, And Backrests (AREA)
Abstract
Description
【0001】[0001]
【発明の属する技術分野】この発明は、自動車用座席体
に関し、特に乗用車等のシートクッションとして好適に
使用されるSバネ併用シートクッション体に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile seat body, and more particularly to an S spring combined seat cushion body which is preferably used as a seat cushion for passenger cars and the like.
【0002】[0002]
【従来の技術】従来、乗用車用として使用されてきた座
席体は、フルフォームシートクッション体、Sバネ・フ
ォーム併用シートクッション体、立体バネ・フォーム併
用シートクッション体の3種類に大別することができ
る。この中、フルフォーム構造のものは、構造が簡単で
軽く製造コストが安いという利点を有するが、バネ併用
型の座席体に比べるとバネ感や沈み込み感といった乗り
心地を左右する特性に欠けるので、排気量1500cc以
下の小型車に採用されている。一方、立体バネ・フォー
ム併用シートクッション体はバネ感、ソフト感に優れ面
剛性が高いという特徴を有するので、従来から高級車種
に使用されているが、コストが高く重いという難点があ
った。また、Sバネは立体バネに比べるとコストが安く
軽量なので、上記二車種の中間に位置する中級車用のS
バネ・フォーム併用シートクッション体として広く採用
されている。2. Description of the Related Art Seat bodies conventionally used for passenger cars can be roughly classified into three types: full-form seat cushion bodies, S-spring / foam combined seat cushion bodies, and three-dimensional spring / foam combined seat cushion bodies. it can. Among them, the full-form structure has the advantage of being simple in structure and light in manufacturing cost, but compared to a spring-combined seat body, it lacks the characteristics that influence the riding comfort such as the feeling of spring and the feeling of depression. It is used in small cars with a displacement of 1500cc or less. On the other hand, the three-dimensional spring / foam combined seat cushion body has a feature of being excellent in spring feeling and softness and having a high surface rigidity, and thus has been used for a high-class vehicle conventionally, but it has a drawback that it is expensive and heavy. Also, S springs are cheaper and lighter than solid springs, so S springs for middle-class vehicles that are located in the middle of the above two models
Widely used as a spring and foam combined seat cushion body.
【0003】[0003]
【発明が解決しようとする課題】ところで、最近の貿易
摩擦や急激な円高を反映して自動車部品のコスト削減に
も一段と拍車がかかる情勢にあり、立体バネに代わり、
コストの安いSバネを用いた座席体が高級車種にも次第
に浸透し、採用される傾向にある。By the way, in view of recent trade friction and the rapid appreciation of the yen, the cost reduction of automobile parts will be further accelerated.
The seat body using the S spring, which is low in cost, is gradually permeating into high-class vehicles and tends to be adopted.
【0004】しかるに、従来の立体バネ併用座席体と中
級車用Sバネ併用座席体については図4の性能比較図に
おいて前者を2点鎖線、後者を破線で示すように、バネ
構造の違いによる性能差が余りにも大きく、現行のSバ
ネ・フォーム併用シートクッション体をそのまま転用し
たのでは、最近の高級車種に求められている高度な乗り
心地の発現に対応仕切れないのが現状である。However, regarding the conventional three-dimensional spring combined seat body and the intermediate S vehicle combined S spring combined seat body, as shown by the two-dot chain line for the former and the broken line for the latter in the performance comparison diagram of FIG. The difference is too large, and if the current S-spring / foam combined seat cushion body is diverted as it is, it cannot be completed in order to meet the high ride comfort demanded of recent high-end models.
【0005】しかして、この発明の目的は、従来のSバ
ネ・フォーム併用シートクッション体の欠点であるバネ
感、ソフト感、面剛性を立体バネ併用型のレベルに向上
し、乗り心地を左右する各性能とコストの全てをバラン
スよく発揮し得る自動車用座席体を提供することにあ
る。Therefore, the object of the present invention is to improve the ride comfort by improving the spring feeling, soft feeling, and surface rigidity, which are the drawbacks of the conventional S spring / foam combined seat cushion body, to the level of the solid spring combined type. An object of the present invention is to provide a vehicle seat body capable of exerting all performance and cost in a well-balanced manner.
【0006】[0006]
【課題を解決するための手段】本発明者等は、上記の課
題を解決するため鋭意研究を行った結果、Sバネと併用
するフォームクッション体を高反発弾性のフォーム積層
体で構成し、かつ、その中間に挿入する剛性支持体の形
状を特定することにより所期の目的が達成されることを
見出だし、本発明を完成するにいたった。Means for Solving the Problems As a result of intensive studies to solve the above problems, the present inventors have constructed a foam cushion body used in combination with an S spring with a foam laminate having a high impact resilience, and The inventors have found that the intended purpose can be achieved by specifying the shape of the rigid support to be inserted in the middle, and have completed the present invention.
【0007】すなわち,本発明は、高反発弾性を有し硬
度の異なる2種のポリウレタンフォームを上下に積層
し、その間に剛性支持体を埋設させて所定形状に成形し
た異硬度クッション体を、Sバネを備えたクッションパ
ネル上に載置してなる自動車用座席体にして、上記異硬
度クッション体を構成する上下のポリウレタンフォーム
層の界面を着座者の体型にほぼ対応する形状に成形する
と同時に、少なくとも該座席後部域の上記界面に、これ
と一致する曲面形状に予め賦形した剛性支持体を埋設・
一体化して構成されていることを特徴とする自動車用座
席体をその要旨とするものである。That is, according to the present invention, a cushioning body of different hardness formed by stacking two types of polyurethane foams having high impact resilience and different hardnesses on top of each other and embedding a rigid support between them to form a predetermined shape is At the same time as an automobile seat body placed on a cushion panel provided with a spring, the interfaces between the upper and lower polyurethane foam layers forming the different hardness cushion body are formed into a shape substantially corresponding to the body shape of the seated person. At least the above-mentioned interface in the rear area of the seat is embedded with a rigid support pre-shaped in a curved shape corresponding to this.
The gist of the invention is an automobile seat body characterized by being integrally formed.
【0008】本発明を実施するに当って上下層に使用さ
れるポリウレタンフォームは、相互に硬度は異なるが反
発弾性は同一かほぼ同一のものが好ましい。上下層の硬
度(25%硬さ、kg/200mmφ)は10〜18の範囲で選
択され、反発弾性は75%以上、好ましくは80%前後
のものであり、例えば、上層として硬度15、反発弾性
80%のフォームを、下層として硬度12、反発弾性8
0%のフォームを選択し、両者を積層して本願発明の異
硬度フォームを構成することができる。またこれら上下
層のフォームは0.050 g/cm3 以上のコア密度を有
することが望ましい。 かかる特性を有する高弾性ポリ
ウレタンフォームは、例えば、特開平3−170113
号公報に開示されているところに従って、超高分子量を
有する2種類の特定なポリオール成分を適宜組み合わ
せ、原料ポリオール成分中に配合することにより比較的
容易に得ることができる。In carrying out the present invention, the polyurethane foams used in the upper and lower layers are preferably different in hardness but have the same or almost the same impact resilience. The hardness of the upper and lower layers (25% hardness, kg / 200mmφ) is selected in the range of 10 to 18, and the impact resilience is 75% or more, preferably around 80%. For example, the hardness of the upper layer is 15, the impact resilience. 80% foam as the lower layer, hardness 12 and impact resilience 8
It is possible to select 0% foam and laminate both to form the different hardness foam of the present invention. Further, it is desirable that the foam of these upper and lower layers has a core density of 0.050 g / cm 3 or more. A highly elastic polyurethane foam having such characteristics is disclosed in, for example, JP-A-3-170113.
As disclosed in the publication, it can be relatively easily obtained by appropriately combining two kinds of specific polyol components having an ultrahigh molecular weight and blending them in the raw material polyol component.
【0009】本発明に使用する剛性支持体は、上下フォ
ーム層界面の形状、即ち、着座者の体型にほぼ対応する
形状に成形された界面の内、少なくとも座席後部域の該
界面と一致する曲面形状に予め賦形されていることが肝
要であり、また、その材質としては加圧成型が可能な金
属、或いは加圧成型や射出成型の容易な硬質樹脂が好適
である。また、これら剛性支持体の材質とその厚みは、
要求される面剛性により適宜選定し使用されるものであ
るが、例えばポリプロピレン樹脂については3mm前後の
厚みに設定すると、所定の形状に成形し易く、しかも適
正な剛性が得られ好適である。更にこの剛性支持体に
は、金型への取り付け性や上下フォーム層との密着性、
及び製品シートの通気性を確保するために、5〜15mm
φ程度の大きさを有する複数個の貫通穴を付与しておく
こともできる。The rigid support used in the present invention has a curved surface which is at least coincident with the interface of the upper and lower foam layer interfaces, that is, at least the interface formed in the shape substantially corresponding to the body shape of the seated person. It is important that the shape is preliminarily shaped, and as the material thereof, a metal that can be pressure-molded or a hard resin that is easily pressure-molded or injection-molded is preferable. The material and thickness of these rigid supports are
It is appropriately selected and used according to the required surface rigidity. For example, when the polypropylene resin is set to have a thickness of about 3 mm, it is preferable because it can be easily molded into a predetermined shape and an appropriate rigidity can be obtained. Furthermore, this rigid support is easy to attach to the mold and adheres to the upper and lower foam layers.
And 5 to 15 mm to ensure the air permeability of the product sheet
It is also possible to provide a plurality of through holes having a size of about φ.
【0010】本発明に係る自動車用座席体は、例えば、
特公平3−60280号公報に開示されている異硬度シ
ートクッションの成形方法およびその装置を利用して比
較的容易に製造することができる。即ち、下型の周辺に
開閉可能に連結された2組の上型を有する成形型におい
て、所要の形状に設計された上層用上型の内面(ここで
は特に、少なくとも座席後部域に相当する部位の形状は
着座者の体型にほぼ対応する形状に設計されている)の
少なくとも座席後部域に相当する部位に、これと一致す
る形状に予め賦形された剛性支持体を着脱可能に沿接さ
せて固定し、上記下型に第一の高反発弾性ポリウレタン
フォーム用原液を注入し、上層用上型を閉じて発泡さ
せ、ついで該上型を開き、一体成形された発泡体の上に
第二の高反発弾性ポリウレタンフォーム用原液を注入
し、下層用上型を閉じて発泡させることにより、上下層
の所定界面に剛性支持体が埋設・一体化された異硬度ク
ッション体が得られる。The vehicle seat body according to the present invention is, for example,
It can be relatively easily manufactured by using the method and apparatus for molding the different hardness seat cushion disclosed in Japanese Patent Publication No. 3-60280. That is, in a forming die having two sets of upper dies that are openably and closably connected to the periphery of the lower die, the inner surface of the upper die for the upper layer designed to have a desired shape (here, in particular, at least a portion corresponding to the seat rear area) The shape is designed to almost correspond to the body shape of the seated person). At least a portion corresponding to the seat rear area has a rigid support body preliminarily shaped to match this shape, and is detachably attached. Then, the first high resilience polyurethane foam stock solution is injected into the lower mold, the upper mold for the upper layer is closed to foam, then the upper mold is opened, and the second mold is formed on the integrally molded foam. By pouring the undiluted solution for high resilience polyurethane foam, closing the upper mold for the lower layer and foaming, a cushioning body of different hardness in which a rigid support is embedded and integrated at a predetermined interface between the upper and lower layers is obtained.
【0011】この発明では、Sバネ上に載置するフォー
ムクッション体を三層構造異硬度クッション体とし、そ
の上下層を高反発弾性のポリウレタンフォームで形成し
たので、シートクッション体としてはSバネ構造であり
ながら立体バネ構造並のバネ感、クッション感、ソフト
感が得られる。また、上下フォーム層の中間に着座者の
体型に対応した立体形状の剛性支持体を埋設したので、
面たわみ性が改善される。また、体圧分布が一様とな
り、良好な座り心地が得られる。According to the present invention, the foam cushion body mounted on the S spring is a three-layer structure different hardness cushion body, and the upper and lower layers thereof are formed of polyurethane foam having high impact resilience, so that the seat cushion body has the S spring structure. However, it is possible to obtain the spring feeling, cushion feeling, and soft feeling equivalent to those of the three-dimensional spring structure. Also, since a solid support having a three-dimensional shape corresponding to the body shape of the seated person is embedded in the middle of the upper and lower foam layers,
The surface flexibility is improved. In addition, the body pressure distribution becomes uniform, and good sitting comfort can be obtained.
【0012】また、Sバネとの複合作用により走行中の
振動遮断性が極めて良好で、しびれ感を覚えず、耐久性
のよい座席体が得られる。更に、従来の工程を利用して
の一体発泡成形が可能なので、コストが安く製造でき
る。Further, due to the combined action with the S spring, the vibration isolation property during traveling is extremely good, and a seat body having a durable feeling without feeling numbness can be obtained. Further, since it is possible to perform integral foam molding using the conventional process, it is possible to manufacture at low cost.
【0013】[0013]
【発明の実施の形態および実施例】つぎに実施例を挙げ
て、本発明の特徴をより詳細に説明する。図1は、この
発明に係る自動車用座席体の一例を示す中央縦断面図で
ある。図2は、同座席体の縦断面斜視図である。図3
は、図2の III−III 線に沿う横断面図である。図にお
いて、1は異硬度クッション体、2と3は硬度の異なる
反発弾性80%の高弾性ポリウレタンフォームからなる
上層部と下層部であり、4はこれら上層部と下層部の界
面、5はポリプロピレン樹脂製の剛性支持体、6はSバ
ネ、7はクッションパネルである。BEST MODE FOR CARRYING OUT THE INVENTION The features of the present invention will be described in more detail with reference to the following examples. FIG. 1 is a central longitudinal sectional view showing an example of a vehicle seat body according to the present invention. FIG. 2 is a vertical cross-sectional perspective view of the seat body. FIG.
FIG. 3 is a transverse sectional view taken along the line III-III in FIG. 2. In the figure, 1 is a cushion body with different hardness, 2 and 3 are an upper layer portion and a lower layer portion which are made of a high-elasticity polyurethane foam having a rebound resilience of 80% and different hardness, 4 is an interface between the upper layer portion and the lower layer portion, and 5 is polypropylene. A rigid support made of resin, 6 is an S spring, and 7 is a cushion panel.
【0014】上記ポリプロピレン製の剛性支持体5は、
予め別モールドにて、厚み3mmの板状シートを着座者の
体型、特に、臀部の着座姿勢にほぼ対応する形状に加圧
成形されてなり、前記した一体発泡成形法により同じ形
状の曲面に成形されてなる座席後部域8の上下層界面に
沿って埋設、一体化されている。この実施例のように、
剛性支持体5はSバネの上部に設けるだけで面剛性の向
上には十分であるが、座面側部9の支持性を高めたい場
合には、その左右の端部を延長し、***する側部9の内
部上下層界面に沿って埋設することもできる。しかし、
いづれの場合も、着座者の太腿の下部に位置する座席前
部域10に埋設することは、クラッチ操作の障害となり
好ましくない。また、面たわみ性に悪影響を及ぼし、乗
り心地をも低下させるので好ましくない。The rigid support 5 made of polypropylene is
A 3 mm-thick plate sheet is pre-molded in a separate mold to a shape that corresponds to the body shape of the seated person, especially the sitting posture of the buttocks, and molded into a curved surface of the same shape by the integral foam molding method described above. The seat rear area 8 thus formed is buried and integrated along the upper and lower layer interfaces. As in this example,
The rigid support body 5 is sufficient to improve the surface rigidity only by providing it on the upper portion of the S spring, but if it is desired to enhance the supportability of the seat surface side portion 9, the left and right ends thereof are extended and raised. It can also be embedded along the inner upper and lower layer interfaces of the side portion 9. But,
In any case, it is not preferable to bury the seat front part 10 located under the thigh of the seated person because it hinders the clutch operation. In addition, the surface flexibility is adversely affected and the riding comfort is also reduced, which is not preferable.
【0015】表1は、この実施例において上下層を構成
する高弾性ポリウレタンフォームのフォーム特性を示し
たものである。Table 1 shows the foam characteristics of the high-elasticity polyurethane foam constituting the upper and lower layers in this example.
【表1】 [Table 1]
【0016】この例では、上層のコア硬度(25%硬
さ)を下層より高くして積層フォーム層を構成している
いるが、これに限らず、場合によっては上下の位置関係
を逆転して、上層のコア硬度を下層より低く設定するこ
とも可能である。In this example, the core hardness (25% hardness) of the upper layer is made higher than that of the lower layer to form the laminated foam layer, but the present invention is not limited to this, and in some cases, the vertical positional relationship may be reversed. It is also possible to set the core hardness of the upper layer lower than that of the lower layer.
【0017】また、これら上下層の厚みは、要求特性並
びに選択するフォーム特性に応じて適宜設定されるもの
であるが、表1の高弾性ポリウレタンフォームからなる
本実施例においては、図3に示した座席後部域の総厚み
は100mmであり、上下層の厚み比は1:1に設定され
ている。The thicknesses of these upper and lower layers are appropriately set according to the required characteristics and the foam characteristics to be selected. In the present embodiment of the high elastic polyurethane foam shown in Table 1, shown in FIG. The total thickness of the seat rear area is 100 mm, and the thickness ratio of the upper and lower layers is set to 1: 1.
【0018】ついで、かかる異硬度クッション体1をS
バネ5を備えたクッションパネル7上に載置して図1〜
3に示すごとき座席体を構成するが、通常Sバネ5上に
位置する該クッション体の裏面には、不織布等の補強層
を予め一体発泡しておくことが多い。Then, the cushion body 1 with different hardness is
1 to be mounted on a cushion panel 7 provided with a spring 5.
Although a seat body as shown in FIG. 3 is constructed, a reinforcing layer such as a non-woven fabric is often integrally foamed in advance on the back surface of the cushion body which is usually located on the S spring 5.
【0019】図4は、この発明に係る自動車用座席体を
含む3種の座席体につき測定された性能比較図である。
図において、一点鎖線は上記実施例、2点鎖線は従来構
造の高級車用立体バネ併用座席体(比較例1)、破線は
同じく中級車用Sバネ併用座席体(比較例2)に関する
性能図である。このように従来型の座席体についてはバ
ネ構造の違いによる長所欠点が明瞭に認められる。な
お、この比較例1に使用されているクッションパッドは
35mm厚、反発弾性70%のポリウレタンフォームの単
一層からなり、比較例2のクッションパッドは、70mm
厚、反発弾性65%のポリウレタンフォームの単一層か
らなるものである。FIG. 4 is a performance comparison diagram measured for three types of seat bodies including the vehicle seat body according to the present invention.
In the figure, the alternate long and short dash line is the above-mentioned embodiment, the alternate long and two short dashes line is a performance diagram for a luxury vehicle three-dimensional spring combined seat body (Comparative Example 1), and a broken line is an intermediate spring S spring combined seat body (Comparative Example 2). Is. As described above, the advantages and disadvantages of the conventional seat body due to the difference in the spring structure are clearly recognized. The cushion pad used in Comparative Example 1 is 35 mm thick and is composed of a single layer of polyurethane foam having a rebound resilience of 70%. The cushion pad of Comparative Example 2 is 70 mm thick.
It consists of a single layer of polyurethane foam with a thickness and 65% impact resilience.
【0020】図4から明らかなごとく、この発明に係る
自動車用座席体においては、従来から立体バネ構造をS
バネ構造に変えようとする際に認められた乗り心地性能
の低下、特に、バネ感、ソフト感及び面剛性の低下が効
果的に防止され、しかも立体バネに固有のヒョコヒョコ
感(上半身及び視覚で感じる低周波領域(3Hz前後)で
の身体合体での上下動)が解消されて、乗り心地性能が
向上し、耐久性の低下もなく、コスト面でも極めて有利
である。As is apparent from FIG. 4, in the vehicle seat body according to the present invention, the three-dimensional spring structure has been conventionally used.
The reduction in riding comfort performance, which is recognized when trying to change to a spring structure, in particular, the spring feeling, soft feeling, and decrease in surface rigidity are effectively prevented, and the sick feeling unique to the three-dimensional spring (the upper body and the visual sense It eliminates the feeling of vertical movement (when the body is united in the low frequency range (around 3 Hz)), improves ride comfort, does not reduce durability, and is extremely advantageous in terms of cost.
【0021】図5及び図6は、この実施例に係る異硬度
クッション体と従来型の異硬度クッション体について測
定した体圧分布の圧力パターンを示したものである。後
者の従来型クッション体は、剛性支持体の形状が平板状
であるという点を除くと、この発明に係るクッション体
と同じ構成を有するごとく成形されたものである。図を
比較すると明らかなように、着座者の体型にほぼ対応し
た三次元形状に形成された支持体では、平板状のものに
比して、圧力の分散が一様となり、より均一な体圧分布
特性が得られる。FIGS. 5 and 6 show pressure patterns of body pressure distributions measured for the different hardness cushion body according to this embodiment and the conventional different hardness cushion body. The latter conventional cushion body is molded so as to have the same structure as the cushion body according to the present invention except that the rigid support body is flat. As is clear from a comparison of the figures, in the support formed in a three-dimensional shape that almost corresponds to the body shape of the occupant, the pressure distribution is more uniform and the body pressure is more uniform than that of the flat support. Distribution characteristics are obtained.
【0022】,また、図7に示す破線と実線の曲線は、
それぞれ反発弾性が70%と80%のポリウレタンフォ
ーム素材について測定された自由振動特性図である。こ
の図より判るように、本発明において従来型の立体バネ
構造の座席体とほぼ同等のバネ感が得られるのは、従来
のフォーム材料に比して高反発弾性のポリウレタンフォ
ームを使用したことに主たる原因がある。Further, the curves of the broken line and the solid line shown in FIG.
It is a free vibration characteristic figure measured about the polyurethane foam raw material of 70% and 80% of impact resilience, respectively. As can be seen from this figure, in the present invention, a spring feeling almost equal to that of the seat body of the conventional three-dimensional spring structure is obtained because the polyurethane foam having a high impact resilience as compared with the conventional foam material is used. There are major causes.
【0023】上記のごとき自動車用座席体に関する各性
能は、下記の方法により測定したものである。 ヒョコヒョコ感; 上半身及び視覚で感じる低周波領域
(3Hz前後)での身体合体での上下動の大きさに関し、
代用特性としては図8に示した強制振動試験での共振倍
率をみる。この値が低いほど好ましい。 バネ感 ; シート着座時に感じる反発性のこと
であり、代用特性としては図7に示した自由振動試験で
の反発率R(= b/a ×100 )を用いる。この値が高い
ほど好ましい。 面剛性 ; 座面がしっかりしており、局部的に
荷重をかけても面全体でたわむことをさし、官能試験に
より5段階に分けて評価した。数値の高い方が良好であ
る。 ソフト感 ; 座り込み時および座った後の柔らか
さを表すもので、使用したポリウレタンフォームの硬
度、たわみ特性が支配的要因であるが、この場合は官能
試験により5段階に分けて評価した。数値の高い方が良
好である。 コスト ; 立体バネ構造の座席体の材料コスト
を1として指数表示した材料コスト比であり、値が小さ
い方が好ましい。 上記により測定された性能とコスト計算の結果を表2に
纏めて示す。The respective performances of the above-mentioned automobile seat body are measured by the following methods. Feeling of fluttering; Regarding the magnitude of vertical movement when the body is united in the low frequency region (around 3 Hz) that is felt by the upper body and visually,
As a substitute characteristic, look at the resonance magnification in the forced vibration test shown in FIG. The lower this value is, the more preferable. Spring sensation: Repulsiveness felt when seated on the seat, and the restitution rate R (= b / a × 100) in the free vibration test shown in FIG. 7 is used as a substitute characteristic. The higher this value is, the more preferable. Surface rigidity: It means that the seating surface is firm and that the entire surface can bend even if a load is locally applied. The higher the number, the better. Softness: Softness after sitting and after sitting. The hardness and flexural properties of the polyurethane foam used are the dominant factors, but in this case, the sensory test was used to classify it into 5 grades. The higher the number, the better. Cost: A material cost ratio expressed as an index with the material cost of the seat body of the three-dimensional spring structure being 1, and the smaller the value, the better. The performance measured above and the result of cost calculation are summarized in Table 2.
【0024】[0024]
【表2】 [Table 2]
【0025】[0025]
【発明の効果】この発明は、クッション体を格別高弾性
のポリウレタンフォームで構成し、かつ、その中間層と
して埋設する剛性支持体を着座者の体型に対応した立体
形状に構成したので、Sバネ併用座席体でありながら従
来型の立体バネ構造に特有な性能を同時に合わせ持ち、
乗り心地と耐久性にすぐれ、しかも従来工法を用いて安
価に製造できる自動車用座席体を提供しうる。As described above, according to the present invention, since the cushion body is made of polyurethane foam having a particularly high elasticity, and the rigid support embedded as an intermediate layer thereof has a three-dimensional shape corresponding to the body shape of the seated person, the S spring is used. Although it is a combined seat body, it also has the unique performance of the conventional three-dimensional spring structure at the same time,
It is possible to provide a vehicle seat body which is excellent in ride comfort and durability and can be manufactured at low cost by using the conventional method.
【図面の簡単な説明】[Brief description of drawings]
【図1】この発明に係る自動車用座席体の一例を示す中
央縦断面図である。FIG. 1 is a central longitudinal sectional view showing an example of a vehicle seat body according to the present invention.
【図2】図1に示す同座席体の縦断面斜視図である。FIG. 2 is a vertical cross-sectional perspective view of the seat body shown in FIG.
【図3】図2の III−III 線に沿う横断面図である。3 is a cross-sectional view taken along the line III-III in FIG.
【図4】この発明に係る自動車用座席体及びバネ構造を
異にする2種の従来型座席体につき測定された性能比較
図である。FIG. 4 is a performance comparison diagram measured for two types of conventional seat bodies according to the present invention having different seat structures for vehicles and spring structures.
【図5】この発明に係る同座席体について測定された体
圧分布の圧力パターンである。FIG. 5 is a pressure pattern of body pressure distribution measured for the same seat body according to the present invention.
【図6】本発明に係る立体形状の剛性支持体に代わり、
平板状の剛性支持体を使用した座席体について測定され
た体圧分布の圧力パターンである。FIG. 6 is an alternative to the three-dimensional rigid support according to the present invention,
It is a pressure pattern of the body pressure distribution measured about the seat body which uses a plate-like rigid support body.
【図7】反発弾性が70%と80%のポリウレタンフォ
ーム素材について測定された自由振動特性図である。FIG. 7 is a free vibration characteristic diagram measured for polyurethane foam materials having impact resilience of 70% and 80%.
【図8】この発明に係る自動車用座席体及びバネ構造を
異にする2種の従来型座席体につき測定された強制振動
特性図である。FIG. 8 is a forced vibration characteristic diagram measured for two types of conventional seat bodies having different spring structures and a vehicle seat body according to the present invention.
【図9】従来の高級車用座席体の一例を示す中央縦断面
図てある。FIG. 9 is a central vertical sectional view showing an example of a conventional luxury vehicle seat body.
【図10】従来の中級車用座席体の一例を示す中央縦断
面図てある。FIG. 10 is a central vertical cross-sectional view showing an example of a conventional seat body for a middle-class vehicle.
1: 異硬度クッション体 4: 界面 5: 剛性支持体 6: Sバネ 7: クッションパネル 8: 座席後部域 1: Different hardness cushion body 4: Interface 5: Rigid support body 6: S spring 7: Cushion panel 8: Seat rear area
───────────────────────────────────────────────────── フロントページの続き (72)発明者 山本 純治 大阪府大阪市西区江戸堀1丁目17番18号 東洋ゴム工業株式会社内 (72)発明者 浅野 耕世 愛知県豊田市トヨタ町1番地 トヨタ自動 車株式会社内 (72)発明者 四方 喜代己 愛知県豊田市トヨタ町1番地 トヨタ自動 車株式会社内 (72)発明者 室井 純次 愛知県豊田市トヨタ町1番地 トヨタ自動 車株式会社内 (72)発明者 浅生 強 愛知県豊田市トヨタ町1番地 トヨタ自動 車株式会社内 (72)発明者 白鳥 満夫 愛知県豊田市トヨタ町1番地 トヨタ自動 車株式会社内 (72)発明者 板谷 秀実 愛知県豊田市住吉町2丁目2番地5 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Junji Yamamoto 1-17-18 Edobori, Nishi-ku, Osaka City, Osaka Prefecture Toyo Tire & Rubber Co., Ltd. (72) Inventor Kosei Asano 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Incorporated (72) Inventor Kiyomi Kiyo 1 Toyota-cho, Toyota-City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Junji Muroi 1 Toyota-cho, Toyota-shi, Aichi Toyota Motor Co., Ltd. (72) Invention Person Asa Osamu 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd. (72) Inventor Mitsuo Shiratori, Toyota City, Aichi Prefecture Toyota Town 1 Toyota Motor Co., Ltd. (72) Inventor Hidemi Itaya Sumiyoshi Toyota City, Aichi Prefecture 2-chome, 2-5
Claims (2)
リウレタンフォームを上下に積層し、その間に剛性支持
体を埋設させて所定形状に成形した異硬度クッション体
を、Sバネを備えたクッションパネル上に載置してなる
自動車用座席体にして、上記異硬度クッション体を構成
する上下のポリウレタンフォーム層の界面を着座者の体
型にほぼ対応する形状に成形すると同時に、少なくとも
座席後部域の上記界面に、これと一致する曲面形状に予
め賦形した剛性支持体を埋設・一体化して構成されてい
ることを特徴とする自動車用座席体。1. A different hardness cushion body formed by stacking two types of polyurethane foam having high impact resilience and different hardnesses vertically, and embedding a rigid support between them to form a predetermined shape, and having an S spring. A seat body for an automobile mounted on a cushion panel is formed, and at the same time, the interface between the upper and lower polyurethane foam layers constituting the different hardness cushion body is formed into a shape substantially corresponding to the body shape of the seated person, and at the same time at least the seat rear area is formed. A seat body for an automobile, characterized in that a rigid support body, which is shaped in advance in a curved surface shape corresponding to the interface, is embedded and integrated in the above interface.
ぞれ75%以上の反発弾性を有する請求項1記載の自動
車用座席体。2. The automobile seat body according to claim 1, wherein each of the two types of polyurethane foam has a rebound resilience of 75% or more.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP19131795A JPH0937886A (en) | 1995-07-27 | 1995-07-27 | Seat body for automobile |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP19131795A JPH0937886A (en) | 1995-07-27 | 1995-07-27 | Seat body for automobile |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH0937886A true JPH0937886A (en) | 1997-02-10 |
Family
ID=16272551
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP19131795A Pending JPH0937886A (en) | 1995-07-27 | 1995-07-27 | Seat body for automobile |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0937886A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH1118867A (en) * | 1997-06-30 | 1999-01-26 | Takara Belmont Co Ltd | Chair and its manufacture |
KR101460706B1 (en) * | 2013-07-12 | 2014-11-12 | (주)케이엠앤아이 | Pad for Motor Vehicle Seat having Top and Bottom Different Hardness and Manufacturing Method of the Same |
JP2016026952A (en) * | 2014-06-26 | 2016-02-18 | Jr東日本テクノロジー株式会社 | Seat for railway vehicle |
-
1995
- 1995-07-27 JP JP19131795A patent/JPH0937886A/en active Pending
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH1118867A (en) * | 1997-06-30 | 1999-01-26 | Takara Belmont Co Ltd | Chair and its manufacture |
KR101460706B1 (en) * | 2013-07-12 | 2014-11-12 | (주)케이엠앤아이 | Pad for Motor Vehicle Seat having Top and Bottom Different Hardness and Manufacturing Method of the Same |
JP2016026952A (en) * | 2014-06-26 | 2016-02-18 | Jr東日本テクノロジー株式会社 | Seat for railway vehicle |
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