JP2009143253A - Seat - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a seat that is cost effective and that can obtain sure operation with regard to a seat comprising a pair of seat tracks consisting of first and second rails; a locked part provided at either one side of floor and second rail sides; a lock part, which is provided at the other side of the floor and second rail sides, that can be engaged and disengaged with the locked part, and that prevents the movement of the second rail when engaged; a drive part, which drives the lock part, an acceleration sensor, which detects the acceleration acting on the seat; and a control part, which takes in a signal of the acceleration sensor and release the engagement of the lock part and the locked part by driving the drive part when the acceleration acts on the seat. <P>SOLUTION: A fourth bracket (bridge part) 107, on which one end side is attached to the second rail 55, and the other end is attached to the second rail 55', is provided. A hole (locked part) 115 is provided at the fourth bracket, and a shaft (lock part) 111, which is engaged and disengaged with the hole 115, is provided at the floor side. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention includes a pair of first rails provided along a traveling direction of a vehicle on a floor, and a pair of second rails movably engaged with the first rails and provided with a seat. A pair of seat tracks, a locked portion provided on one of the floor side and the second rail side, and the other side of the floor side and the second rail side And a lock portion that can be engaged with and disengaged from the locked portion and prohibits movement of the second rail when engaged, a drive portion that drives the lock portion, and an acceleration that acts on the seat is detected. An acceleration sensor and a control unit that captures a signal from the acceleration sensor and drives the drive unit to release the engagement between the lock unit and the locked unit when acceleration acts on the seat It relates to the sheet | seat which has.

  When the front part of the vehicle is crushed due to a frontal collision of the vehicle, the space between the dashboard and the seat may be narrowed. Therefore, if the seat occupant's legs are located in the space between the dashboard and the seat, it may be difficult to rescue the occupant. Therefore, in order to secure a space in which the seated person's legs are located between the dashboard and the seat, a seat that allows the seat to move rearward at the time of a frontal collision of the vehicle has been proposed.

Such a seat includes a pair of first rails on the floor, and a pair of first rails and a second rail that is movably engaged with the first rails and provided with a seat. The seat track is provided so that the seat can be slid back and forth. Furthermore, the locked part provided on one of the floor side and the second rail side and the other side of the floor side and the second rail side are provided and can be engaged with and disengaged from the locked part. A lock mechanism including a simple lock portion is provided. Normally, the lock portion engages with the locked portion, and thus the movement of the second rail is prohibited, and the lock portion is separated from the locked portion at the time of a frontal collision of the vehicle. Is released to enable the seat to move backward (see, for example, Patent Document 1).
JP 2006-1372 A

In the case of the above-described seat, the lock portion is provided in both seat tracks.
For this reason, there exists a possibility that a shift | offset | difference may generate | occur | produce in the operation timing of two lock parts. If a deviation occurs in the operation timing, the seat may not be moved rearward at the time of a frontal collision of the vehicle. Further, if the operation timings of the two lock portions are matched, the cost may increase.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a seat that can be reliably operated at low cost.

  The invention according to claim 1 is a pair of first rails provided on the floor along the traveling direction of the vehicle, and a pair of first rails movably engaged with the first rails and provided with a seat. A pair of seat tracks composed of two rails, a locked portion provided on one of the floor side and the second rail side, and the floor side and the second rail side. The lock portion is provided on the other side of the door, and can be engaged with and disengaged from the locked portion. The lock portion prohibits the movement of the second rail when engaged, the drive portion that drives the lock portion, and the seat. An acceleration sensor that detects acceleration and a signal from the acceleration sensor, and when acceleration acts on the seat, the drive unit is driven to engage the lock unit and the locked unit. A seat having a control unit to be released A bridge portion having one end side attached to one rail of the pair of second rails and the other end side attached to the other rail of the second rail, the bridging portion having the lock portion One of the locked parts is provided, and the other of the locked part and the locked part is provided on the floor side.

  The invention according to claim 2 is characterized in that the locked part is a hole, and the lock part is a shaft that is provided so as to be movable in the axial direction and that can be engaged with and disengaged from the hole. It is a sheet of description.

  According to a third aspect of the present invention, the locked portion is a pin, the lock portion is rotatably provided, a hook that can be engaged with and disengaged from the pin, and the hook in a direction rotating toward the pin. The sheet according to claim 1, further comprising: an urging unit that urges the lens.

  The invention according to claim 4 is provided with a braking force applying means for continuously applying a braking force to the movement of the second rail. It is.

  The invention according to claim 5 is a pair of first rails provided on the floor along the traveling direction of the vehicle, and a pair of first rails movably engaged with the first rails and provided with a seat. A pair of seat tracks composed of two rails, a locked portion provided on one of the floor side and the second rail side, and the floor side and the second rail side. The lock portion is provided on the other side of the door, and can be engaged with and disengaged from the locked portion. The lock portion prohibits the movement of the second rail when engaged, the drive portion that drives the lock portion, and the seat. An acceleration sensor that detects acceleration and a signal from the acceleration sensor, and when acceleration acts on the seat, the drive unit is driven to engage the lock unit and the locked unit. A seat having a control unit to be released , One end side is attached to one rail of the pair of second rails, and the other end side is provided with a bridge portion attached to the other rail of the second rail. A stopper portion provided on one side of the bridging portion side, and the lock portion is provided on the other side of the floor side and the bridging portion side and contacts the stopper portion. A shaft that is provided so as to be able to contact / separate, is driven by the drive unit, and abuts against the stopper unit to prevent further movement of the second rail to the rear, and movement of the second rail On the other hand, it is a seat characterized by comprising braking force applying means for continuously applying a braking force.

  In the invention according to claim 1-5, the control unit captures a signal from the acceleration sensor, and when acceleration acts on the seat, the control unit drives the driving unit to engage with the locked unit. The lock part located in is driven to release the engagement between the lock part and the locked part.

  According to the first to fourth aspects of the invention, the bridge having one end attached to one rail of the pair of second rails and the other end attached to the other rail of the second rail. By providing a connecting portion, providing one of the locking portion and the locked portion on the bridging portion, and providing the other of the locking portion and the locked portion on the floor side, There is one locking part and one locked part that prohibit the movement of the rail, and there is no deviation in the operation timing.

And since there is one lock part and one part to be locked that prohibit the movement of the second rail, a reliable operation can be obtained at low cost.
According to the invention of claim 2, the locked portion is a hole, the lock portion is provided so as to be movable in the axial direction, and is a shaft that can be engaged with and disengaged from the hole. The shaft is driven directly, and the time until unlocking is shortened.

In addition, since the lock and unlock are performed simply by engaging and disengaging the shaft with the hole, the lock and unlock operations are reliable and the structure is simple.
According to the invention of claim 3, the locked portion is a pin, the lock portion is rotatably provided, a hook that can be engaged with and disengaged from the pin, and a direction that rotates toward the pin. By comprising the urging means for urging the hook, the drive unit only needs to drive the hook in a direction to detach from the pin, so that the configuration of the drive unit is simplified.

According to the invention which concerns on Claim 4, the stable braking force is obtained by providing the braking force provision means which gives a braking force continuously with respect to the movement of the said 2nd rail.
According to the invention according to claim 5, a bridging portion in which one end side is attached to one rail of the pair of second rails and the other end side is attached to the other rail of the second rail is provided. The locked portion is a stopper portion provided on one side of the floor side and the bridge portion side, and the lock portion is the other side of the floor side and the bridge portion side. The shaft is provided so as to be able to contact / separate from the stopper portion, is driven by the driving portion, and abuts against the stopper portion, thereby prohibiting further rearward movement of the second rail. And a braking force applying means for continuously applying a braking force with respect to the movement of the second rail, so that the shaft and the stopper portion, which are members that prohibit the backward movement of the second rail, are each 1 And There is no deviation of the dynamic timing. And since the shaft and stopper part which are the members which prohibit retreat of a 2nd rail become one each, reliable operation | movement is obtained at low cost.

  Initially, the whole structure of the sheet | seat of this example is demonstrated using FIG. As shown in the figure, on the floor F, a pair of lower seat tracks 51, 51 ′ and a pair of upper seat tracks 61, 61 ′ are stacked from the floor F side (in FIG. 7, the lower seat tracks 51 are stacked). (The upper seat track 61 'is not shown).

  The lower seat tracks 51 and 51 ′ are provided on the floor F, and are movably engaged with a pair of first rails 53 and 53 ′ provided along the traveling direction of the vehicle, and the first rails 53 and 53 ′. It is composed of a pair of second rails 55 and 55 '(in FIG. 7, the first rail 53' and the second rail 55 'are not shown).

  The upper seat tracks 61, 61 ′ are connected to a pair of first rails 63, 63 ′ provided on the second rails 55, 55 ′ of the lower seat tracks 51, 51 ′ and the first rails 63, 63 ′. It consists of a pair of second rails 65 and 65 ′ that are movably engaged (in FIG. 7, the first rail 63 ′ and the second rail 65 ′ are not shown).

  On the second rails 65 and 65 ′ of the upper seat tracks 61 and 61 ′, a seat 71 including a seat cushion 73 that supports a seated person's buttocks and a seat back 75 that supports the seated person's back is provided. Yes. The normal slide of the seat 71 is performed by moving the second rails 65 and 65 ′ of the upper seat tracks 61 and 61 ′ with respect to the first rails 63 and 63 ′.

  Normally, the movement of the second rails 55 and 55 ′ relative to the first rails 53 and 53 ′ of the lower seat tracks 51 and 51 ′ is prohibited, and the first rails 53 and 53 are detected when the vehicle collides front. A seat track releasing device for releasing the movement of the second rails 55, 55 'relative to' is provided.

Here, the sheet track releasing device will be described.
(First embodiment)
First, FIG. 1 is a top view of the lower sheet track 51 of the first embodiment, FIG. 2 is a cross-sectional view taken along a cutting line AA in FIG. 1, and a cross-sectional view taken along a cutting line BB in FIG. This will be described with reference to FIG.

  As shown in FIG. 1, one end is attached to the lower surface of the first rail 53, and the other end is attached to the lower surface of the first rail 53 ′ at the front of the lower seat tracks 51, 51 ′. A first bracket 101 and a second bracket 103 are provided to bridge the first rail 53 and the first rail 53 ′. On the other hand, at the rear of the lower seat tracks 51, 51 ′, one end is attached to the lower surface of the first rail 53, and the other end is attached to the lower surface of the first rail 53 ′. A third bracket 105 that bridges the first rail 53 ′ is provided.

  Further, one end of the lower seat track 51, 51 ′ is attached to the upper surface of the second rail 55, and the other end is attached to the upper surface of the second rail 55 ′. A fourth bracket 107 is provided as a bridging portion that bridges the second rail 55 '.

  The first bracket 101 is provided with an actuator (drive unit) 113 that moves a shaft 111 as a lock unit in the axial direction. On the other hand, the fourth bracket 107 is formed with a hole 115 as a locked portion. The hole 115 is formed so that the shaft 111 can be engaged with and disengaged from the hole 115 when the second rails 55 and 55 ′ are in a predetermined position in front.

And if the shaft 111 as a lock part engages with the hole 115 as a to-be-locked part, the movement of 2nd rails 55 and 55 'will be prohibited.
The actuator 113 according to this embodiment is a self-holding solenoid, and in a non-energized state, the shaft 111 protrudes to a position where it can be engaged with the hole 115, and that state is held and energized by the magnetic force of the magnet. The shaft 111 is pulled to a position where the engagement with the hole 115 is not possible.

  Between the fourth bracket 107 and the third bracket 105, a pair of brake force applying portions 117 and 117 'as a brake force applying means are disposed. One end of each of the brake force applying portions 117 and 117 ′ is attached to the fourth bracket 107, and the other end is attached to the third bracket 105.

  The brake force applying portions 117 and 117 ′ are manufactured by bending a metal plate material, and are perpendicular to the floor F and on a plane along the moving direction of the second rails 55 and 55 ′ of the lower seat track 51. The shape is bent into a triangular waveform. The brake force applying portions 117 and 117 ′ are compressed and plastically deformed when the second rails 55 and 55 ′ move rearward, so that the brake force is continuously applied to the movement of the second rails 55 and 55 ′. Is to give.

  The second bracket 103 and the third bracket 105 are provided with a pair of brackets 41 and 41 'having an L-shaped cross section and a bracket 43 having a U-shaped cross section so as to bridge the two. ing.

  Next, the electrical configuration of this embodiment will be described with reference to FIG. In the figure, reference numeral 121 denotes an acceleration sensor that detects acceleration acting on the seat 71. For example, an acceleration sensor for an airbag can be used. Reference numeral 123 denotes a control unit that takes in a signal from the acceleration sensor 121 and drives the actuator 113 when acceleration acts on the seat 71.

  Next, the operation | movement at the time of front collision of the vehicle of this embodiment is demonstrated using FIG.1, FIG.5, FIG.6. FIG. 5 is a flowchart for explaining the operation of the control unit, and FIG. 6 is a diagram showing a state in which the second rail has moved backward from the state of FIG.

  Normally, as shown in FIG. 1, the second rails 55, 55 ′ are in a predetermined position in front, the actuator 113 is in a non-energized state, the shaft 111 is engaged with the hole 115, and the second rails 55, 55 ′ Movement of 55 'is prohibited.

  Here, when the vehicle collides front, as shown in FIG. 5, the control unit 123 takes in a signal from the acceleration sensor 121, and when the signal (g) of the acceleration sensor 121 becomes equal to or higher than a set value (Gc) (step) 1) That is, when the acceleration of pushing the seat 71 forward reaches a set value or more, the actuator 113 is driven (step 2).

  When the actuator 113 is driven in the state of FIG. 1, the shaft 111 is retracted, the engagement with the hole 115 is released, and the second rails 55 and 55 ′ are relative to the first rails 53 and 53 ′. It becomes possible to move. That is, the sheet can move backward.

  Then, due to the frontal collision, the front part of the vehicle collapses, the space between the dashboard and the seat shrinks, and when the seat occupant's leg is pushed against the dashboard, the seat moves backward, and the dashboard and the seat A space in which the legs of the seated person are located can be secured. When the seat moves rearward, as shown in FIG. 6, the triangular waveform brake force applying portions 117 and 117 ′ are compressed in the moving direction of the second rails 55 and 55 ′, and are plastically deformed. A braking force is continuously applied to the movement of the second rails 55 and 55 '.

According to such a configuration, the following effects can be obtained.
(1) The shaft 111 and the hole 115 that prohibit the movement of the second rails 55 and 55 ′ are each one, and there is no shift in the operation timing.

And since the shaft 111 and the hole 115 which prohibit the movement of the 2nd rails 55 and 55 'are each one, reliable operation | movement is obtained at low cost.
(2) The lock portion is provided so as to be movable in the axial direction and is a shaft 111 that can be engaged with and disengaged from the hole 115, and the drive portion is an actuator 113 that directly drives the shaft 111. Becomes shorter.
(3) Since the locking and unlocking are performed simply by engaging and disengaging the shaft 111 with the hole 115, the locking and unlocking operations are reliable and the structure is simple.
(4) A stable braking force can be obtained by including the braking force applying portions 117 and 117 ′ as braking force applying means for continuously applying a braking force to the movement of the second rails 55 and 55 ′. .
(3) The brake force applying portions 117 and 117 ′ as the brake force applying means are metal plates that are plastically deformed when the second rails 55 and 55 ′ move, and the material of the brake force applying portions 117 and 117 ′. A desired braking force can be obtained by changing the shape.

  The present invention is not limited to the above embodiment. In the above embodiment, the shaft 111 as the lock portion is provided in the first bracket 101 on the floor side, and the hole 115 as the locked portion is provided in the fourth bracket 107 on the second rails 55 and 55 ′ side. Conversely, a hole as a locked portion may be provided in the first bracket 101 on the floor side, and a shaft as a locking portion may be provided in the fourth bracket 107 on the second rails 55 and 55 ′ side.

Moreover, as a lock | rock part and a to-be-locked part, the structure as shown in FIG. 8 may be sufficient besides the hole which a shaft and a shaft engage / disengage. In the figure, 201 is a pin as a locked part.
Reference numeral 203 denotes a hook as a lock portion that is rotatably provided using a pin 205. A hook groove 203 a is formed in the hook 203. Further, the hook 203 is urged in the direction in which the hook groove 203a engages with the pin 201 (in the direction of the arrow in the figure) by a spring 207 as an urging means locked to the hook 203. Further, reference numeral 209 denotes a solenoid as a drive unit. The tip of the shaft 209 a of the solenoid 209 is rotatably attached to a location other than the rotation center of the hook 203 using a pin 211. When the solenoid 209 is driven, the shaft 209a is drawn from the state shown in FIG. 8, and the hook 203 rotates around the pin 205 in the direction opposite to the arrow direction against the urging force of the spring 207. It moves to the position of the line, and the engagement between the hook groove 203a of the hook 203 and the pin 201 is released.

According to the lock part and the locked part having such a configuration, the solenoid 209 only needs to drive the hook 203 in a direction to be detached from the pin 201, so that the structure of the solenoid (drive part) 209 is simplified.
(Second embodiment)
This will be described with reference to FIGS. Note that the same parts as those in the first embodiment are denoted by the same reference numerals, and redundant description is omitted. 9 is a top view of the lower seat track 51 of the second embodiment, FIG. 10 is a cross-sectional view taken along the section line CC of FIG. 9, and FIG. 11 is a state in which the second rail is retracted from the state of FIG. FIG.

  As shown in FIG. 10, the first bracket 101 is provided with an actuator (drive unit) 113 that moves a shaft 111 that is a part of the lock unit in the axial direction. On the other hand, a notch 107 a is formed on the side of the fourth bracket 107 on the third bracket 105 side. A wall surface substantially orthogonal to the floor F of the notch 107a and substantially orthogonal to the moving direction of the second rails 55 and 55 'serves as a stopper portion 301 as a locked portion.

  When the second rails 55 and 55 ′ are in a predetermined position in front, the shaft 111 can come into contact with the stopper portion 301. When the shaft 111 comes into contact with the stopper portion 301, further movement of the second rails 55 and 55 'to the rear is prohibited.

  The actuator 113 according to this embodiment is a self-holding solenoid, and in a non-energized state, the shaft 111 protrudes to a position where it can be engaged with the hole 115, and that state is held and energized by the magnetic force of the magnet. The shaft 111 is pulled to a position where the engagement with the hole 115 is not possible.

  Between the fourth bracket 107 and the third bracket 105, a pair of brake force applying portions 117 and 117 'as a brake force applying means are disposed. One end of each of the brake force applying portions 117 and 117 ′ is attached to the fourth bracket 107, and the other end is attached to the third bracket 105.

  The brake force applying portions 117 and 117 ′ are manufactured by bending a metal plate material, and are perpendicular to the floor F and on a plane along the moving direction of the second rails 55 and 55 ′ of the lower seat track 51. The shape is bent into a triangular waveform. The brake force applying portions 117 and 117 ′ are compressed and plastically deformed when the second rails 55 and 55 ′ move rearward, so that the brake force is continuously applied to the movement of the second rails 55 and 55 ′. Is to give.

  The second bracket 103 and the third bracket 105 are provided with a pair of brackets 41 and 41 'having an L-shaped cross section and a bracket 43 having a U-shaped cross section so as to bridge the two. ing.

  The shaft 111 and the brake force applying portions 117 and 117 ′ form a lock portion. When the shaft 111 of the lock portion contacts the stopper portion 301, the movement of the second rails 55 and 55 ′ is prohibited. The Rukoto.

Note that the electrical configuration and operation of the present embodiment are the same as those of the first embodiment, and a description thereof will be omitted.
In such a configuration, the shaft 111 and the stopper portion 301, which are members that prohibit the rearward movement of the second rails 55 and 55 ', are each one, and there is no deviation in the operation timing.

  And since the shaft 111 and the stopper part 301 which are members which prohibit the retreat of a 2nd rail become one each, reliable operation | movement is obtained at low cost.

It is a top view of the lower stage seat track of the 1st form example. It is sectional drawing in the cutting line AA of FIG. It is sectional drawing in the cutting line BB of FIG. It is a block diagram explaining the electrical constitution of the 1st form example. It is a flowchart explaining the action | operation of a control part. It is a figure which shows the state which the 2nd rail moved back from the state of FIG. It is a figure explaining the whole structure of a sheet. It is a figure explaining the other example of a lock part and a to-be-locked part. It is a top view of the lower stage seat track of the 2nd form example. FIG. 10 is a cross-sectional view taken along a cutting line CC in FIG. 9. It is a figure which shows the state which the 2nd rail retracted | retreated from the state of FIG.

Explanation of symbols

51 Lower-stage seat track 53 First rail 55 Second rail 101b Brake force application unit (brake force application means)
107 Fourth bracket (bridge)
111 Shaft 115 hole

Claims (5)

A pair of seats comprising a pair of first rails provided along the traveling direction of the vehicle on the floor, and a pair of second rails movably engaged with the first rails and provided with a seat. Track,
A locked portion provided on one of the floor side and the second rail side; and
A lock portion that is provided on the other side of the floor side and the second rail side, is detachable from the locked portion, and prohibits movement of the second rail when engaged;
A drive unit for driving the lock unit;
An acceleration sensor for detecting an acceleration acting on the seat;
A control unit that takes in a signal from the acceleration sensor and drives the driving unit to release the engagement between the locking unit and the locked unit when acceleration acts on the seat; In
One end side is attached to one rail of the pair of second rails, and the other end side is provided with a bridge portion attached to the other rail of the second rail,
In the bridging part, one of the lock part and the locked part is provided,
A seat provided with the other of the lock part and the locked part on the floor side. The locked part is a hole,
The seat according to claim 1, wherein the lock portion is a shaft that is provided so as to be movable in an axial direction and that can be engaged with and disengaged from the hole. The locked part is a pin,
The lock part is
A hook provided rotatably and detachable from the pin;
An urging means for urging the hook in a direction rotating toward the pin;
The sheet according to claim 1, comprising:   The seat according to any one of claims 1 to 3, further comprising a braking force applying unit that continuously applies a braking force to the movement of the second rail. A pair of seats comprising a pair of first rails provided along the traveling direction of the vehicle on the floor, and a pair of second rails movably engaged with the first rails and provided with a seat. Track,
A locked portion provided on one of the floor side and the second rail side; and
A lock portion that is provided on the other side of the floor side and the second rail side, is detachable from the locked portion, and prohibits movement of the second rail when engaged;
A drive unit for driving the lock unit;
An acceleration sensor for detecting an acceleration acting on the seat;
A seat having a control section that takes in a signal from the acceleration sensor and drives the driving section to release the engagement between the locking section and the locked section when acceleration acts on the seat; In
One end side is attached to one rail of the pair of second rails, and the other end side is provided with a bridge portion attached to the other rail of the second rail,
The locked part is a stopper part provided on one side of the floor side and the bridge part side,
The lock part is
Provided on the other side of the floor side and the bridging portion side, provided so as to be able to contact / detach from the stopper portion, driven by the driving portion, and contacted with the stopper portion, so that A shaft that prohibits rearward movement of the second rail;
Brake force application means for continuously applying a brake force to the movement of the second rail.

Images