• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    VEHICLE SEAT. The present invention relates to a vehicle seat (1) that includes a slide rail (11). A cover provided on a lower rail (40) or an upper rail (20) integrally includes a base portion (152) adjacent to a longitudinal rear end (4DB, 2DB) of the lower rail (40) or the upper rail ( 20) provided with the cover, and a first deformation prevention part (160) extending into a space (13) from the base part (152) towards a longitudinal center of the lower rail (40) or of the top rail (20) provided with the cover, the first deformation prevention part (160) being provided between the pair of side face parts within the space (13) so as to restrict the deformation of the rail. When the upper rail (20) is located in a rearmost position within a sliding band, the first deformation prevention part (160) is placed in the vicinity of the rear end (4DB) of the lower rail (40).
    公开号:BR102014023692B1
    申请号:R102014023692-9
    申请日:2014-09-24
    公开日:2021-05-04
    发明作者:Yuji Arakawa
    申请人:Aisin Seiki Kabushiki Kaisha；
    IPC主号:
    专利说明:

    Fundamentals of the Invention Field of Invention
    [001] The present invention relates to a vehicle seat. Description of Related Art
    [002] Japanese patent application publication No. 9-2109 (JP 9-2109 A) has been known as a vehicle seat including a slide rail including a lower rail disposed on one side of the vehicle component such as a floor of a vehicle, and an upper rail disposed on a seat body side and supported by the lower rail so as to be slidably movable; and a cap provided on a longitudinal end of at least one of the lower rail and the upper rail. JP 9-2109 A describes a technique in which a synthetic resin lid body fitted to a rear end of the lower rail having a U-shaped section includes a steel plate to be disposed between the right and left sides of the lower rail . In the technique in JP 9-2109 A, the synthetic resin cap body is fitted to the rear end of the lower rail so that the cap protects a rear end. Additionally, when a large load is applied to the slide rail due to a vehicle collision or the like, the large load is applied in a direction where the lower rail and the upper rail are separated from each other, which causes a rail concern. upper and lower rail are deformed from their original shapes. Here, on the slide rail at JP 9-2109 A, when a large load is applied in the direction where the lower rail and the upper rail are separated from each other, the right and left sides of the U-shaped lower rail are deformed by so that they approach each other in a funnel-like fashion, and move away from the top rail. In view of this, in order to prevent deformation of the side rail, the steel plate is provided between the right and left side parts of the U-shaped bottom rail so as to restrict the deformation of the lower rail. Note that JP 9-2109 A deals with an example in which the U-shaped rail is provided as the bottom rail. Additionally, there may be such an aspect in which the rail configurations in JP 9-2109 A may be reverse supplied. In this case, the U-shaped rail is provided as a top rail, and when a large load is applied to a slide rail, the right and left sides of the U-shaped top rail exhibit such deformation behavior in which they are deformed so that they approach each other in a funnel-like fashion. Invention Summary
    [003] However, the cover described in JP 9-2109 A has a concern that a steel plate is provided so that its weight increases. Additionally, the lid is comprised of a plurality of components including a synthetic resin lid body, and a steel plate. That is, since the lid is made up of a plurality of different materials, there is a concern about increased material cost and control of complicated parts.
    [004] The present invention provides a vehicle seat including a slide rail that performs the protection of that end of a rail that is provided with a cover, preventing deformation of the rail, and restricting the number of components.
    [005] A vehicle seat in accordance with an aspect of the present invention is a vehicle seat including a slide rail. The slide rail includes a lower rail disposed on one side of the vehicle component; an upper rail disposed on one side of the seat body and supported by the lower rail so as to be slidably movable; and a cap provided on a longitudinal end of at least one of the lower rail and the upper rail. The slide rail has a space surrounded by a lower face portion of the lower rail that faces the side of the vehicle component, an upper face part of the upper rail that faces the side of the seat body, and a pair of side face parts of the bottom rail or top rail. When the top rail is located in a more rearward position within a slide track where the top rail is slidably movable relative to the bottom rail, the slide rail has a positional relationship in which a rear end of the top rail is located on a rear side with respect to a rear end of the lower rail. The cover provided on the lower rail or the upper rail integrally includes a base portion adjacent to a longitudinal rear end of the lower rail or upper rail provided with the cover, and a first deformation prevention portion extending into the space a starting from the base part towards a longitudinal center of the lower rail or upper rail provided with the cover, the first deformation prevention part being provided between the pair of side face parts within the space so as to restrict the deformation of the rail . When the top rail is located in the rearmost position within the sliding band, the first deformation prevention part is located in close proximity to the rear end of the bottom rail.
    [006] According to the above aspect, the cover includes the base part adjacent to the longitudinal rear end of the lower rail or upper rail provided with the cover, thus enabling the protection of the rail end. Additionally, the first deformation prevention part is provided between the pair of side face parts within the space enclosed by the lower face part of the lower rail, the upper face part of the upper rail, and the pair of side face parts of any one of a lower rail and an upper rail. Here, when a large load is applied to the slide rail due to a vehicle collision or the like so that the seat body falls forward and the lower rail and upper rail move away from the rear side due to the large load, the pair of side face parts is deformed so as to approach each other. In view of this, the first deformation prevention part restricts the deformation of the pair of side face parts so as to restrict the deformation of the rail. Additionally, the base part and the first deformation prevention part are provided integrally, thus making it possible to restrict the number of components. Additionally, when the top rail is located in the rearmost position within the slide track where the top rail is slidably movable relative to the bottom rail, the slide rail has a positional relationship in which the rear end of the top rail is located in a rear side with respect to the rear end of the lower rail. At this time, if the lower rail and the upper rail move away from the rear side due to a vehicle collision or the like, the rear end of the lower rail is noticeably deformed. In view of this, when the upper rail is located in the rearmost position within the sliding band, the first deformation prevention part is located in the vicinity of the rear end of the lower rail. In this way, the first deformation prevention part is arranged in a desirable position in terms of rail deformation restriction.
    [007] In the above aspect, when the top rail is located in the rearmost position within the sliding band, the first deformation prevention part can be arranged to longitudinally overlap with at least a part of an attachment area between the rear end of the lower rail and a fastener securing a rear end side of the lower rail to the vehicle component.
    [008] According to the above configuration, when the top rail is located in the rearmost position within the sliding band, the first deformation prevention part is arranged to longitudinally overlap with at least part of the attachment area between the rear end of the lower rail and the fastener securing the rear end side of the lower rail to the vehicle component. Consequently, the first deformation prevention part is arranged in an additional desirable position in terms of deformation restriction of the rail.
    [009] Additionally, in the above aspect, the first deformation prevention part may be arranged to longitudinally overlap at least part of an attachment area where the seat body is attached to the upper face portion of the upper rail.
    [0010] According to the above configuration, the first deformation prevention part is arranged to longitudinally overlap at least part of the attachment area where the seat body is attached to the upper face portion of the upper rail. At the time when a large load is applied to the slide rail due to a vehicle collision or the like so that the seat body falls forward, a load transmission path is the attachment area where the seat body is attached to the part. of the top face of the top rail. Consequently, when the first deformation prevention part is arranged in the area mentioned above serving as an origin of deformation, it is additionally possible to restrict the deformation of the rail.
    [0011] Additionally, in the above aspect, the base part can be provided with a second deformation prevention part restricting the deformation of the longitudinal rear end of the lower rail or upper rail.
    [0012] According to the above configuration, when the base part in the cover is provided with the second deformation prevention part restricting the deformation of the longitudinal rear end of the lower rail or upper rail, it is possible to additionally restrict the deformation of the rail .
    [0013] According to the aspect of the present invention, it is possible to provide a vehicle seat including a slide rail that performs the protection of one end of a rail provided with a cover, preventing rail deformation, and restricting the number of components . Brief Description of Drawings
    [0014] Characteristics, advantages, and technical and industrial significance of the illustrative embodiments of the invention will be described below with reference to the attached drawings, in which similar numerical references denote similar elements, and where:
    [0015] FIGURE 1 is a full perspective view illustrating a car seat according to an embodiment of the present invention;
    [0016] FIGURE 2 is an exploded perspective view illustrating a car seat slide rail device according to the embodiment of the present invention;
    [0017] FIGURE 3 is a sectional view of the slide rail device of the car seat according to the embodiment of the present invention, taken along a longitudinal direction thereof;
    [0018] FIGURE 4 is a partial cross-sectional view of part IV in FIGURE 3;
    [0019] FIGURE 5 is a sectional view taken along a line V-V in FIGURE 4;
    [0020] FIGURE 6 is a sectional view at a position of a line VI-VI of FIGURE 4;
    [0021] FIGURE 7 is a sectional view at a position of a line VII-VII of FIGURE 4;
    [0022] FIGURE 8 is a partial perspective view of part IV in FIGURE 3;
    [0023] FIGURE 9 is a full perspective view of a cover attached to a front end of the slide rail device on the car seat;
    [0024] FIGURE 10 is a partial cross-sectional view of part X of FIGURE 3;
    [0025] FIGURE 11 is a full perspective view of a cover attached to a rear end of the slide rail device on the car seat according to the embodiment of the present invention;
    [0026] FIGURE 12 is a top view of the cover attached to the rear end of the slide rail device on the car seat according to the embodiment of the present invention;
    [0027] FIGURE 13 is a front view of the cover attached to the rear end of the slide rail device on the car seat according to the embodiment of the present invention; and
    [0028] FIGURE 14 is a side view of the cover attached to the rear end of the slide rail device on the car seat according to the embodiment of the present invention. Detailed Description of Modalities
    [0029] An embodiment of a vehicle seat of the present invention is described below with reference to FIGURES 1 to 14. Note that the present embodiment deals with a front side car seat between the vehicle seats. Respective directions illustrated approximately by arrows in each view correspond to a front side, a rear side, an upper side, a lower side, a right side and a left side, when viewed from a person seated in a car seat employed in a vehicle and disposed towards a front side of the vehicle. Note that each view basically illustrates an internal structure of a seat body in order to clearly describe a configuration of the modality. In view of this, in terms of a seat back 2 and a seat cushion 3, inner frame structures such as the back frame 2f and a cushion structure 3f forming a working frame are basically illustrated, and the illustration and description of accessories such as an outer material and a seat padding placed on an outer part of the seat back 2 and the seat cushion 3 can be omitted.
    [0030] The car seat (a vehicle seat) includes a seat body 1 basically including the seat back 2 serving as a back support part, and the seat cushion 3 serving as a seat part, as illustrated in FIGURE 1. The seat back 2 includes the back frame 2f forming a work frame. The back frame 2f is formed into a generally rectangular frame shape by properly carrying out bending, embossing or the like in a tube element or a panel element made of a ferrous material. The seat cushion 3 includes the cushion structure 3f forming a working frame. The cushion structure 3f is formed into a generally rectangular frame shape by properly performing bending, embossing or the like on a tube element or a panel element made of a ferrous material. The seat body 1 is connected to the cushion frame 3f by a reclining device 6 provided at a lower part of the back frame 2f in a wide direction. This allows the seat back 2 to adjust a backrest angle relative to the seat cushion 3 and to tilt forward towards the seat cushion 3.
    [0031] As illustrated in FIGURE 1, the pad structure 3f basically includes a front frame 4, lower arms 5, 5, a front rod 51, and a rear rod 52, and is formed into a generally rectangular frame shape. The lower arms 5, 5 are formed by the proper folding of a panel element having a long strip-like shape. The lower arms 5, 5 are arranged on respective sides of the pillow structure 3f in their width direction on an upper side of the aforesaid slide rail device 10, so that a longitudinal direction of the lower arms 5, 5 runs along from a front-rear direction of the vehicle. The front frame 4 is arranged at the front ends of the lower arms 5, 5 so as to join the lower arms 5, 5 and constitutes a front end of the pillow structure 3f. The front rod 51 consisting of a tube element made of a ferrous material is arranged on a front side of the lower arms 5, 5 so as to penetrate through them in the width direction to join the lower arms 5, 5. Similarly , the rear rod 52 consisting of a tube element made of a ferrous material is arranged on a rear side of the lower arms 5, 5 so as to penetrate through them in the width direction to join the lower arms 5, 5. Note- it appears that the front rod 41 and the rear rod 52 are rotatable with respect to the lower arms 5, 5.
    [0032] As illustrated in FIGURES 1, 2, the car seat includes a slide rail device 10 provided between the seat body 1 and a floor surface F (a vehicle component) of the vehicle and configured to adjust a position of sit of the seat body 1 with respect to the floor surface F in the front-rear direction of the vehicle. The slide rail device 10 includes slide rails 11, 11 and a slide lock mechanism 70, as illustrated in FIGURE 1. A pair of right and left slide rails 11, 11 are arranged parallel to each other between the seat pad 3 and the floor surface F along the front-rear direction of the vehicle.
    [0033] As illustrated in FIGURE 1, the slide rail 11 is disposed between the seat body 1 and the floor surface F of the vehicle and serves as a mechanism for moving the seating position of the seat body 1 with respect to the surface of the floor F in the front-rear direction of the vehicle. As illustrated in FIGURE 2, the slide rail 11 basically comprises a lower rail 40, an upper rail 20, bearing elements 47A, 47B and guides 48A, 48B. The lower rail 40 is formed in a shape extending in the front-rear direction of the vehicle, and is disposed on the floor surface F. The upper rail 20 is disposed on one side of seat body 1 (see FIGURE 1), and is fitted to the lower rail 40 so as to be slidably movable in a longitudinal rail direction. More specifically, the lower rail 40 and the upper rail 20 are provided on top of each other through bearing elements 47A, 47B and guides 48A, 48B, so as to be formed into a tubular shape. Here, when the upper rail 20 is oriented so as to be movable with respect to the lower rail 40 in a sliding manner in the front-rear direction of the vehicle, the upper rail 20 moves the seating position of the seat body 1 in the front-rear direction. of the vehicle.
    [0034] The bottom rail 40 is formed in a shape extending in the front-rear direction of the vehicle, as illustrated in FIGURE 2, and is disposed on the floor surface F. As illustrated in FIGURE 5, the bottom rail 40 is integrally formed to have the following transverse shape by bending, in several places, a single flat plate element made of a ferrous material. More specifically, the lower rail 40 includes a lower face portion 41 having a flat plate shape and facing the floor surface F (FIGURE 2) generally of parallel shape. The lower face portion 41 includes a flat plate right side face portion 42R and a flat plate left side face portion 42L respectively arising from both ends of the lower face portion 41. The right side face portion 42R and the left side face portion 42L respectively include a flat plate upper right face portion 43R and a flat plate upper left face portion 43L obtained by internal folding of respective upper ends of the right side face portion 42R and the side face portion left 42L. The upper right face portion 43R and the upper left face portion 43L include a flat plate right edge portion 44R and a flat plate left edge edge portion 44L pendant straight from the respective inner edges of the upper right face part 43R to upper left face part 43L. As illustrated in FIGURES 2, 3, the right-hand end portion 44R and the left-hand end portion 44L are provided with a plurality of locking grooves 46 disposed adjacently along a sliding direction, extending in one direction from top to bottom, and being open on end sides thereof.
    [0035] As illustrated in FIGURE 2, the upper rail 20 is disposed on the seat body side 1 (see FIGURE 1), and is fitted to the lower rail 40 so as to be slidably movable in the longitudinal direction of the rail. As illustrated in FIGURE 5, the top rail 20 is integrally formed to be transversely shaped to follow by folding at various locations a single flat plate element made of a ferrous material. More specifically, the top rail 20 includes an upper face portion 21 having a flat plate shape and facing the floor surface F generally in a parallel way. The top face portion 21 includes a flat plate right side face portion 42R and a flat plate left side face portion 42L, depending straight from the respective ends of the top face portion 21. The side face portion The right side 22R and the left side face portion 22L respectively include the right side face part 23R and a left side face part 23L obtained by bending outwardly the lower ends of the right side face part 22R and the left side face part 22L in a curved shape. The right bent face portion 23R and the left bent face portion 23L respectively include a right bent end portion 24R and a left bent end portion 24L lifting in a bent fashion from respective outer ends of the bent face portion right 23R and left bent face part 23L. As illustrated in FIGURES 2, 3, the right-hand end portion 24R and the left-hand end portion 24L of the top rail 20 have respective notch portions 25 formed by partially cutting the right-hand end portion 24R and the portion. of left-hand end end 24L so as to match the locking grooves 46 of the lower rail 40 in the sliding direction. The right side face portion 22R and the left side face portion 22L correspond to "a pair of side face portions" in the present invention.
    [0036] Here, as illustrated in FIGURE 5, the lower rail 40 and the upper rail 20 are configured so that, in a cross-sectional view to the longitudinal direction, the upper rail 20 is inserted into the lower rail 40 so that the Right nose end portion 44R of lower rail 40 overlaps right nose end portion 24R of upper rail 20, and left nose end portion 44L of lower rail 40 overlaps left nose end portion 24L of the top rail 20 in a direction perpendicular to the longitudinal direction. This accordingly constitutes a fitting part 12 to prevent separation between the lower rail 40 and the upper rail 20.
    [0037] The slide lock mechanism 70 is a mechanism capable of regulating a sliding movement of the slide rail 11 in a suitable position in the front-rear direction of the vehicle, as illustrated in FIGURE 2. The slide lock mechanism 70 is basically constituted by a locking spring 80 (a locking element, and a first guide element), and an operating element 90.
    [0038] As illustrated in FIGURE 2, the locking spring 80 (the locking element, the first guide element) is an element having a function as the locking element to cause a sliding locking state by the engagement of the locking groove 46 with the notch part 25 for regulating a sliding movement of the upper rail 20 with respect to the lower rail 40 in a suitable position, and a function as the first guiding element to maintain such a sliding lock state by elastic guidance. Lock spring 80 is constituted by a metallic linear element 89 having a uniform section. As illustrated in FIGURES 2, 3, locking spring 80 is comprised of an elongated generally U-shaped element configured so that a first linear portion 81 disposed in a direction that forms an intersection with slide rail 11 is integrally connected to a second linear part 82 and a third linear part 83 extending from the respective ends of the first linear part 81 towards a side in the sliding direction of the slide rail 11. The second linear part 82 and the third linear part 83 are each one, provided with an elastically deformable part 84 which is elastically deformable in a top-down direction and disposed at an intermediate position in a longitudinal direction. The elastically deformable part 84 is provided with engagement portions 85 which are each engageable and disengageable with the locking groove 46 and the notch portion 25. The engagement portions 85 are formed so that the second linear portion 82 and the third linear part 83 are repeatedly bent in a wide direction (generally parallel to the first linear part 81) forming an intersection with the sliding direction of the slide rail 11, and thereby the engagement parts 85 are formed in a shape of truss in which the locking groove 46 and the notch part 25 are received. The locking spring 80 includes a spring locking portion 82A formed at one end of the second linear portion 82, and a spring locking portion 83A formed at one end of the third linear portion 83.
    [0039] The latch spring 80 is provided within the slide rail 11 in an orientation state as illustrated in FIGURE 3. More specifically, the upper rail 20 includes front support portions 26A and rear support portions 26B formed by partial cutting and elevation of right side face part 22R and left side face part 22L. The spring lock part 82A and the spring lock part 83A of the lock spring 80 are locked from above by a locking part 92F of the later mentioned lever element 92. Additionally, these parts of the second linear part 82 and third linear part 83 which are respectively located between the elastically deformable part 84 and the spring locking part 82A and between the elastically deformable part 84 and the spring locking part 83A in the locking spring 80 are supported by the front support parts 26A from below. Additionally, the first linear part 81 of the locking spring 80 is supported by the rear support parts 26B from below.
    [0040] As illustrated in FIGURES 2, 3, the operating element 90 is an element configured to transmit a release control force from an operator to the lock spring 80, in order to release the sliding lock state where the spring locks. latch 80 serving as the locking element is engaged with the locking grooves 46 and the notch portions 25. The operating element 90 is basically constituted by a handle 91 (an operating input element), a lever element 92 (a operating output element), and a leaf spring 95 (a second guide element). The lever element 92 is an element configured to operate the engagement portions 85 to be engaged and disengaged with the locking grooves 46 and the notch portions 25 by pressing elastically deformable portions 84 of the locking spring 80 provided within the slide rail 11 so as to elastically deform the elastically deformable parts 84 in the upward-downward direction. The lever element 92 is configured as an elongated element by bending a metal plate-like element. As illustrated in FIGURES 3, 5, the lever element 92 is provided within a space 13 formed between the upper face portion 21 of the upper rail 20 and the lower face portion 41 of the lower rail 40 and also between the face portion right side 22R and the left side face portion 22L of the top rail 20 (see FIGURE 5). The aforesaid handle 91 is inserted into a forward end side 92A of the lever element 92, as illustrated in FIGURES 3, 4. A biasing portion 92E configured to bias the elastically deformable portions 84 of the latch spring 80 is provided in a the rear end side 92B of the lever element 92, as illustrated in FIGURE 3. An upper surface of the lever element 92 at an intermediate position in a longitudinal direction protrudes partially so as to constitute a support point 92G which bears with the upper face portion 21 of the top rail 20. Additionally, the locking portion 92F configured to lock the spring locking portion 82A and the spring locking portion 83A (see FIGURE 2) of the locking spring 80 is provided between the end. front 92A and the support point 92G of the lever element 92. The handle 91 is inserted into these lever elements 92 located on the upper tracks 20 of the slide rails. right and left s 11 which are each formed by the proper bending of a metal bar-shaped element. As illustrated in FIGURES 2 through 4, leaf spring 95 is a metal plate-like element having a generally U-shaped section. Leaf spring 95 is disposed on a front end side 92A of lever member 92. One end of the handle 91 is inserted into an open end side of leaf spring 95. One end 95A of leaf spring 95 is provided with a 95C projection. Projection 95C is engaged with an upper opening 91D of handle 91 and holds handle 91 so that handle 91 does not fall out. Additionally, one end 95A of leaf spring 95 abuts with handle 91 so as to orient handle 91 downwardly. The other end 95B of leaf spring 95 is provided with a 95D projection. The projection 95D is engaged with a cutout 92H, which is part of the lever element 92, and holds the lever element 92 so that the leaf spring 95 does not fall out of the lever element 92. of the locking spring 80 is compared with that of the leaf spring 95, the guiding force of the locking spring 80 is configured greater than that of the leaf spring 95. The front end 92A of the lever element 92 is provided with a stop 92C with the which an upper portion of an outer peripheral surface of the lug 91 bears across the other end 95B of the leaf spring 95. Here, the lug 91 is fixed to the lever element 92 with the leaf spring 95 being placed therebetween, so that the loop handle 91 is rotatable with respect to the lever element 92 in a top-down vehicle direction between an initial position 91A in which the handle 91 bears with the stop 92D due to the guiding force of the leaf spring 95, and a first operating position 91 B in which handle 91 abuts with stop 92C due to an operator operating force against the guiding force of leaf spring 95. Handle 91 is oriented by leaf spring 95 so as to be generally located at home position 91A as illustrated in FIGURE 4. A clearance 99 (space) allowing the lever member 92 to pivot is provided between the upper portion of the outer peripheral surface of the handle 91 and the stop 92C of the lever member 92 in the home position 91A. When an operating force is applied to handle 91 in a direction in which handle 91 is raised upwardly, handle 91 rotates in a clockwise direction in FIGURE 4 until handle 91 rests with stop 92C against the guiding force of the laminar spring 95 (handle 91 pivots within clearance 99). When the handle 91 is further operated from the first operating position 91B in which the handle 91 bears with the stop 92C of the lever member 92, the front end side 92A is raised. At that time, while the handle 91 rests with the stop 92C, the guiding force of the leaf spring 95 is not applied further. In such a state, the lever member 92 rotates in a clockwise direction in FIGURE 4 around the support point 92G, so as to reach a second operating position 91C in which the pressing part 92E (see FIGURE 3) moves downwardly against the force. orienting the lock spring 80. The biasing portion 92E (see FIGURE 3) of the lever member 92 located in the second operating position 91C presses the elastically deformable portion 84 of the locking spring 80 so as to elastically deform the elastically deformable portion 84, thus disengaging the engaging parts 85 from the locking grooves 46 and the notch parts 25.
    [0041] As illustrated in FIGURES 1, 2, a connecting mechanism 50 is provided between the cushion structure 3f of the seat body 1 and the slide rail device 10 on the car seat. The connecting mechanism 50 consists of the front rod 51, the rear rod 52, front connections 53R, 53L, and rear connections 54R, 54L. The front connections 53R, 53L each consisting of a panel element made of a ferrous material are integrally fixed to both ends of the front rod 51. Similarly, the rear connections 54R, 54L each consisting of a panel elements made of a ferrous material are integrally fixed to both ends of the rear rod 52. The front connections 53R, 53L at both ends of the front rod 51 are rotatably fixed through brackets 27R, 27L, respectively. The support 27R, 27L is fixed to the upper face part 21 of the upper rail 20 by a fastening element 30 consisting of screws 30B and nuts 30N so as to insert a pivot axis of the front connection 53R, 53L, in the front-rear direction. . Similarly, the rear connections 54R, 54L at both ends of the rear rod 52 are rotatably attached to the connection pivot shafts 29R, 29L, via brackets 28R, 28L, respectively. The support 28R, 28L is fixed to the upper face part 21 of the upper rail 20 by a fastening element 30 consisting of screws 30B and nuts 30N in order to interpose a pivot shaft connection 29R, 29L of the rear connection 54R, 54L in the direction front back. The articulation of each connection on the connection mechanism 50 is accomplished by an operation of a lifting mechanism 60.
    [0042] In a case where the lifting mechanism 60 is provided on a front seat on the left side, as illustrated in FIGURE 1, for example, the lifting mechanism 60 is arranged on an outer side of the seat pad 3 (the left side of FIGURE 1 in a state in which a seated person sits). The lifting mechanism 60 basically comprises a pinion gear (not shown), an operating articulation element 62, a lifting lever 64, a sector gear (not shown). The lift mechanism 60 is configured so that the operating hinge element 62 and the lift lever 64 are disposed on an outer side of the lower arm 5, and the pinion gear and the sector gear (not shown) are disposed. on an inner side of the lower arm 5. The sector gear is integrally fixed to the rear rod 52, and the pinion gear is engaged with it. The pinion gear is connected to the operative pivot element 62 through a bore portion (not shown) formed in the lower arm 5, and the operative pivot element 62 is connected to the elevator lever 64.
    [0043] As illustrated in FIGURE 1, when a rotating operating force is applied to the elevator lever 64, the pinion gear rotates so that the rotating operating force is transmitted to the sector gear and the gear rod 52 articulate. Together with the rear rod pivot 52 in one direction, the rear connection 54R and the rear connection 54L articulate around the connection pivots 29R, 29L of the 28R, 28L brackets, towards a front side of FIGURE 1 (this is , in a counterclockwise direction in FIGURE 1). Here, the seat body 1 moves to an upward movement position which is a front side and an upper side. When a rotating operating force is applied to the elevator lever 64 and the pine cone gear reversely rotates, the rear rod 52 pivots in a reverse direction. Together with the rear rod pivot 52 in the other direction, the rear connection 54R and the rear connection 54L articulate around the connecting pivot axes 29R, 29L, of the brackets 28R, 28L towards a rear side in FIGURE 1 (this is, in a clockwise direction in FIGURE 1). In this way, the seat body 1 moves to a downward movement position which is a rear side and a downward side. The front rod 51 and the front connections 53R, 53L articulate in the same direction together with the movement of the seat body 1. Note that when the rotation operating force is not applied to the elevator lever 64, a braking force of the operating hinge element 62 operates on the lifting mechanism 60 so that a rotation of the pinion gear is restricted. Consequently, the articulation of the rear rod 52 is restricted so as to retain a position of the seat body 1 in the top-down direction.
    [0044] The upper rail 20 and the lower rail 40 on the slide rail 11 are provided with covers 100, 150 and covers 200, 250, respectively, in order to protect the respective ends thereof, as illustrated in FIGURE 2. The covers 100 , 150, 200, 250 are made of synthetic resin, and are fitted to their corresponding rail ends. Additionally, the covers 100, 150 provided on the top rail 20 are configured to prevent deformation of the ends of the top rail 20.
    [0045] The cover 100 is provided on a front side end of the vehicle from the longitudinal ends of the top rail 20, as illustrated in FIGURES 6 to 9. The cover 100 includes a base portion 102 adjacent to the top rail 20 generally along a shape of an end surface of the upper rail 20. In a cross-sectional view of the lid 100 viewed in a direction perpendicular to the longitudinal direction of the lower rail 40 and the upper rail 20, space filling portions 104 configured to fill the spaces in the fitting part 12 in a separating direction where the lower rail 40 and the upper rail 20 are separated from each other are formed in the cap 100 so as to extend from the base part 102 towards a longitudinal center of the upper rail 20. In the spaces in the fitting part 12 in the separation direction where the lower rail 40 and the upper rail 20 are separated from each other, the space filling parts 104 are f provided in the spaces opposite the right nose end portion 44R and the left nose end portion 44L. More specifically, the space-filling portions 104 are each formed in a shape that fills a space between the right-hand end portion 44R of the lower rail 40 and the right bent face portion 23R of the upper rail 20, or a space between the left end end portion 44L of the lower rail 40 and the left bent face portion 23L of the upper rail 20. The cover 100 includes claw portions locked to bore portions 22H provided on the right side face portion 22R and left side face portion 22L (see FIGURE 8) of the top rail 20 to be secured. The gripper parts include a pair of first gripper parts 106 provided on an upper side; and a pair of second claw parts 108 provided on a lower side. The pair of first claw parts 106 and the pair of second claw parts 107 extend from the base part 102 toward the longitudinal center of the upper rail 20. The first claw parts 106 and the second claw parts 108 of the lid 100 are configured to be latched, from the outside, to bore portions 22H of right side face portion 22R and left side face portion 22L (see FIGURE 8) of top rail 20. Base portion 102 of lid 100 is provided with an open part 110 which allows the operating element 90 to be inserted from there into the space 13 of the slide rail 11. The hole parts 22H to which the first claw parts 106 and the second claw parts 108 are locked can be formed on the top face portion 21 of the top rail 20.
    [0046] As such, cover 100 includes base portion 102 adjacent to top rail 20 generally along a shape of an end surface of a longitudinal end of top rail 20 where cover 100 is provided. This allows the base portion 102 of the cap 100 to protect the end of the top rail 20. Additionally, the cap 100 includes space-filling portions 104 formed so as to extend from the base portion 102 towards the longitudinal center. of the upper rail 20 where the cover 100 is provided, so as to fill the spaces in the fitting part 12 in the separating direction where the lower rail 40 and the upper rail 20 are separated from each other. Consequently, when a large load created due to a vehicle collision or the like is applied in the direction where the lower rail 40 and the upper rail 20 are separated from each other, the space filling parts 104 of the cover 100 restrict the clearance between them. elements (relative movement between them in the direction from top to bottom), thus enabling the improvement of the rigidity of the rails. Due to the improved rigidity of the rails, it is possible to prevent deformation of the ends of the lower rail 40 and the upper rail 20. In this way, it is possible to protect the rail end of the upper rail 20 and also prevent deformation of the ends of the bottom rail 40 and top rail 20.
    [0047] Additionally, in the spaces in the fitting part 12 in the separation direction where the lower rail 40 and the upper rail 20 are separated from each other, the space filling parts 104 are provided in the spaces opposite the tip end portion right 44R and left nose end piece 44L (a pair of inner nose end pieces). This is because, when a large load created due to a vehicle collision or the like is applied in the direction where the lower rail 40 and the upper rail 20 are separated from each other, the gap between these members noticeably occurs at the end part of right tip 44R and on the left tip end portion 44L. In view of this, by providing space filling parts 104 in such parts, it is possible to further prevent deformation of the ends of the lower rail 40 and the upper rail 20 and improve the rigidity of the same.
    [0048] Additionally, the cover 100 is fixed to the upper rail 20 by locking with the first claw parts 106 and the second claw parts 108. The fixation of the cover 100 does not need to carry out the fixation by using a fastening element or the like . This can allow the cap 100 to achieve the reduction in the number of component parts and the improvement in the workability of the fixture.
    [0049] Additionally, the first claw parts 106 and the second claw parts 108 used for securing the cap 100 are configured to be locked, from the outside, to the bore parts 22H formed in at least one of the surface parts side of the upper rail 20. This makes it possible to restrict the interference of the sliding movements of the lower rail 40 and the upper rail 20.
    [0050] Additionally, the locking spring 80 (the locking element) is disposed in the space 13 formed between the lower face part 41 of the lower rail 40 and the upper face part 21 of the upper rail 20, and the operating element 90 is configured to be inserted from the longitudinal ends of the lower rail 40 and the upper rail 20 so as to be engaged with the lock spring 80. As such, the slide lock mechanism 70 is disposed within the slide rail 11, so that it is possible to realize efficient use of a space around the slide rail 11. However, in a case of such a configuration, the operating element 90 is inserted from a longitudinal end of the slide rail 11, which can cause a concern that operating element 90 interferes with lid 100. However, base portion 102 of lid 100 is provided with open portion 110 configured to allow insertion of operating element 90. base 102 of the cover 100 includes the open portion 110, even if the operating element 90 for operating the locking spring 80 disposed within the slide rail 11 is inserted from the longitudinal end of the slide rail 11, it is possible to protect the end of top rail 20 and also to prevent deformation of the top rail 20 end.
    [0051] The above description deals with a configuration in which the cap 100 is provided at the front end 20A of the top rail 20, but this configuration is also applicable to the rear end 20B. Additionally, the above description deals with a configuration in which the space filling portions 104 of the cap 100 are provided on the top rail 20, but the space filling portions 104 may be provided on the front end 40A or the rear end 40B of the rail bottom 40. Additionally, the above description deals with a configuration in which in the spaces in the separation direction, the space filling parts 104 are provided in the spaces opposite the right nose end portion 44R and left nose end portion 44L of the lower rail 40. However, it is possible to provide space filling parts 104 in various parts in the fitting part 12 to prevent separation between the lower rail 40 and the upper rail 20, provided that a space in the separation direction of these elements can be filled in these parts.
    [0052] As illustrated in FIGURES 10 to 14, the cap 150 is provided on the rear end 20B of the top rail 20 in order to protect the rear end 20B of the top rail 20 and to restrict the deformation of the top rail 20, thereby restricting the separation of the lower rail 40. The cover 150 includes a flat plate base portion 152 adjacent to the longitudinal rear end 20B of the upper rail 20 where the cover 150 is provided. As illustrated in FIGURE 14, in order to protect the rear end 20B of the top rail 20, the base portion 152 is formed to have a similar shape to the shape of the space 13 (see FIGURE 5), and the right-hand end end portion. 24R and the left tip end portion 24L (see FIGURE 5). Additionally, as illustrated in FIGURE 10, the cap 150 includes a first deformation prevention portion 160 provided to extend into space 13 from the base part 152 in the direction of the longitudinal center of the upper rail 20 and to be located between the right side face part 22R and the left side face part 22L (see FIGURE 5) within the space 13, thereby restricting the deformation of the rail. The first deformation prevention part 160 is formed in a cubic shape so as to face the upper face part 21, the right side face part 22R, and the left side face part 22L within the space 13. These parts of the first deformation prevention part 160 which face the right side face part 22R and the left side face part 22L have a plurality of penetration parts 162 open to penetrate between the right side face part 22R and the left side face part 22L. This allows the first deformation prevention part 160 to reduce its weight without reducing its stiffness. Additionally, the cover 150 includes claw portions attached to the top rail 20 being locked into hole portions 22H (see FIGURE 2) provided in the right side face portion 22R and left side face portion 22L (see FIGURE 5) of the rear end 20B of the top rail 20. Clamp portions are provided between the base portion 152 and the first deformation prevention portion 160 on the cap 150 as illustrated in FIGURES 11, 12 and include a pair of first clamp portions 156 provided on one side. of base part 152; and a pair of second claw parts 158 provided on a first side of deformation prevention part 160. Here, as illustrated in FIGURE 10, when the top rail 20 is located in a rearmost position 11B within a sliding track where the top rail 20 is slidably movable with respect to bottom rail 40, slide rail 11 has a positional relationship in which the rear end 20B of top rail 20 is located at a rear side with respect to rear end 40B of bottom rail 40 Therefore, at the moment of the positional relationship in which the upper rail 20 is placed in the rearmost position 11B within the sliding band, the first deformation prevention part 160 is provided in the vicinity of the rear end 40B of the lower rail 40. More specifically , at the time of the position relationship in which the upper rail 20 is placed in the rearmost position 11B within the sliding band, the first d prevention part eform 160 is arranged to longitudinally overlap with at least part of an attachment area 40X between the rear end 40B of the lower rail 40 and a fastener 40C securing a trailing end side 40B of the lower rail 40 to a vehicle component such as a vehicle floor. Additionally, the first deformation prevention part 160 is arranged to longitudinally overlap with at least part of an attachment area 30X where the seat body 1 is attached to the upper face portion 21 of the upper rail 20 by a fastening element 30 consisting of screws 30B and nuts 30N. In view of this, the cover 150 is provided with a connecting part 154 for integrally connecting the base part 152 to the first deformation prevention part 160 so as to provide, away from the base part 152, the first deformation prevention part 160 in a position corresponding to the areas 40X, 30X. As illustrated in FIGURES 11, 12, the connecting portion 154 is formed thinner than the base portion 152 and the first deformation prevention portion 160, in order to achieve the reduction in weight and allow the first grip portions to 156 and the second claw parts 158 are easily elastically deformed. Additionally, the base portion 152 is provided with a second deformation prevention portion 170 restricting the deformation of the lower rail 40 or the longitudinal rear end 20B of the upper rail 20. At a position of the rear end 20B of the upper rail 20, the second deformation prevention part 170 is provided with wall parts 172 which bear with an inner peripheral surface of the upper face part 21 and inner peripheral surfaces of the right side face part 22R and left side face part 22L.
    [0053] As such, according to the mode vehicle seat, the cover 150 includes the base portion 152 adjacent to the longitudinal rear end 20B of the upper rail 20 where the cover 150 is provided, thus enabling the protection of the rail end . Additionally, the first deformation prevention part 160 is provided between the right side face part 22R and the left side face part 22L within the space 13 surrounded by the lower face part 41 of the lower rail 40, the face part the top 21 of the top rail 20, and the right side face part 22R and the left side face part 22L (a pair of side face parts) of the top rail 20. Here, when a large load is applied to the slide rail 11 due to to a vehicle collision or the like so that the seat body 1 falls forward and the lower rail 40 and the upper rail 20 move away from the rear side due to the large load, the right side face part 22R and the part of left side face 22L are deformed so as to approach each other. In view of this, the first deformation prevention part 160 restricts the deformation of the right side face part 22R and the left side face part 22L, so as to restrict the deformation of the track. Additionally, the base part 152 and the first deformation prevention part 160 are provided integrally, thus making it possible to restrict the number of components. Additionally, when the upper rail 20 is located at the rearmost position 11B within the slide strip where the upper rail 20 is located at the rearmost position 11B within the slide strip where the upper rail 20 is slidably movable with respect to the lower rail 40, the slide rail 11 has the position relationship in which the rear end 20B of the upper rail 20 is located on a rear side with respect to the rear end 40B of the lower rail 40. At this point, if the lower rail 40 and the upper rail 20 to move away from the rear side due to vehicle collision or the like, the rear end 40B of the lower rail 40 is noticeably deformed. In terms of this, at the moment the positional relationship in which the upper rail 20 is located in the rearmost position 11B within the sliding band, the first deformation prevention part 160 is provided in the vicinity of the rear end 40B of the lower rail 40 As such, the first deformation prevention part 160 is arranged in a desirable position in terms of deformation restriction of the rail.
    [0054] Additionally, at the time of the position relationship in which the upper rail 20 is located in the rearmost position 11B within the sliding track, the first deformation prevention part 160 is arranged to longitudinally overlap with at least part of the attachment area 40X between the rear end 40B of the lower rail 40 and the attachment element 40C securing the rear end side 40B of the lower rail 40 to the vehicle component such as the vehicle floor. Consequently, the first deformation prevention part 160 is arranged in an additional desired position in terms of restricting the deformation of the rail.
    [0055] Additionally, the first deformation prevention part 160 is arranged to longitudinally overlap with at least part of the attachment area 30X where the seat body 1 is attached to the upper face portion 21 of the upper rail 20. where a large load is applied to the slide rail 11 due to a vehicle collision or the like so that the seat body 1 falls forward, a load transmission path is the attachment area 30X where the seat body 1 is fixed to the upper face part 21 of the upper track 20. Consequently, when the first deformation prevention part 160 is arranged in the attachment area 30X serving as the origin of the deformation, it is additionally possible to restrict the deformation of the track.
    [0056] Additionally, when the base part 152 of the lid 150 is provided with the second deformation prevention part 170 restricting the deformation of the lower rail 40 or the longitudinal rear end 20B of the upper rail 20, it is possible to additionally restrict the deformation of the rail.
    [0057] The embodiment of the invention has been described above, but the vehicle seat of the present invention is not limited to the above embodiment, and is performed in various embodiments in addition to the above embodiment. For example, the lower rail and upper rail configurations of the slide rail of the present embodiment are just one example of an embodiment, and various rail configurations are usable as long as a snap-in portion for preventing separation between the lower rail and the rail top can be provided here. For example, the lower rail and the upper rail can be configured reversed for the present embodiment. Additionally, the cap exemplified here is made of synthetic resin, but the cap is not limited to that, and can be made of metal. Additionally, the present embodiment deals with the vehicle seat including a lifting mechanism, but the present invention is not limited thereto. The lifting mechanism is not a necessary constituent of the vehicle seat of the present invention. That is, a seat body can be connected to a top rail via a support without a lifting mechanism.
    权利要求:
    Claims (7)
    [0001]
    1. A vehicle seat comprising: a slide rail including: a lower rail disposed on one side of the vehicle component; an upper rail disposed on one side of the seat body and supported by the lower rail so as to be slidingly movable with respect to the lower rail; and a cover provided at a longitudinal rear end of the upper rail, characterized in that: the slide rail (11) has a space (13) that receives the cover thereon, the space being provided between a lower face part ( 41) of the lower rail (40) and an upper face portion (21) of the upper rail (20), the space being additionally provided between a pair of side face portions of the upper rail (20), wherein the portion the lower face is facing the vehicle component side and the upper face part is facing the seat body side (1), when the upper rail (20) is located in a more rearward position within a sliding track where the upper rail (20) is slidingly movable with respect to the lower rail (40), the slide rail (11) has a positional relationship in which the longitudinal rear end (20B) of the upper rail (20) is located at a rear side of the lower rail with respect to a longitudinal rear end (40B) of the lower rail (40), the upper rail is inserted into the lower rail so that, in a cross-sectional view perpendicular to a longitudinal direction of the slide rail, the upper rail and the lower rail overlap out of space in the cross-sectional view of the slide rail, the cover provided on the top rail (20) integrally includes a base portion (152) adjacent to a longitudinal rear end (40B, 20B) of the top rail (20) provided with the cover, a first deformation prevention part (160) extending into the space (13) from the base part (152) towards a longitudinal center of the upper rail (20) provided with the cover, the first deformation prevention part (160) being substantially in the form of a rectangular prism and being provided between the pair of side face parts within the space (13) so that the first deformation prevention part extends into an interior of the lower rail and at least fills it, in the cross-sectional view of the slide rail, a portion of the space between where the upper rail and the lower rail laterally overlap to restrict the deformation of the upper rail, and a pair of gripper parts which are directly connected to a longitudinal rear end of the first deformation prevention part and extend towards the longitudinal rear end of the top rail, and when the top rail (20) is located in the rearmost position, inside of the slide strip, the first deformation prevention part (160) is located in the vicinity of the longitudinal rear end (40B) of the lower rail (40) in the longitudinal direction of the slide rail.
    [0002]
    2. Vehicle seat according to claim 1, characterized in that: when the top rail (20) is placed in the rearmost position within the sliding track, the first deformation prevention part (160) is arranged so to longitudinally overlap with at least part of a fastening area between the longitudinal rear end (40B) of the lower rail (40) and a fastening element (40C) securing the rear side (40B) of the lower rail (40) to a vehicle component on the side of the vehicle component.
    [0003]
    3. Vehicle seat according to claim 1, characterized in that: the first deformation prevention part (160) is arranged so as to longitudinally overlap with at least part of an attachment area where a seat body (1) on the seat body side is fixed to the top face part (21) of the top rail (20).
    [0004]
    4. Vehicle seat according to claim 1, characterized in that: the base part (152) is provided with a second deformation prevention part (170) restricting the deformation of the longitudinal rear end (40B, 20B) of the top rail (20).
    [0005]
    5. The vehicle seat of claim 1, characterized in that: the first deformation prevention part includes a plurality of penetration parts extending through the first deformation prevention part in a direction transverse to the longitudinal direction of the slide rail.
    [0006]
    6. Vehicle seat according to claim 1, characterized in that: the cover includes a connecting part that connects the base part to the first deformation prevention part so that the base part and the first part of prevention of deformation are separated from each other in the longitudinal direction of the slide rail; and the connecting part is thinner than the base part in the cross-sectional view perpendicular to the longitudinal direction of the slide rail to allow the pair of grip parts to be elastically deformed towards the connecting part.
    [0007]
    7. Vehicle seat according to claim 6, characterized in that: the connecting part is arranged between the pair of gripper parts in a direction transverse to the longitudinal direction of the slide rail.
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    同族专利:
    公开号 | 公开日
    US20150090853A1|2015-04-02|
    JP2015067137A|2015-04-13|
    DE102014219171A1|2015-04-02|
    CN104512284B|2017-06-30|
    IN2014DE02721A|2015-06-26|
    US9616777B2|2017-04-11|
    BR102014023692A2|2015-10-06|
    CN104512284A|2015-04-15|
    JP6253936B2|2017-12-27|
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    法律状态:
    2015-10-06| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-11-06| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-05-05| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-03-23| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-05-04| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 24/09/2014, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2013-203576|2013-09-30|
    JP2013203576A|JP6253936B2|2013-09-30|2013-09-30|Vehicle seat|
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