JP2011020586A - Vehicle seat - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle seat in a simple constitution, which suppresses an increase in mass and cost, and suppresses vibration and ensuring rigidity at collision. <P>SOLUTION: The vehicle seat includes a seat slide device 15 constituted so as to include an upper rail 19 for supporting a seat cushion 11, a lower rail outer 21 fixed to a vehicle body floor through a bracket, a lower rail inner 23 provided between the lower rail outer 21 and the upper rail 19 and an elastic body 27 arranged between the lower rail inner 23 and the lower rail outer 21. The rigidity of the seat is reduced by the elastic body 27, and in the case of the collision, the elastic body 27 is deformed and the lower rail outer 21 and the lower rail inner 23 are interfered or strongly abutted on each other to ensure the rigidity of the seat. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle seat, and more particularly to a vehicle seat that can suppress vibration and ensure rigidity in a collision.

  In a vehicle seat, vibration is generated using a seat skeleton composed of a seat back, a headrest, a spring, and the like as a mass. This vibration is a low frequency vibration of about 10 Hz to 30 Hz. On the other hand, in a vehicle, vibration is applied to the vehicle body by an engine, road surface input, or the like. For example, an engine shake that is a low frequency vibration of about 15 Hz or an idle vibration having a frequency of about 20 Hz or more corresponds to this. Accordingly, it is conceivable that the vibration applied to the vehicle body causes the seat to resonate in the front-rear direction, the up-down direction, and the left-right direction, and the ride comfort of the occupant seated on the seat is reduced. For this reason, a structure that suppresses vibration by providing a dynamic damper on a seat is conventionally known (see, for example, Patent Document 1).

JP 2006-298353 A

  By the way, the skeleton of the seat is designed in consideration of the strength and rigidity in the event of a collision, the comfort of the seated occupant, and the weight reduction, and the mass / rigidity ratio is determined. That is, a seat that can ensure the necessary rigidity even in the event of a collision is desired, and a seat that is reduced in weight considering the fuel efficiency of the vehicle is desired. From this point of view, the configuration in which the dynamic damper is provided in the seat as in the above prior art has many components and the structure becomes complicated, which increases the mass and cost of the seat. Therefore, the prior art has room for improvement in terms of achieving both weight reduction of the vehicle body and suppression of seat vibration during vehicle travel.

  In view of the above-described points, an object of the present invention is to provide a vehicle seat that has a simple configuration, can suppress an increase in mass and cost, can suppress vibration, and can ensure rigidity during a collision.

  According to a first aspect of the present invention, a vehicle seat is provided at a lower end portion of a seat main body, and is arranged on the vehicle body side so as to face the upper rail member, an upper rail member that supports the seat main body, and the upper rail. A lower rail member that slidably supports the member in the vehicle longitudinal direction; a support member that is provided on at least one of the upper rail member and the lower rail member and supports the at least one rail member; and the upper rail It has a seat slide device comprised including at least one of a member, the lower rail member, and the support member, and an elastic body which connects both.

  According to the above configuration, since only the support member and the elastic body are provided, the structure of the seat is simplified compared to the case where the dynamic damper is provided. Further, the vehicle weight and cost can be reduced as compared with the case where a mass that is a mass is provided like a dynamic damper. Further, the rigidity of the seat skeleton, particularly the seat back skeleton, changes due to the relative displacement between the rail members due to the deformation of the elastic body. For this reason, the resonance frequency range of the seat with respect to vibration transmitted from the road surface input to the vehicle body floor and the seat is controlled, and the resonance frequency of the seat can be shifted. Further, at the time of a collision, the elastic members are deformed so that the rail members interfere with each other or strongly hit each other.

  A vehicle seat according to a second aspect of the present invention is the vehicle seat according to the first aspect, wherein the lower rail member has a double structure constituted by a lower rail outer and a lower rail inner, The lower rail outer is the support member.

  According to the said structure, the vehicle seat is comprised by the vehicle seat provided with the conventional seat slide apparatus, the lower rail outer member, and the elastic body. Accordingly, the sliding mass itself of the sheet does not change.

  The vehicle seat according to a third aspect of the present invention is the vehicle seat according to the second aspect, wherein the elastic body is between the bottom of the lower rail outer and the bottom of the lower rail inner, and It is provided between the side part of the said lower rail outer, and the side part of the said lower rail inner.

  According to the above configuration, at the time of a side collision (hereinafter, referred to as a side collision), the second elastic body is compressively deformed in the vehicle width direction, and the rail members strongly hit each other. Further, at the time of a frontal collision (hereinafter referred to as a front collision) or a rear collision (hereinafter referred to as a rear collision), the first elastic body is pulled and deformed, and the rail members interfere with each other.

  A vehicle seat according to a fourth aspect of the present invention is the vehicle seat according to the first or second aspect, wherein the elastic body includes a bottom portion in at least one of the upper rail member and the lower rail member. It is provided between a bending portion that is a connection portion with a side portion and a bending portion that is a connection portion between a bottom portion and a side portion of the support member, and the longitudinal cross-sectional shape is substantially L-shaped. And

  According to the above configuration, the elastic body is substantially L-shaped and has a curved portion that is a connection portion between the bottom portion and the side portion of at least one of the upper rail member and the lower rail member, and the bottom portion and the side portion of the support member. It is arrange | positioned between the curved parts which are connection parts. Therefore, a part is arrange | positioned at the bottom part side, and the remainder is arrange | positioned at the side part side.

  As described above, the vehicle seat according to the first aspect of the present invention has a simple configuration, can suppress an increase in mass and cost, can suppress vibrations, and can secure the rigidity of the seat at the time of a collision. Has an excellent effect.

  In addition, the vehicle seat according to the second aspect of the present invention has an excellent effect that the slide operation force can be reduced as compared with the case where the upper rail member has a double structure. Moreover, it has the outstanding effect that cost can be restrained compared with the case where an upper rail member is made into a double structure.

  Further, the vehicle seat according to the third aspect of the present invention has an excellent effect that the rigidity of the seat can be secured at the time of collision, particularly at the time of side collision and front / rear collision.

  In addition, the vehicle seat according to the fourth aspect of the present invention has an excellent effect that resonance in two directions can be suppressed by one elastic body.

1 is a schematic side view of a vehicle seat according to a first embodiment. It is an expanded sectional view which expands and shows the state cut along the AA line or BB line of the vehicular seat shown in Drawing 1, (A) is normal time, (B) is the time of side collision. Represents each. (C) is an enlarged cross-sectional view showing the state cut along the line BB at the time of the frontal collision, or an enlarged view showing the state cut along the line AA at the time of the rearal collision. An enlarged sectional view is shown. It is the graph which showed the relationship between the load concerning the seat back of the vehicle seat which concerns on 1st Embodiment, and the deflection | deviation. It is the graph which showed the vibration level-frequency relationship of the seat back of the vehicle seat which concerns on 1st Embodiment. It is an expanded sectional view corresponding to Drawing 2 (A) showing the important section of the vehicular seat concerning the modification of a 1st embodiment. It is an expanded sectional view corresponding to Drawing 2 (A) showing the important section of the vehicular seat concerning a 2nd embodiment.

<First Embodiment>
Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 4. Note that an arrow Fr appropriately shown in these drawings indicates a front side in the vehicle front-rear direction, an arrow Up indicates an upper side in the vehicle vertical direction, and an arrow In indicates an inner side in the vehicle width direction.

  As shown in FIG. 1, the vehicle seat of the present embodiment includes a seat cushion 11 that serves as a seating portion for the occupant, a seat back 13 that serves as the back of the occupant, and a headrest (not shown) that supports the head of the occupant. And a seat slide device 15 that supports the seat cushion 11 and is supported so as to be movable in the vehicle front-rear direction with respect to a vehicle body floor (not shown). A seat cushion frame (not shown) as a seat skeleton is provided inside the seat cushion 11, and a seat back frame (not shown) as a seat skeleton is provided inside the seat back 13. The seat back frame is assembled so as to be pivotable in the front-rear direction around the rear end in the vehicle front-rear direction of the seat cushion frame, so that the seat back 13 can be reclined. The vehicle seat is provided with a seat belt device (not shown) so that a seated occupant can wear the seat belt.

  As shown in FIG. 1, the seat slide device 15 includes rail units 17 that are respectively disposed below both sides of the seat cushion 13 in the vehicle width direction and extend in the vehicle front-rear direction. The rail unit 17 includes an upper rail 19 as an upper rail member that supports the seat cushion 11, a lower rail outer 21 as a support member fixed to the vehicle body floor via a bracket, and the lower rail outer 21 and the upper rail 19. A lower rail inner 23 as a lower rail member disposed, a metal ball 25 (see FIG. 2) that is provided between the lower rail inner 23 and the upper rail 19, and a lower rail inner 23 and a lower rail outer 21. And an elastic body 27 provided between the two. That is, the lower rail member has a double structure. The elastic body 27 is bonded to the lower rail inner 23 side, and the lower rail outer 21 is press-fitted. The upper rail 19 is fixed to the seat cushion frame by bolts and nuts (not shown). The lower rail inner 23 is fixed to the lower rail outer 21 with bolts and nuts (not shown). The seat cushion frame and the upper rail 19 are supported so as to be movable in the vehicle front-rear direction with respect to the lower rail inner 23 and the lower rail outer 21 via a movement adjusting mechanism. Note that the upper rail 19, the lower rail inner 23, and the lower rail outer 21 have substantially the same length in the vehicle front-rear direction.

  2A, the cross-sectional shape of the upper rail 19 includes a horizontal portion 19A that is substantially parallel to the vehicle body floor, and a vertical portion 19B that is bent from the vehicle width direction end of the horizontal portion 19A toward the vehicle body floor. The first bent portion 19C is bent outward from the lower end of the vertical portion 19B, and the upper end of the first bent portion 19C is bent upward from the vehicle and inward in the vehicle width direction. And a second bent portion 19D. The upper rail 19 has a symmetrical shape with respect to an axis Y extending in the vehicle vertical direction through the center in the vehicle width direction.

  The lower rail outer 21 has a cross-sectional shape that is substantially parallel to the vehicle body floor, that is, a horizontal portion 21A as a bottom portion, a side portion 21B bent upward from the vehicle width direction end portion of the horizontal portion 21A, and an upper end portion of the side portion 21B. And an inner extending portion 21C that is bent and extends inward in the vehicle width direction. The lower rail outer 21 has a symmetrical shape with respect to an axis Y extending in the vehicle vertical direction through the center in the vehicle width direction.

  The cross-sectional shape of the lower rail inner 23 includes a horizontal portion 23A as a bottom portion substantially parallel to the vehicle body floor, a side portion 23B bent upward from the vehicle width direction end portion of the horizontal portion 23A, and an upper end portion of the side portion 23B. An inner extending portion 23C that is bent and extended inward in the vehicle width direction, and a lower extending portion 23D that is bent and extended from the inner end portion of the inner extending portion 23C toward the vehicle body floor. Have The lower rail inner 23 has a symmetrical shape with respect to an axis Y extending in the vehicle vertical direction through the center in the vehicle width direction.

  The positional relationship between the members constituting the rail unit 17 is as follows. Here, in FIG. 2 (A), the positional relationship of the rail unit 17 which is axisymmetric with respect to the axis Y is shown. That is, between the side surface on the inner side in the vehicle width direction of the curved portion 23E that connects the horizontal portion 23A and the side portion 23B of the lower rail inner 23 and the side surface on the outer side in the vehicle width direction of the first bent portion 19C of the upper rail 19. , A ball 25 is provided. Further, between the side surface on the inner side in the vehicle width direction of the curved portion 23F that connects the side portion 23B of the lower rail inner 23 and the inner extending portion 23C, and the side surface on the outer side in the vehicle width direction of the second bent portion 19D of the upper rail 19 Is provided with a ball 25.

  Further, the elastic body 27 has a substantially rectangular parallelepiped shape and is arranged at six locations. Specifically, as shown in FIG. 1, the first elastic body 27 </ b> A is provided between the lower surface of the horizontal portion 23 </ b> A of the lower rail inner 23 and the upper surface of the horizontal portion 21 </ b> A of the lower rail outer 21. The first elastic bodies 27A are provided one at each of the longitudinal direction (vehicle longitudinal direction) sides of the lower rail outer (or lower rail inner) (in two places). The second elastic body 27 </ b> B is provided between the side surface on the outer side in the vehicle width direction of the side portion 23 </ b> B of the lower rail inner 23 and the side surface on the inner side in the vehicle width direction of the side portion 21 </ b> B of the lower rail outer 21. The second elastic bodies 27B are provided one by one (in four places) on the inner side in the rail longitudinal direction than the first elastic bodies 27A. The spring constants of the first elastic body 27A and the second elastic body 27B are both set equal. Furthermore, a gap 29 is formed between the vertical portion 19 </ b> B of the upper rail 19 and the upper rail side end portion of the inner extension portion 21 </ b> C of the lower rail outer 21.

Next, the operation of the sheet of this embodiment will be described.
The resonance frequency of the seat, particularly the seat back 13 (see FIG. 1), is mainly a load F1 (generally about 4 to 6 kg) applied to the seat back 13 as shown in FIG. 3 when an occupant is seated on the seat. It is determined in relation to the deflection at that time. Note that the bent points P1 and P2 in FIG. 3 represent a state in which gaps between the respective portions are clogged when the occupant leans against the seat back 13.

  Here, while the conventional lower rail member is one member, the seat is composed of two members, a lower rail outer 21 and a lower rail inner 23. An elastic body 27 is provided between the lower rail outer 21 and the lower rail inner 23. Therefore, as shown in FIG. 3, in the state where the occupant is seated on the seat, the elastic body 27 changes the rigidity of the seat skeleton (inclination of the solid line L1 or dotted line L2 in the figure) to reduce the rigidity. A dotted line represents a conventional sheet, and a solid line represents a sheet according to the present embodiment. For this reason, as shown in FIG. 4, the relationship between the vibration level and the frequency of the seat changes from a dotted line graph Q2 indicating that of the conventional sheet to a solid line graph Q1 indicating that of the sheet of the present embodiment. As a result, the resonance frequency of the sheet shifts. Therefore, it is possible to suppress the resonance in the frequency range that matches the idle frequency range indicated by the hatched portion in FIG. 4, and to suppress the vibration of the seat. Further, due to the damping characteristic of the elastic body 27, the vibration magnification in the resonance frequency range is reduced, and the peak of the vibration level is reduced by D.

  Further, according to the above configuration, since the lower rail outer 21 and the elastic body 27 are only added to the conventional seat slide device, the structure of the seat is simplified compared to the case where a dynamic damper is provided. Furthermore, the vehicle weight and cost can be reduced as compared with the case where a mass is provided like a dynamic damper.

  Next, the action at the time of a side collision of a vehicle in which an occupant is seated on the seat will be described with reference to FIG.

  When the vehicle collides from the side of the vehicle (right side in the figure), the colliding body and the side door on the collision side come into contact with each other. Then, as the collision object enters the vehicle interior, the side door on the collision side is deformed toward the vehicle interior. Thereafter, the door trim on the collision side deforms toward the vehicle interior side and comes into contact with the side portion 21B of the lower rail outer 21. Then, the side portion 21B of the lower rail outer 21 is plastically deformed and enters the vehicle width direction inside. Then, the second elastic body 27B provided on the inner side surface in the vehicle width direction of the side portion 21B of the lower rail outer 21 is compressed and deformed in the vehicle width direction, and the inner extension portion 21C of the lower rail outer 21 is on the upper rail 19 side. A gap 29 between the end portion 21D and the vertical portion 19B of the upper rail 19 is narrowed. As a result, the side portion 21B of the lower rail outer 21 and the side portion 23B of the lower rail inner 23 are strongly hit through the second elastic body 27B, so that the rigidity of the seat can be ensured. Note that the length of the inner extension portion 21C of the lower rail outer 21 is set to a length at which the upper rail 19 side end portion of the inner extension portion 21C of the lower rail outer 21 and the vertical portion 19B of the upper rail 19 abut in a side collision. It may or may not be done.

  Next, the operation at the time of a frontal collision of a vehicle in which an occupant is seated on the seat will be described with reference to FIG.

  At the time of a front collision, the seated occupant moves inertially toward the front side of the vehicle. At this time, the upper body of the occupant moves forward of the vehicle by the seat belt compared to the lower body. Therefore, the center of gravity of the occupant moves to the vehicle front side of the seat cushion 11 (see FIG. 1). Therefore, the vehicle front side of the seat cushion frame inside the seat cushion 11 and the upper rail 19 fixed thereto moves downward in the vehicle. On the other hand, the vehicle rear side of the seat cushion frame inside the seat cushion 11 and the upper rail 19 fixed thereto moves upward in the vehicle. As a result, the vehicle rear side of the lower rail inner 23 also moves upward in the vehicle. Therefore, the first elastic body 27A is pulled and deformed, and the inner extension portion 23C on the vehicle rear side of the lower rail inner 23 and the inner extension portion 21C on the vehicle rear side of the lower rail outer 21 come into contact with each other. As a result, the inner extension 23C on the vehicle rear side of the lower rail inner 23 and the inner extension 21C on the vehicle rear side of the lower rail outer 21 interfere with each other to ensure rigidity.

  Next, the action at the time of a rear collision of the vehicle in which an occupant is seated on the seat will be described with reference to FIG.

  At the time of a rear collision, the seated occupant moves to the rear side of the vehicle, and a load acts on the seat back 13 (see FIG. 1). Therefore, the vehicle rear side of the seat cushion frame inside the seat cushion 11 (see FIG. 1) and the upper rail 19 fixed thereto moves downward in the vehicle. On the other hand, the vehicle front side of the seat cushion frame inside the seat cushion 11 and the upper rail 19 fixed thereto moves upward in the vehicle. As a result, the vehicle front side of the lower rail inner 23 also moves upward in the vehicle. Therefore, the first elastic body 27 </ b> A is pulled and deformed, and the inner extension portion 23 </ b> C on the vehicle front side of the lower rail inner 23 and the inner extension portion 21 </ b> C on the vehicle front side of the lower rail outer 21 abut. As a result, the inner extension 23C on the vehicle front side of the lower rail inner 23 and the inner extension 21C on the vehicle front side of the lower rail outer 21 interfere with each other to ensure rigidity.

  As described above, according to the present embodiment, the configuration is simple, an increase in mass and cost can be suppressed, vibrations can be suppressed, and the rigidity of the seat can be secured at the time of collision. Furthermore, compared with the case where the upper rail member has a double structure and has an upper rail outer and an upper rail inner, the slide operation force can be reduced. Moreover, it has the outstanding effect that cost can be restrained compared with the case where an upper rail member is made into a double structure.

<Modification of First Embodiment>
In the said 1st Embodiment, the lower rail inner 23 and the lower rail outer 21 were provided by making the lower rail member of the rail unit 17 into a double. Then, one first elastic body 27A is provided between the two longitudinal sides of the bottom side of the lower rail inner 23 on the vehicle body side and the longitudinal sides of the bottom side of the lower rail outer 21 on the vehicle upper side. ) Was provided. Further, the second elastic body 27B is disposed between the side surface of the side portion of the lower rail inner 23 on the outer side in the vehicle width direction and the side surface of the side portion of the lower rail outer 21 on the inner side in the vehicle width direction from the first elastic body 27A. Are also provided one by one (in four places) on the inner side in the longitudinal direction of the rail. However, as shown in FIG. 5, between the curved portion 23E connecting the horizontal portion 23A and the side portion 23B of the lower rail inner 23 and the curved portion 21E connecting the horizontal portion 21A and the side portion 21B of the lower rail outer 21. The elastic body 31 having a substantially L-shaped longitudinal section may be provided.

  As shown in FIG. 5, the elastic body 31 includes a vehicle front and rear end on the side surface on the outer side in the vehicle width direction of the curved portion 23E that connects the horizontal portion 23A and the side portion 23B of the lower rail inner 23, and a horizontal portion 21A of the lower rail outer 21. Are arranged at four locations between the front and rear ends of the vehicle side in the vehicle width direction of the curved portion 21E connecting the side portion 21B and the side portion 21B. The elastic body 31 has a substantially rectangular parallelepiped shape, and is arranged in a substantially L shape according to the installation space shape. Even in this case, the same effects as those of the first embodiment are obtained.

  Further, in the above-described embodiment, the elastic body 31 includes a curved portion 23E that connects the horizontal portion 23A and the side portion 23B of the lower rail inner 23, and a curved portion 21E that connects the horizontal portion 21A and the side portion 21B of the lower rail outer 21. It is arranged in between. Accordingly, a part of the horizontal part 21A of the lower rail outer 21 and a part of the horizontal part 23A of the lower rail inner 23 are combined with a part of the side part 21B of the lower rail outer 21 and a part of the side part 23B of the lower rail inner 23. The elastic body 31 is in contact. Therefore, resonance of the seat in the vehicle width direction and the vehicle front-rear direction can be suppressed by the elastic member 31 of one member.

<Second Embodiment>
Next, a second embodiment of the present invention will be described with reference to FIG. In addition, the same code | symbol is attached | subjected about the structure similar to the said 1st Embodiment, The description is abbreviate | omitted here.

  As shown in FIG. 6, in the vehicle seat in the second embodiment, the upper rail member has a double structure, an upper rail outer 39 as an upper rail member, and an upper rail inner 41 as a support member. And is characterized in that an elastic body 47 is provided between the upper rail outer 39 and the upper rail inner 41.

  The vehicle seat according to the second embodiment includes a seat slide device 35. The rail unit 37 provided in the seat slide device 35 includes an upper rail outer 39 as an upper rail member that supports the seat cushion 11 (see FIG. 1), and a lower rail member fixed to the vehicle body floor via a bracket. As a lower rail 43, an upper rail inner 41 as a support member disposed between the lower rail 43 and the upper rail outer 39, and a metal that is provided between the lower rail 43 and the upper rail inner 41 so as to be rollable. , And an elastic body 47 provided between the upper rail inner 41 and the upper rail outer 39. The elastic body 47 is bonded to the upper rail outer 39 side, and the upper rail inner 41 is press-fitted. The upper rail outer 39, the upper rail inner 41, and the lower rail 43 have substantially the same length in the vehicle front-rear direction.

  The cross-sectional shape of the upper rail outer 39 includes a horizontal portion 39A that is substantially parallel to the vehicle body floor, a vertical portion 39B that is bent from both ends in the vehicle width direction of the horizontal portion 39A toward the vehicle body floor, and a vehicle from the lower end of the vertical portion 39B. The first bent portion 39C is bent outward in the width direction, and the second bent portion 39D is bent from the upper end portion of the first bent portion 39C and extends inward in the vehicle width direction. . The upper rail outer 39 has a symmetrical shape with respect to an axis Y extending in the vehicle vertical direction through the center in the vehicle width direction.

  The cross-sectional shape of the upper rail inner 41 includes a horizontal portion 41A that is substantially parallel to the vehicle body floor, a vertical portion 41B that is bent from the vehicle width direction end of the horizontal portion 41A toward the vehicle body floor, and a lower end of the vertical portion 41B. The first bent portion 41C is bent outward in the width direction, and the second bent portion 41D is bent from the upper end portion of the first bent portion 41C and extends inward in the vehicle width direction. . The upper rail inner 41 has a symmetrical shape with respect to an axis Y extending in the vehicle vertical direction through the center in the vehicle width direction.

  As shown in FIG. 6, the cross-sectional shape of the lower rail 43 includes a horizontal portion 43A that is substantially parallel to the vehicle body floor, a side portion 43B that is bent upward from the vehicle width direction end of the horizontal portion 43A, and a side portion 43B. 43C extending from the upper end of the vehicle inward in the vehicle width direction and extending downward from the vehicle width direction inner side of the inner extension 43C to the vehicle body floor side 43D. The lower rail 43 has a symmetrical shape with respect to an axis Y extending in the vehicle vertical direction through the center in the vehicle width direction.

  The positional relationship between the members constituting the rail unit 37 is as follows. Here, in FIG. 6, the positional relationship of the rail unit having a line-symmetric shape with respect to the axis Y is shown. That is, the ball 45 is located between the upper side surface of the bent portion 43E connecting the horizontal portion 43A and the side portion 43B of the lower rail 43 and the lower side surface of the first bent portion 41C of the upper rail inner 41. Is provided. Further, between the vehicle body lower side surface of the bent portion 43F that connects the side portion 43B of the lower rail 43 and the inner extension portion 43C and the vehicle body upper side surface of the second bent portion 41D of the upper rail inner 41, A ball 45 is provided.

  Further, the elastic body 47 has a substantially rectangular parallelepiped shape and is provided at eight locations. Specifically, the third elastic body 47A is provided on the side of the first bent portion 41C of the upper rail inner 41 on the upper side of the vehicle body and on the lower side of the vehicle body of the first bent portion 39C of the upper rail outer 39. It is provided between the sides. Each of the third elastic bodies 47A is provided (at four locations) on both sides of the upper rail inner (or upper rail outer) in the longitudinal direction (vehicle longitudinal direction). Further, the fourth elastic body 47B is provided between the side surface on the vehicle width direction outer side of the vertical portion 41B of the upper rail inner 41 and the side surface on the vehicle width direction inner side of the vertical portion 39B of the upper rail outer 39. . The elastic bodies 47B are provided one by one (four locations) on the inner side in the rail longitudinal direction than the third elastic body 47A. The spring constants of the third elastic body 47A and the fourth elastic body 47B are both set equal. Further, a gap 49 is formed between the vertical portion 39 </ b> B of the upper rail outer 39 and the downward extending portion 43 </ b> D of the lower rail 43.

  Also in the above configuration, as in the first embodiment, the elastic body 47 reduces the rigidity of the seat skeleton and shifts the resonance frequency of the seat. Therefore, resonance with the frequency range of engine shake and idle vibration can be suppressed, and the vibration of the seat can be suppressed. Further, the vibration magnification in the resonance frequency region is reduced by the damping characteristic of the elastic body 47. Further, since only the upper rail inner 41 and the elastic body 47 are added in addition to the conventional seat slide device, the seat is simplified as compared with the case where a dynamic damper is provided. Furthermore, mass and cost can be suppressed compared with the case where a mass is provided like a dynamic damper.

  Further, at the time of a side collision of the vehicle on which the occupant is seated on the seat, the side portion 43B of the lower rail 43 moves inward in the vehicle width direction, and accordingly, the fourth elastic body 47B is compressed and deformed in the vehicle width direction. As a result, the vertical portion 39B of the upper rail outer 39 and the vertical portion 41B of the upper rail inner 41 are strongly hit to ensure the rigidity of the seat.

  Further, at the time of a frontal collision of a vehicle in which an occupant is seated on the seat, the vehicle rear end portion of each of the second bent portion 39D of the upper rail outer 39 and the second bent portion 41D of the upper rail inner 41 and the lower rail 43 The vehicle rear end portion of the inner extension portion 43C interferes. Therefore, the rigidity of the sheet can be ensured.

  Further, at the time of a rear collision of the vehicle in which an occupant is seated on the seat, the vehicle front end of each of the second bent portion 39D of the upper rail outer 39 and the second bent portion 41D of the upper rail inner 41, and the lower rail 43 The vehicle front end portion of the inner extension portion 43C interferes. Therefore, rigidity can be ensured.

  Although the first and second embodiments have been described above, the embodiments of the present invention are not limited to these embodiments, and various other embodiments can be adopted without departing from the gist of the present invention. That is, an upper rail inner and an upper rail outer, and a lower rail inner and a lower rail outer (that is, both the upper rail and the lower rail have a double structure) may be provided, and an elastic body may be provided between each rail outer and the rail inner. Since the rail unit is long in the longitudinal direction of the vehicle and can secure a space for incorporating an elastic body, for example, a wide range of tuning can be performed with a minimum space compared to incorporating an elastic body in a seat leg.

  Therefore, in the first embodiment, there are six elastic bodies, four in the modification of the first embodiment, and eight in the second embodiment, but the number and shape of the elastic bodies to be installed. The properties such as the spring constant and the placement location are arbitrary, and the properties of the elastic body may be changed depending on the placement location. The resonance frequency can be tuned according to the number and shape of the elastic bodies, the properties such as the spring constant, and the arrangement location, and the resonance of the seat in the left, right, front, back, and up and down directions can be suppressed. Compared to the case where a dynamic damper composed of a plurality of mass bodies and a plurality of springs is provided inside the seat to suppress vibrations in the respective directions, an increase in cost and mass can be suppressed and the structure is simplified. Can be.

  Further, the length of the support member in the vehicle front-rear direction may not be substantially the same as that of the upper rail member or the lower rail member, and the vehicle front-rear direction length is such that an elastic body can be provided. Is optional if it works. Two support members may be provided in the front-rear direction of the vehicle, or may be provided more than that. Moreover, the connection method of an elastic body is arbitrary, For example, the structure by which the protrusion is provided in both the rail members and it fits with respect to the protrusion may be sufficient. Note that if the present invention is developed in units of seat slide devices, it can be applied depending on the necessity of countermeasures against vibration.

15 Seat slide device 19 Upper rail (upper rail member)
21 Lower rail outer (support member)
21A Horizontal (bottom)
21E Bent part (curved part)
23 Lower rail inner (lower rail member)
23A Horizontal (bottom)
23E Bent part (curved part)
27 Elastic body 27A First elastic body 27B Second elastic body 31 Elastic body 35 Seat slide device 39 Upper rail outer (upper rail member)
41 Upper rail inner (support member)
43 Lower rail (lower rail member)
47 Elastic body

Claims (4)

An upper rail member provided at the lower end of the seat body and supporting the seat body;
A lower rail member disposed on the vehicle body side facing the upper rail member and supporting the upper rail member slidably in the vehicle front-rear direction;
A support member provided on at least one of the upper rail member and the lower rail member and supporting the at least one rail member;
An elastic body provided between at least one of the upper rail member and the lower rail member and the support member, and connecting the two;
A vehicle seat comprising a seat slide device configured to include a vehicle seat.   The vehicle seat according to claim 1, wherein the lower rail member has a double structure constituted by a lower rail outer and a lower rail inner, and the lower rail outer is the support member. A vehicle seat characterized by the above.   3. The vehicle seat according to claim 2, wherein the elastic body is between a bottom portion of the lower rail outer and a bottom portion of the lower rail inner, and a side portion of the lower rail outer and the lower rail. A vehicle seat characterized in that the vehicle seat is provided between the inner side portions.   3. The vehicle seat according to claim 1, wherein the elastic body includes a curved portion that is a connection portion between a bottom portion and a side portion of at least one of the upper rail member and the lower rail member, and the support. A vehicle seat provided between a bottom portion of a member and a curved portion, which is a connecting portion between side portions, and having a substantially L-shaped longitudinal section.

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