阅读说明：本技术 车辆用座椅滑动构造 (Seat slide structure for vehicle ) 是由 中野史朗 于 2019-12-31 设计创作，主要内容包括：车辆用座椅滑动构造具有：左右一对滑轨,其构成为包括上轨道和下轨道,所述上轨道安装于车辆用座椅的下部,所述下轨道将上轨道支承为能够沿车辆前后方向滑动；轨道引导构件,其固定于地板,并将下轨道支承为能够在车辆前方侧的驾驶位置与车辆后方侧的放松位置之间沿车辆前后方向滑动；以及锁定机构,其在放松位置将滑轨的移动锁定,并且在检测到或预测到车辆的正面碰撞时将锁定状态解除。(A seat slide structure for a vehicle includes: a pair of left and right slide rails configured to include an upper rail attached to a lower portion of a vehicle seat and a lower rail supporting the upper rail to be slidable in a vehicle front-rear direction; a rail guide member fixed to the floor and supporting the lower rail to be slidable in a vehicle front-rear direction between a driving position on a vehicle front side and a release position on a vehicle rear side; and a lock mechanism that locks movement of the slide rail at the release position and releases the locked state when a frontal collision of the vehicle is detected or predicted.)

1. A seat slide structure for a vehicle, wherein,

the vehicle seat slide structure includes:

a pair of left and right slide rails configured to include an upper rail attached to a lower portion of a vehicle seat and a lower rail supporting the upper rail slidably in a vehicle front-rear direction;

a rail guide member fixed to a floor and supporting the lower rail to be slidable in a vehicle front-rear direction between a driving position on a vehicle front side and a release position on a vehicle rear side; and

a lock mechanism that locks movement of the slide rail in the relaxed position and releases a locked state when a frontal collision of the vehicle is detected or predicted.

2. The vehicle seat slide construction according to claim 1, wherein,

the vehicle seat slide structure includes a damping mechanism that damps inertial movement of the slide rail from the rest position toward a vehicle front side at a time of a frontal collision of the vehicle.

3. The vehicle seat slide construction according to claim 2, wherein,

the damping mechanism includes a rod that is provided below the slide rail, extends in a vehicle front-rear direction, and is movable at least at a rear portion thereof upward, an ejector that moves the rod upward by operating the ejector, and a rod receiver that moves together with the slide rail,

the ejector is configured to operate when the slide rail is in the relaxed position and a frontal collision of the vehicle is detected or predicted,

the rod receiver engages with a rear portion of the rod that has moved upward, and crushes the rod in the axial direction along with inertial movement of the slide rail toward the vehicle front side.

4. The vehicle seat slide construction according to claim 2, wherein,

the vehicle seat slide structure includes a moving mechanism including a cross member that couples a pair of left and right slide rails in a vehicle width direction, a wire wound between a pair of pulleys provided in a vehicle front-rear direction, and a fixing bracket that fixes the wire to the cross member,

the damping mechanism includes a deformation member having one end side attached to the cross member and the other end side attached to the wire, and the deformation member is stretched by inertial movement of the cross member toward the vehicle front side to generate plastic deformation.

5. The vehicle seat slide construction according to claim 2, wherein,

the damping mechanism includes a movable body that inertially moves toward the vehicle front side integrally with the lower rail at the time of a frontal collision of the vehicle, and an energy absorbing member that damps the inertial movement of the rail toward the vehicle front side in accordance with the inertial movement of the movable body.

6. The vehicle seat slide construction according to claim 5, wherein,

the energy absorbing member is a deformation member that is stretched by inertial movement of the mobile body to be plastically deformed.

7. The vehicle seat slide construction according to claim 5, wherein,

the energy absorbing member is configured to include a first disk coupled to one of the moving bodies via a wire, and a second disk coupled to the other of the moving bodies via a wire and overlapping the first disk,

the first disc is rotated in one direction in accordance with the movement of one of the movable bodies to the vehicle front side, and the second disc is rotated in the opposite direction to the first disc in accordance with the movement of the other movable body to the vehicle front side.

8. The vehicle seat slide construction according to claim 3, wherein,

the ejector is ejected by generating gas therein, and moves the rod upward.

9. The vehicle seat slide construction according to claim 3, wherein,

the rod is formed by extrusion so that the front end portion has a larger cross-sectional area than the rear end portion.

Technical Field

The present disclosure relates to a seat slide structure for a vehicle.

Background

Japanese patent application laid-open No. 2018-176902 discloses a structure including a first slide mechanism and a second slide mechanism that are capable of moving a vehicle seat on which an occupant sits in a vehicle front-rear direction. In addition, in patent document 1, control is performed such that: the vehicle seat can be slid rearward during automatic driving as compared to manual driving.

However, in japanese patent application laid-open No. 2018-176902, when a vehicle is involved in a frontal collision with a vehicle seat sliding rearward, there is a possibility that the driver cannot be restrained well by a restraint device such as a driver seat airbag or a knee airbag.

Disclosure of Invention

The present disclosure provides a vehicle seat slide structure capable of improving collision safety performance at the time of a frontal collision of a vehicle.

A vehicle seat sliding structure according to a first aspect of the present disclosure includes: a pair of left and right slide rails configured to include an upper rail attached to a lower portion of a vehicle seat and a lower rail supporting the upper rail slidably in a vehicle front-rear direction; a rail guide member fixed to a floor and supporting the lower rail to be slidable in a vehicle front-rear direction between a driving position on a vehicle front side and a release position on a vehicle rear side; and a lock mechanism that locks movement of the slide rail at the release position and releases a locked state when a frontal collision of the vehicle is detected or predicted.

In a vehicle seat sliding structure according to a first aspect of the present disclosure, a pair of left and right slide rails includes an upper rail and a lower rail, and the upper rail is supported by the lower rail so as to be slidable in a vehicle front-rear direction. In addition, the lower rail is supported by the rail guide member so as to be slidable in the vehicle front-rear direction between the riding position and the release position. Also, the movement of the slide rail is locked with the locking mechanism at the release position. Here, the lock mechanism releases the locked state when a frontal collision of the vehicle is detected or predicted. As a result, after a collision, the slide rail is inertially moved to the driving position, and the occupant can be restrained by the existing restraint device such as a driver seat airbag and a knee airbag.

In addition to the first aspect, a vehicle seat sliding structure according to a second aspect of the present disclosure includes a damping mechanism that damps inertial movement of the slide rail from the rest position toward a vehicle front side at a time of a frontal collision of the vehicle.

In the vehicle seat slide structure according to the second aspect of the present disclosure, the damping mechanism is provided to damp inertial movement of the slide rail from the rest position toward the vehicle front side at the time of a frontal collision of the vehicle. This allows the vehicle seat to be moved toward the vehicle front side while maintaining the posture of the occupant seated in the vehicle seat. That is, the occurrence of a so-called submarine phenomenon (occupant sinking toward the front side of the vehicle) can be suppressed.

In addition to the second aspect, in a seat sliding structure for a vehicle according to a third aspect of the present disclosure, the damping mechanism includes a lever that is provided below the slide rail, extends in a vehicle front-rear direction, and is movable at least at a rear portion upward, an ejector that moves the lever upward by being operated, and a lever receiver that moves together with the slide rail, and the ejector is configured to be operated when the slide rail is at the release position and a frontal collision of the vehicle is detected or predicted, and the lever receiver engages with the rear portion of the lever that has moved upward, and crushes the lever in an axial direction in accordance with an inertial movement of the slide rail toward a vehicle front side.

In a vehicle seat slide structure according to a third aspect of the present disclosure, the damping mechanism includes a lever, an ejector, and a lever receiver, and when a frontal collision of the vehicle is detected or predicted, the rear end portion of the lever is moved upward by the ejector. Thereby, the rear end portion of the rod is engaged with the rod receiver. Further, since the locked state of the slide rail by the lock mechanism is released, the slide rail is inertially moved from the release position toward the vehicle front side after the collision. At this time, since the rod receiver inertially moves toward the vehicle front side together with the slide rail, the rod is crushed in the axial direction, and the inertial movement of the slide rail can be attenuated.

In addition to the second aspect, a vehicle seat slide structure according to a fourth aspect of the present disclosure includes a moving mechanism including a cross member that connects a pair of left and right slide rails in a vehicle width direction, a wire that is wound between a pair of pulleys provided in a vehicle front-rear direction, and a fixing bracket that fixes the wire to the cross member, and a damping mechanism including a deforming member that is attached to the cross member at one end side and attached to the wire at the other end side, and that is stretched by inertial movement of the cross member toward a vehicle front side to generate plastic deformation.

In the vehicle seat sliding structure according to the fourth aspect of the present disclosure, the fixing bracket can be moved in the vehicle front-rear direction by moving the wire rod wound between the pulleys. Thereby, the pair of left and right slide rails can be moved in the vehicle front-rear direction between the drive position and the release position via the cross member.

The damping mechanism further includes a deformation member that connects the cross member and the wire rod, and the deformation member is stretched by inertial movement of the cross member toward the vehicle front side to cause plastic deformation. Thereby, the deformation member is plastically deformed when the slide rail is inertially moved from the relaxed position to the vehicle front side at the time of a frontal collision of the vehicle. As a result, the inertial movement of the slide rail can be damped.

In addition to the second aspect, in a vehicle seat sliding structure according to a fifth aspect of the present disclosure, the damping mechanism includes a movable body that is caused to perform inertial movement toward the vehicle front side integrally with the lower rail at the time of a frontal collision of the vehicle, and an energy absorbing member that damps the inertial movement of the rail toward the vehicle front side in accordance with the inertial movement of the movable body.

In the vehicle seat sliding structure according to the fifth aspect of the present disclosure, when the slide rail is inertially moved from the rest position toward the vehicle front side at the time of a frontal collision of the vehicle, the moving body is inertially moved toward the vehicle front side integrally with the lower rail of the slide rail. At this time, the energy absorbing member damps the inertial movement of the slide rail toward the vehicle front side in accordance with the inertial movement of the mobile body.

In addition to the fifth aspect, in a vehicle seat sliding structure according to a sixth aspect of the present disclosure, the energy absorbing member is a deformation member that is stretched by inertial movement of the movable body and is plastically deformed.

In a vehicle seat sliding structure according to a sixth aspect of the present disclosure, the deformation member is coupled to the moving body via a wire. As a result, the deformable member is stretched in association with the inertial movement of the mobile body toward the vehicle front side at the time of a frontal collision of the vehicle. As a result, the deformation member can be plastically deformed, and inertial movement of the slide rail toward the vehicle front side can be damped.

In addition to the fifth aspect, in a vehicle seat sliding structure according to a seventh aspect of the present disclosure, the energy absorbing member includes a first disk coupled to one of the moving bodies via a wire, and a second disk coupled to the other of the moving bodies via a wire and overlapping the first disk, and the first disk rotates in one direction in accordance with movement of the one of the moving bodies toward a vehicle front side, and the second disk rotates in a direction opposite to the first disk in accordance with movement of the other of the moving bodies toward the vehicle front side.

In a seventh aspect of the present disclosure, a vehicle seat sliding structure in which a first disc is coupled to one of moving bodies via a wire, and a second disc is coupled to the other moving body via a wire. The first disk and the second disk are overlapped and rotated in opposite directions with the movement of the moving body. Thereby, frictional resistance is generated at the surface contact portion of the first disc and the second disc, and inertial movement of the slide rail toward the vehicle front side can be damped.

As described above, according to the vehicle seat sliding structure of the present disclosure, it is possible to improve collision safety performance at the time of a frontal collision of a vehicle.

Drawings

Exemplary embodiments are described in detail based on the following figures, wherein:

fig. 1 is an exploded perspective view showing the entire configuration of a vehicle seat slide structure of a first embodiment.

Fig. 2 is an enlarged cross-sectional view of the slide rail and the cross member on the left side of the vehicle in the first embodiment, as viewed from the front side of the vehicle.

Fig. 3 is an enlarged cross-sectional view showing the lock mechanism of the first embodiment in an enlarged manner as viewed from the vehicle front side.

Fig. 4 is a schematic plan view schematically showing the entire structure of the vehicle seat sliding structure of the first embodiment, and is a view showing a state in which the slide rail is in the driving position.

Fig. 5 is a schematic plan view showing a state where the slide rail is moved from the state of fig. 4 to a relaxed position.

Fig. 6A is a schematic plan view showing a state before a frontal collision of the vehicle in the vehicle seat sliding structure of the first embodiment.

Fig. 6B is a schematic plan view showing a state after a frontal collision of the vehicle in the vehicle seat sliding structure of the first embodiment.

Fig. 7 is a cross-sectional view, as viewed from the vehicle width direction, showing the overall structure of the vehicle seat sliding structure of the second embodiment.

Fig. 8 is a cross-sectional view, as viewed from the vehicle width direction, showing the entire structure of the vehicle seat sliding structure in the case where the lever is ejected from the state of fig. 7.

Fig. 9 is a cross-sectional view, as viewed from the vehicle width direction, showing the overall structure of the vehicle seat sliding structure in a case where the vehicle seat inertially moves to the vehicle front side from the state of fig. 8.

Fig. 10 is a cross-sectional view corresponding to fig. 7 showing a modification of the vehicle seat sliding structure of the second embodiment.

Fig. 11 is a cross-sectional view corresponding to fig. 10 showing a state after the lever is ejected from the state of fig. 10.

Fig. 12 is a schematic plan view schematically showing the entire structure of a vehicle seat sliding structure of the third embodiment.

Fig. 13 is an enlarged cross-sectional view showing an enlarged state taken along line 13-13 of fig. 12.

Fig. 14 is a schematic plan view showing the entire structure of the vehicle seat sliding structure in a case where the vehicle seat inertially moves to the vehicle front side from the state of fig. 12.

Fig. 15 is an enlarged cross-sectional view showing an enlarged state taken along line 15-15 of fig. 14.

Fig. 16 is a schematic plan view schematically showing the entire structure of the vehicle seat sliding structure of the fourth embodiment.

Fig. 17 is a main portion enlarged rear view of the energy absorbing member of the fourth embodiment as viewed from the vehicle rear side.

Fig. 18 is a schematic plan view showing the entire structure of the vehicle seat sliding structure in the case where the vehicle seat inertially moves to the vehicle front side from the state of fig. 16.

Fig. 19 is a schematic plan view corresponding to fig. 16 showing a first modification of the fourth embodiment.

Fig. 20 is an enlarged rear view of a main portion corresponding to fig. 17 showing a second modification of the fourth embodiment.

Fig. 21 is a top view of the energy absorbing member of fig. 20.

Detailed Description

< first embodiment >

Hereinafter, a vehicle seat slide structure according to a first embodiment will be described with reference to the drawings. Note that an arrow FR appropriately shown in each drawing indicates a vehicle front direction, an arrow UP indicates a vehicle UP direction, and an arrow RH indicates a vehicle right side. Hereinafter, when the description is given using the front-rear, left-right, and up-down directions, the front-rear in the vehicle front-rear direction, the left-right in the vehicle width direction, and the up-down in the vehicle up-down direction are shown unless otherwise specified.

As shown in fig. 1, a vehicle seat 10 to which the vehicle seat sliding structure of the present embodiment is applied is configured to include a seat cushion 12, a seat back 14, and a headrest 16.

The seat cushion 12 extends in the vehicle width direction and the vehicle front-rear direction, and is configured to be able to support the thighs and the buttocks of the occupant from the vehicle lower side. A seat back 14 is rotatably coupled to a rear end portion of the seat cushion 12. The seat back 14 extends upward in the vehicle from the rear end of the seat cushion 12, and is configured to support the back of the occupant from the rear side in the vehicle.

A headrest 16 is provided at an upper end portion of the seat back 14. The headrest 16 is positioned on the vehicle rear side of the head of the occupant, and is configured to be able to support the head of the occupant from the vehicle rear side.

Here, a pair of left and right slide rails 20 is provided at a lower portion of the vehicle seat 10. Each slide rail 20 is attached to the lower side of the seat cushion 12, and includes an upper rail 22 disposed on the upper side and a lower rail 24 disposed on the lower side.

The upper rail 22 is attached to the seat cushion 12 via a lifting mechanism 25 capable of adjusting the height of the seat cushion 12. As shown in fig. 2, the upper rail 22 is formed in a substantially hat-shaped cross section with the vehicle lower side open, and both ends of the upper rail 22 in the vehicle width direction are folded back upward.

The lower rail 24 is provided under the upper rail 22 so as to cover the lower portion and both side portions of the upper rail 22. Specifically, in a cross-sectional view taken in the vehicle front-rear direction, both vehicle width direction end portions of the lower rail 24 extend in the vehicle vertical direction along the side portions of the upper rail 22, and the upper end portion of the lower rail 24 is folded back so as to surround both vehicle width direction end portions of the upper rail 22. In addition, a mounting hole 24A is formed in the bottom surface of the lower rail 24.

Here, a ball bearing, not shown, is provided between the upper rail 22 and the lower rail 24, and the upper rail 22 is slidable in the vehicle front-rear direction with respect to the lower rail 24. That is, the lower rail 24 supports the upper rail 22 slidably in the vehicle front-rear direction. The slide rail 20 is configured as described above.

A rail guide member 26 is provided on the outer side of each slide rail 20. The rail guide member 26 is formed in a substantially U shape with an upper side opened in a cross-sectional view viewed from the vehicle front-rear direction, and an upper end portion of the rail guide member 26 is bent in the vehicle width direction so as to cover an upper end portion of the lower rail 24. In addition, a slit hole 26A is formed in the bottom surface of the rail guide member 26, and the slit hole 26A extends from the front end portion to the rear end portion of the rail guide member 26 in the vehicle front-rear direction.

A ball bearing 28 and a shoe (shoe)30 are provided between the rail guide member 26 and the lower rail 24 (slide rail 20). That is, the rail guide member 26 supports the lower rail 24 slidably in the vehicle front-rear direction.

As shown in fig. 1, the rail guide member 26 is formed longer than the slide rail 20 in the vehicle front-rear direction. The track guide member 26 is fixed to a floor, not shown, constituting the floor of the vehicle.

Here, a front bracket 32 and a rear bracket 34 are provided below the rail guide member 26. The front bracket 32 is provided below each of the rail guide members 26, and is formed in a substantially hat shape when viewed in the vehicle width direction.

As shown in fig. 2, a first bolt hole 32A and a second bolt hole 32B are formed in the top portion of the front bracket 32 provided on the left side of the vehicle. The first bolt hole 32A is formed in the left end of the front bracket 32, and a bolt 36 is inserted into the first bolt hole 32A from below. The bolt 36 is inserted through the first bolt hole 32A of the front bracket 32 and the mounting hole 24A of the lower rail 24, and is screwed into the nut 38. Thereby, the lower rail 24 is fastened to the front bracket 32. Note that, the portion of the front bracket 32 where the first bolt hole 32A is formed is a projecting portion projecting upward, but the projecting portion is not shown in fig. 1.

The second bolt hole 32B is formed in the right end of the front bracket 32, and a bolt 40 is inserted into the second bolt hole 32B from below. The bolt 40 is inserted through the second bolt hole 32B of the front bracket 32 and a mounting hole 44A of a cross member 44 described later, and is screwed into the nut 42. Thereby, the cross member 44 is fastened to the front bracket 32.

As shown in fig. 1, the front bracket 32 on the vehicle right side is disposed symmetrically left and right with respect to the front bracket 32 on the vehicle left side. Further, a cross member 44 is provided between the pair of right and left rail guide members 26. The cross member 44 is formed in a substantially angular tube shape with the vehicle width direction as the axial direction, and both end portions of the cross member 44 are fastened to the respective front side brackets 32. Further, since the lower rail 24 is coupled to the front bracket 32, the pair of left and right slide rails 20 are coupled in the vehicle width direction by the cross member 44. The cross member 44 is configured to move in the vehicle front-rear direction as the slide rail 20 moves in the vehicle front-rear direction.

The rear bracket 34 is provided at a position further toward the vehicle rear side than the front bracket 32. Further, bolt holes 34A are formed in the top portion of the rear bracket 34, and bolts, not shown, are inserted through the bolt holes 34A from below. Then, the rear bracket 34 is fastened to the lower rail 24 by inserting a bolt into the lower rail 24 and screwing the bolt into a nut, not shown.

As shown in fig. 4, a moving mechanism 48 is provided between the pair of left and right slide rails 20. The moving mechanism 48 of the present embodiment is configured to include, for example, the cross member 44, the front pulley 52, the rear pulley 54, the wire W, the fixing bracket 56, and the motor 50 as a driving source.

The front pulley 52 and the rear pulley 54 are disposed at a distance in the vehicle front-rear direction, and the wire rod W is wound around the front pulley 52 and the rear pulley 54. Further, a fixing bracket 56 is attached to the wire W, and the fixing bracket 56 is fixed to the cross member 44. Thus, the cross member 44 is configured to be moved in the vehicle longitudinal direction via the fixing bracket 56 by moving the wire W between the front pulley 52 and the rear pulley 54.

The motor 50 is disposed in the vicinity of the wire rod W and configured to transmit power to the wire rod W. Further, the power of the motor 50 may be transmitted via a roller in contact with the wire W.

Here, fig. 4 illustrates a state in which the cross member 44 is located at the driving position. That is, the slide rail 20 is located on the vehicle front side together with the cross member 44, and is a position at which an occupant seated in the vehicle seat 10 provided on the slide rail 20 drives.

On the other hand, as shown in fig. 5, the cross member 44 is moved toward the vehicle rear side by driving the motor 50 and moving the wire rod W. Fig. 5 illustrates a state in which the cross member 44 is in a relaxed position in which the vehicle seat 10 provided on the slide rail 20 is separated from a not-illustrated steering wheel, and a space can be secured in front of the occupant. Therefore, in a vehicle or the like provided with an automatic driving function, the vehicle seat 10 is configured to be moved to a release position during automatic driving, so that the occupant can take a release posture.

Here, the rail guide member 26 is provided with a lock mechanism 46. As shown in fig. 3, the lock mechanism 46 of the present embodiment includes, for example, a housing 41, a lock pin 43, and a compression coil spring 45.

The housing 41 is formed in a substantially box shape and is fixed to the lower surface of the rail guide member 26. An upper through hole 41A is formed in the upper surface of the case 41, and a lower through hole 41B is formed in the lower surface of the case 41.

The lock pin 43 includes a shaft portion 43A and a flange portion 43B, and the shaft portion 43A is formed in a substantially cylindrical shape with the vehicle vertical direction as the axial direction. The upper portion of the shaft portion 43A is inserted through the upper through hole 41A, and the lower portion of the shaft portion 43A is inserted through the lower through hole 41B. The flange portion 43B is provided at a position offset upward from the vertical middle portion of the shaft portion 43A. The flange portion 43B extends outward from the outer peripheral surface of the shaft portion 43A and is formed to have a larger diameter than the upper through hole 41A and the lower through hole 41B. Therefore, the lock pin 43 is movable up and down between a position where the flange portion 43B contacts the upper surface of the housing 41 and a position where it contacts the lower surface of the housing 41.

A compression coil spring 45 is provided inside the housing 41. The compression coil spring 45 is provided between the lower surface of the housing 41 and the flange portion 43B of the lock pin 43, and abuts against the lower surface of the flange portion 43B to bias the flange portion 43B upward.

Here, the lock pin 43 is inserted into the locking hole 26B formed in the rail guide member 26 in a state where the flange portion 43B is biased upward by the compression coil spring 45. In addition, the lock pin 43 is inserted into a locking hole 24B formed in the lower rail 24. Therefore, the lower rail 24 is locked so as not to move forward and backward with respect to the rail guide member 26.

The lock pin 43 is connected to an actuator such as a solenoid, not shown. Then, by operating the actuator, the lock pin 43 is lowered against the urging force of the compression coil spring 45. Thereby, as shown by the two-dot chain line in fig. 3, the upper end portion of the lock pin 43 is drawn out from the lock hole 24B of the lower rail 24, and the locked state of the lower rail 24 is released.

In the present embodiment, the lower rail 24 is configured to be locked by the lock mechanism 46 in the drive position shown in fig. 4 and the release position shown in fig. 5. The locked state is released by actuating the actuator based on a signal from a control unit such as an ECU (Electronic control unit), not shown. That is, when a frontal collision is detected or predicted by the ECU based on signals from a collision sensor, a collision prediction sensor, and the like mounted on the vehicle, the actuator is activated to release the locked state.

The moving mechanism 48 is provided with a deforming member 58 as a damping mechanism. The deformation member 58 of the present embodiment is formed of a metal member bent in a zigzag shape. One end side of the deformation member 58 is attached to the cross member 44 via the fixing bracket 56. Further, the other end portion of the deforming member 58 is attached to the wire rod W.

Here, the deforming member 58 is configured to be pulled to be plastically deformed, thereby attenuating inertial movement of the slide rail 20 toward the vehicle front side with respect to the rail guide member 26.

(action)

Next, the operation of the present embodiment will be described with reference to fig. 6.

Fig. 6(a) illustrates a state in which the slide rail 20 is in the relaxed position. When a frontal collision of the vehicle is detected or predicted in this state, the actuator is operated by a signal from the control unit, and the locked state of the lower rail 24 by the lock mechanism 46 is released.

By releasing the locked state of the lower rail 24, the slide rail 20 is caused to inertially move toward the vehicle front side with respect to the rail guide member 26. This enables the slide rail 20 to be moved to the driving position, and the occupant can be restrained by a restraint device such as a driver seat airbag or a knee airbag provided in the vehicle.

Further, as shown in fig. 6(B), the slide rail 20 and the cross member 44 are inertially moved toward the vehicle front side, and the deformation member 58 is pulled forward and backward. As a result, the deforming member 58 is stretched toward the vehicle front side while being plastically deformed, and the inertial movement of the slide rail 20 toward the vehicle front side is damped. As a result, the collision load input to the occupant seated in the vehicle seat 10 can be suppressed to the minimum. In addition, the reaction force input from the restraint device to the occupant can be reduced. Further, since the deforming member 58 of the present embodiment is attached to the wire rod W, a lateral force is less likely to be generated. Thus, a sliding failure due to prying (prying) is less likely to occur than in a structure in which inertial movement of the slide rail 20 is damped by another structure such as a cam mechanism.

< second embodiment >

Next, a vehicle seat slide structure according to a second embodiment will be described. Note that the same components as those of the first embodiment are denoted by the same reference numerals, and description thereof is omitted as appropriate.

As shown in fig. 7, the vehicle seat sliding structure of the present embodiment is configured such that the pair of left and right slide rails 20 are coupled in the vehicle width direction by the cross member 44, as in the first embodiment. The cross member 44 is configured to move in the vehicle front-rear direction as the slide rail 20 moves in the vehicle front-rear direction.

Here, the track guide member 26 of the present embodiment is fixed to the floor 60 via the front cross member 62, the middle cross member 64, and the rear cross member 66. The front cross member 62 is positioned below the front end portion of the rail guide member 26, and is formed in a substantially hat-shaped cross section that opens downward when viewed in the vehicle width direction. The front and rear flanges of the front cross member 62 are joined to the floor panel 60 so as to overlap each other. Further, a front end portion of the rail guide member 26 is fastened to an upper surface of the front cross member 62.

The center cross member 64 is located below a vehicle longitudinal direction intermediate portion of the track guide member 26, and is formed in a substantially hat-shaped cross section that opens downward when viewed in the vehicle width direction. The flanges at the front and rear ends of the center cross member 64 are joined to the floor panel 60 so as to overlap each other. In addition, the rail guide member 26 is supported on the upper surface of the center cross member 64.

The rear cross member 66 is located below the rear end portion of the track guide member 26, and is formed in a substantially hat-shaped cross section that opens downward when viewed in the vehicle width direction. The flanges at the front and rear ends of the rear cross member 66 are joined to the floor panel 60 so as to overlap each other. In addition, a rear end portion of the rail guide member 26 is fastened to an upper surface of the rear cross member 66.

Here, a lever 68 is provided below the rail guide member 26. The rod 68 is disposed between the front cross member 62 and the center cross member 64, and extends in the vehicle front-rear direction. In the present embodiment, the rod 68 is formed, for example, by an extrusion molding of a resin material or aluminum, and the tip end portion 68A of the rod 68 is attached to be rotatable about the shaft portion 72 that is axial in the vehicle width direction. The rear end portion 68B of the rod 68 is a free end, and the rear end portion 68B of the rod 68 is positioned below the rear end portion of the cross member 44 in a state where the slide rail 20 is in the relaxed position. The lever 68 may have a shape in which the width on the front end portion 68A side is wider than that on the rear end portion 68B side.

A substantially flat plate-shaped support plate 74 is fixed to the upper surface of the rear end portion 68B of the rod 68. A support plate 74 extends from the lever 68 in the vehicle width direction, and the ejector 70 is disposed below the support plate 74.

The ejector 70 is provided upright on the floor 60. The ejector 70 is configured to move (eject) upward by being operated, and in the present embodiment, for example, is configured to eject by generating gas therein. In addition to the gas type structure for ejecting by gas, the ejector 70 may be an electric type structure for ejecting by passing current, a powder type structure for ejecting by powder, or the like.

Here, the pop-up device 70 is configured to operate in a state where the slide rail 20 is in the relaxed position and in a case where a frontal collision of the vehicle is detected or predicted, based on a signal from an ECU as a control portion.

A rod receiver 76 is provided at the rear surface of the cross member 44. The rod receiver 76 is fixed to the rear surface of the cross member 44 with the vehicle front-rear direction being the thickness direction, and is provided slightly on the vehicle rear side of the rear end of the rod 68. Further, the rod receiver 76 projects downward from the lower end of the cross member 44. In the present embodiment, the damping mechanism includes the lever 68, the ejector 70, and the lever receiver 76. The rod receiver 76 is engaged with the rear end portion 68B of the rod 68 that has moved upward, and configured to crush the rod 68 in the axial direction in accordance with the inertial movement of the slide rail 20 toward the vehicle front side.

(action)

Next, the operation of the present embodiment will be described.

As shown in fig. 7, when a frontal collision is detected or predicted by the ECU based on signals from a collision sensor, a collision prediction sensor, and the like mounted on the vehicle with the slide rail 20 in the relaxed position, the pop-up device 70 is operated.

As shown in fig. 8, the rear end portion 68B of the lever 68 is pushed up via the support plate 74 by operating the ejector 70. Thereby, the rear end portion 68B of the lever 68 engages with the lever receiver 76. That is, the lever receiver 76 and the lever 68 are disposed at positions overlapping each other as viewed in the vehicle front-rear direction, and a load can be input from the lever receiver 76 to the lever 68.

On the other hand, when a frontal collision of the vehicle is detected or predicted, the lock state of the lower rail 24 is released by lowering the lock pin 43 of the lock mechanism 46. Thereby, the slide rail 20 is inertially moved from the rest position toward the vehicle front side.

Here, since the cross member 44 inertially moves toward the vehicle front side together with the slide rail 20, a load is input from the rod receiver 76 to the rod 68. As shown in fig. 9, the rod 68 is crushed in the axial direction, so that the inertial movement of the slide rail 20 can be damped.

In the present embodiment, the degree of damping the inertial movement of the slide rail 20 can be adjusted by changing the length, material, and the like of the lever 68.

In the present embodiment, the rear end portion 68B of the lever 68 is pushed up by operating the ejector 70, but the present invention is not limited to this. For example, the structure of the modification shown in fig. 10 and 11 may be adopted.

(modification example)

As shown in fig. 10, in the present modification, a rod 61 is disposed between the front cross member 62 and the middle cross member 64. The rod 61 is formed by extruding a resin material or aluminum so that the front end portion 61B has a larger cross-sectional area than the rear end portion 61A.

Here, the link 63 is rotatably coupled to the rear end portion 61B of the lever 61 via a first support shaft 65. The link 63 includes a lateral wall portion 63A extending in the vehicle width direction and vertical wall portions 63B extending from both ends of the lateral wall portion 63A, and has a substantially U-shaped cross section as viewed in the vehicle front-rear direction. In fig. 10 and 11, only the vertical wall portion 63B on the right side of the vehicle is shown. A first support shaft 65 and a second support shaft 67 are provided between the vertical wall portions 63B of the link 63. The first support shaft 65 extends in the vehicle width direction on one end side of the link 63, and couples the vertical wall portions 63B to each other. The second support shaft 67 extends in the vehicle width direction on the other end side of the link 63, and connects the vertical wall portions 63B to each other. The first support shaft 65 is rotatably inserted through the rear end portion 61B of the lever 61, and the second support shaft 67 is inserted through a bearing portion, not shown.

A drive device 71 is provided at an upper portion of the front cross member 62. As the driving device 71, an inflator, a solenoid, or the like can be used. One end of the wire 69 is connected to the driving device 71. The other end of the wire 69 is attached to the link 63.

A stopper 73 is attached to a wall surface of the front cross member 62 on the vehicle rear side. The stopper 73 is positioned between the front cross member 62 and the link 63, and is configured to lock the lateral wall 63A of the link 63 at a predetermined angle when the link 63 pivots forward about the second support shaft 67. A pulley 75 is provided above the stopper 73, and the wire 69 is wound around the pulley 75.

Here, the driving device 71 is configured to operate when a frontal collision of the vehicle is detected or predicted, and draw in the wire 69. Therefore, by operating the driving device 71, tension is applied to the wire 69, and the link 63 is rotated forward. Accompanying this, the lever 61 moves upward via the first support shaft 65. That is, the ejector includes the driving device 71 and the wire 69.

As shown in fig. 11, the rear end portion 61A of the lever 61 is arranged to face the cross member 44 in the vehicle front-rear direction by moving the lever 61 upward. Thereby, the cross member 44, which is inertially moved toward the vehicle front side by a frontal collision, abuts against the rod 61, and crushes the rod 61 in the axial direction. That is, in the present modification, the cross member 44 functions as a rod receiver. This can attenuate inertial movement of the slide rail 20.

< third embodiment >

Next, a vehicle seat slide structure according to a third embodiment will be described. Note that the same components as those of the first embodiment are denoted by the same reference numerals, and description thereof is omitted as appropriate.

As shown in fig. 12, in the vehicle seat slide structure of the present embodiment, the slide rail 20 includes an upper rail 22 disposed on the upper side and a lower rail 24 disposed on the lower side, and a rail guide member 26 is provided on the outer side of the slide rail 20. Here, the moving body 80 is disposed below the track guide member 26.

As shown in fig. 13, the movable body 80 has the same structure as the lock mechanism 46 of the first embodiment, and includes a housing 41, a lock pin 43, and a compression coil spring 45. The movable body 80 is supported by a lock rail 82 from the vehicle lower side.

The lock rail 82 extends in the vehicle longitudinal direction along the rail guide member 26, and is formed in a substantially U-shape that opens upward in cross section as viewed in the vehicle longitudinal direction. In addition, the upper end portion of the lock rail 82 is fixed to the lower surface of the rail guide member 26. The movable body 80 is supported at the bottom of the lock rail 82 so as to be slidable in the vehicle front-rear direction.

A slit 82A is formed in the vehicle front-rear direction at the bottom of the lock rail 82, and the lock pin 43 of the moving body 80 enters the slit 82A. A stopper 82B is formed at the rear end of the lock rail 82. The stopper 82B protrudes upward from the bottom of the lock rail 82 to lock the movable body 80. That is, the stopper 82B prevents the moving body 80 from moving rearward relative to the lock rail 82.

The housing 41 of the movable body 80 is formed in a substantially box shape, and the shaft portion 43A of the lock pin 43 is inserted through an upper through hole 41A formed in an upper surface and a lower through hole 41B formed in a lower surface of the housing 41.

The shaft portion 43A of the lock pin 43 is inserted through the track guide member 26 and the lower track 24, and the flange portion 43B of the lock pin 43 is biased upward by the compression coil spring 45. The lock pin 43 is connected to an actuator such as a solenoid, not shown. Then, by operating the actuator, the lock pin 43 is lowered against the urging force of the compression coil spring 45. Thereby, the upper end portion of the lock pin 43 is drawn out from the locking hole 24B of the lower rail 24.

Here, a wire 83 is attached to the rear surface of the housing 41 of the moving body 80. As shown in fig. 12, a wire 83 extending rearward from the mobile body 80 on the vehicle left side is wound around a side pulley 84 and extends to the vehicle right side. On the other hand, a wire 81 similar to the wire 83 is attached to the moving body 80 on the vehicle right side, and the wire 81 is wound around the side pulley 84 and extends to the vehicle left side.

A center pulley 85 is disposed between the pair of left and right side pulleys 84. The center pulley 85 includes two upper and lower rollers, and the wire 83 is wound around one of the rollers of the center pulley 85. Further, the wire 81 is wound around the other roller of the center pulley 85, and the wire 83 and the wire 81 extend toward the vehicle front side and are connected to the joint 86. In addition, a cylinder having a small surface friction coefficient may be used instead of the center pulley 85. In this case, since the wires 83 and 81 move by sliding on the surface of the cylindrical body, it is not necessary to have a two-step structure.

A deformation member 87 as an energy absorbing member is attached to the joint 86. The deformation member 87 is a member that is plastically deformed by being pulled, and is formed of a metal member bent in a zigzag shape. One end of the deformation member 87 is fixed to the joint 86, and the other end of the deformation member 87 is fixed to the anchor 88. Since the anchor 88 is fixed to the vehicle body, the deformable member 87 is stretched in the vehicle longitudinal direction by moving the joint 86 in the vehicle rear direction.

Here, a predetermined tension is applied to the wire 83 and the wire 81, and the moving body 80 is biased toward the vehicle rear side by the tension. Therefore, as shown in fig. 13, the moving body 80 is pulled toward the vehicle rear side by the wire 83 and is locked to the stopper 82B. The tension of the wires 83 and 81 is set to be lower than the tension required to stretch the deformable member 87. Therefore, in the present embodiment, the wires 83 and 81 function as a lock mechanism that: the movement of the slide rail 20 is locked at the release position, and the locked state is released at the time of a frontal collision of the vehicle.

In the present embodiment, the damping mechanism includes the movable body 80 and the deforming member 87, and is configured to damp the inertial movement of the slide rail 20 from the rest position to the vehicle front side at the time of the frontal collision of the vehicle by plastically deforming the deforming member 87.

(action)

Next, the operation of the present embodiment will be described.

Fig. 12 illustrates the slide rail 20 in a relaxed position. When the vehicle undergoes a frontal collision in this state, the slide rail 20 inertially moves toward the vehicle front side with respect to the rail guide member 26.

At this time, as shown in fig. 15, the lock pin 43 of the moving body 80 is inserted into the lock hole 24B of the lower rail 24, so that the moving body 80 moves toward the vehicle front side integrally with the lower rail 24.

As shown in fig. 14, since the moving body 80 moves toward the vehicle front side, the wires 83 and 81 are pulled toward the vehicle front side. Thereby, the deformation member 87 connected via the wire 83 and the wire 81 is stretched and plastically deformed. On the other hand, the wire rod W wound between the front pulley 52 and the rear pulley 54 is broken. As a result, the deformation member 87 can be plastically deformed in association with the inertial movement of the moving body 80 toward the vehicle front side, and the inertial movement of the slide rail 20 toward the vehicle front side can be damped.

In the present embodiment, even in the event of a frontal collision, the lock state of the lock pin 43 of the moving body 80 and the lower rail 24 is not released. Thus, a dedicated component for releasing the locked state when a frontal collision is detected or predicted is not required. Other functions are the same as those of the first embodiment.

< fourth embodiment >

Next, a vehicle seat sliding structure according to a fourth embodiment will be described. Note that the same components as those of the first and third embodiments are denoted by the same reference numerals, and description thereof is omitted as appropriate.

As shown in fig. 16, in the vehicle seat sliding structure of the present embodiment, a rotation mechanism 90 is provided in place of the deformation member 87 of the third embodiment. The wire 83 and the wire 81 are attached to the rotating mechanism 90.

As shown in fig. 17, the rotation mechanism 90 includes a base 92, a first circular plate 93, a second circular plate 94, and a center pin 95. The energy absorbing member includes a first disc 93 and a second disc 94.

The base 92 is a flat plate-like member fixed to the floor with the vehicle vertical direction being the thickness direction. A through hole 92A is formed in the center of the base 92, and a center pin 95 described later is inserted into the mounting hole 92A.

A first disk 93 and a second disk 94 are stacked on the base 92. The first disk 93 is placed on the upper surface of the base 92, and is formed in a substantially circular shape in plan view. An insertion hole, not shown, is formed in the center of the first circular plate 93, and a center pin 95 is inserted into the insertion hole. Further, numerous projections are formed on the upper surface 94A of the first circular plate 93, and the upper surface 94A is formed in an uneven shape.

The second disk 94 is placed on the first disk 93, and is formed into a substantially circular shape having the same diameter as the first disk 93 in a plan view. An insertion hole, not shown, is formed in the center of the second circular plate 94, and a center pin 95 is inserted into the insertion hole. Further, numerous projections are formed on the lower surface 93A of the second circular plate 94, and the lower surface 93A is uneven. Therefore, the upper surface 94A of the first concave-convex disk 93 and the lower surface 93A of the second disk 94 are disposed to face each other.

The center pin 95 includes a head portion 95A and a shaft portion 95B, and the head portion 95A is formed to have a larger diameter than insertion holes formed in the first disk 93 and the second disk 94. The shaft 95B of the center pin 95 extends downward from the head 95A, and is inserted through the first disk 93 and the second disk 94, inserted into the mounting hole 92A formed in the base 92, and fixed. The shaft portion 95B of the center pin 95 has a smaller diameter than the insertion holes formed in the first disk 93 and the second disk 94, respectively, and is configured not to interfere with the rotation of the first disk 93 and the second disk 94.

In the present embodiment, the head 95A of the center pin 95 is pressed toward the base 92, and the first disk 93 and the second disk 94 are held in a state pressed against the base 92. Therefore, the state in which the upper surface 94A of the first disc 93 and the lower surface 93A of the second disc 94 are in close contact is maintained.

Here, the end of the wire 83 is fixed to the first circular plate 93. Further, an end of the wire 81 is fixed to the second circular plate 94. Therefore, the first circular plate 93 is rotated about the center pin 95 by pulling the wire 83. Further, the second circular plate 94 is rotated in the direction opposite to the first circular plate 93 by pulling the wire 81.

(action)

Next, the operation of the present embodiment will be described.

Fig. 16 illustrates the slide rail 20 in a relaxed position. When the vehicle undergoes a frontal collision in this state, the slide rail 20 inertially moves toward the vehicle front side with respect to the rail guide member 26. At this time, the movable body 80 moves toward the vehicle front side integrally with the lower rail 24.

As shown in fig. 18, by moving the moving body 80 to the vehicle front side, the wire 83 and the wire 81 are pulled to the vehicle front side. Thereby, the first disc 93 connected to the wire 83 rotates in the direction of R1 in the drawing. On the other hand, the second circular plate 94 connected to the wire 81 rotates in the direction of R2 in the figure. That is, the first circular plate 93 and the second circular plate 94 rotate in opposite directions to each other. On the other hand, the wire rod W wound between the front pulley 52 and the rear pulley 54 is broken. As a result, frictional resistance is generated in the surface contact portion between the first disc 93 and the second disc 94 shown in fig. 17, and inertial movement of the slide rail 20 toward the vehicle front side can be damped. Other functions are the same as those of the first embodiment.

In the present embodiment, the rotation mechanism 90 is provided between the left and right side pulleys 84, but the present invention is not limited to this. For example, the structure of the first modification shown in fig. 19 may be adopted.

(first modification)

As shown in fig. 19, in the present modification, the rotation mechanism 90 is located on the vehicle front side with respect to fig. 16. Therefore, the wire 83 is wound around the side pulley 84, then extends obliquely to the vehicle right side and the vehicle front side, and is fixed to the first circular plate 93.

On the other hand, the wire rod 81 is wound around the side pulley 84, then extends obliquely to the vehicle left side and the vehicle front side, and is fixed to the second circular plate 94. In this way, since the position of the rotation mechanism 90 can be changed to an arbitrary position, it is difficult to be restricted by the installation space.

In the present embodiment, the inertial movement of the slide rail 20 is damped by the frictional resistance generated between the first disk 93 and the second disk 94 constituting the rotation mechanism 90, but another structure may be adopted. For example, the structure of the second modification shown in fig. 20 and 21 may be adopted.

(second modification)

As shown in fig. 20, in the present modification, the friction resistance is generated by abutting the shoe 98. Specifically, a lower disc 97, a first disc 93, a second disc 94, and an upper disc 96 are stacked on the base 92.

The lower disk 97 is placed on the base 92 and is formed to have a larger diameter than the first disk 93. Further, a first disc 93 is fixed to the upper surface of the lower disc 97. Therefore, the lower disc 97 rotates integrally with the first disc 93.

A second disc 94 is superposed on the first disc 93, and an upper disc 96 is fixed to the upper surface of the second disc 94. The upper disc 96 is formed to have a larger diameter than the second disc 94 and to have substantially the same diameter as the lower disc 97. The upper disc 96 and the second disc 94 rotate integrally. In the present modification, the upper surface 94A of the first disk 93 and the lower surface 93A of the second disk 94 are both surfaces having no irregularities, and frictional resistance generated between the first disk 93 and the second disk 94 is small.

Here, the brake shoes 98 are disposed on the outer sides of the lower disc 97 and the upper disc 96. As shown in fig. 21, the shoes 98 are disposed so as to sandwich the lower disc 97 and the upper disc 96 from both sides, and the facing surfaces of the shoes 98 are formed as curved surfaces corresponding to the lower disc 97 and the upper disc 96.

As shown in fig. 20, side walls 99 are provided upright on both end portions of the base 92, and press-fitting pins 100 are inserted into the side walls. The press-fit pin 100 includes a head portion 100A and a shaft portion 100B, and presses the shoe 98 against the upper disc 96 and the lower disc 97 by abutting the shaft portion 100B against the shoe 98.

As described above, in the present modification, the first disc 93 and the lower disc 97 connected to the wire 83 are rotated in one direction by pulling the wire 83 and the wire 81. On the other hand, the second disc 94 and the upper disc 96 connected to the wire 81 are rotated in the other direction (opposite direction). Thereby, frictional resistance is generated at the surface contact portions between the outer circumferential surfaces of the lower disc 97 and the upper disc 96 and the shoes 98, and the inertial movement of the slide rail 20 toward the vehicle front side can be damped.

The vehicle seat slide structure of the embodiment has been described above, but it is needless to say that the vehicle seat slide structure can be implemented in various forms without departing from the scope of the present disclosure. For example, in the first embodiment, as shown in fig. 4, the deformation member 58 is formed by a metal member bent in a zigzag shape, but the present invention is not limited thereto, and a deformation member having another shape may be used. That is, the same effect can be obtained as long as the member does not plastically deform due to the tension of the wire rod W but plastically deforms due to the load at the time of a frontal collision. Similarly to the deformation member 87 shown in fig. 12, any other member may be used as long as it does not plastically deform due to the tension of the wires 81 and 83 but plastically deforms due to the load at the time of a frontal collision.

In the second embodiment, as shown in fig. 7, the rod receiver 76 is provided on the rear surface of the cross member 44, but the present invention is not limited thereto. For example, the rod receiver 76 may be provided to the lower rail 24 constituting the slide rail 20. That is, the rear end portion 68B of the lever 68, which is sprung out at the time of a frontal collision of the vehicle, may be engaged with the lever receiver 76 by disposing the lever 68 directly below the lower rail 24 and extending the lever receiver 76 from the lower surface of the lower rail 24 toward the vehicle lower side.

In the fourth embodiment, as shown in fig. 17, the upper surface 94A of the first concave-convex disk 93 and the lower surface 93A of the second disk 94 are disposed to face each other, thereby generating frictional resistance. For example, a friction material formed of a material such as a brake pad may be used.

In the above embodiment, the rail guide member 26 is extended horizontally, but the present invention is not limited to this. For example, the track guide member 26 may be inclined such that the front portion is located above the rear portion as viewed in the vehicle width direction. In this case, the inertial movement of the slide rail 20 toward the vehicle front side can be damped by the inclination.