JP2013166405A - Collision load reducing mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a collision load reducing mechanism for a vehicle seat, configured to properly reduce a load on an occupant upon a vehicle collision.SOLUTION: A collision load reducing mechanism 10 includes: a first rail 24 provided to be fixed on a floor so as to extend in a vehicle longitudinal direction; a second rail 60 to be fixed to a vehicle seat so as to slide with respect to the first rail; and a linear motor 100 having a stator 104 arranged in the first rail along an extension direction of the first rail, and a mover 102 arranged in the second rail to face the stator. Operation of the linear motor is controlled so that the mover moves in a direction opposite a direction in which a collision load is generated, upon a vehicle collision. The vehicle seat slides in a direction opposite a direction where acceleration is caused by the collision. The acceleration of the vehicle seat which changes depending on the collision can be reduced. A load on an occupant seated on the vehicle seat can be properly reduced.

Description

  The present invention relates to a collision load reducing mechanism for reducing a load received by an occupant seated in a vehicle seat during a vehicle collision.

  When a collision such as a frontal collision or a rearward collision occurs in the vehicle, the acceleration applied to the occupant changes greatly, and the occupant may receive a large load. Specifically, for example, when a vehicle collides with a collided object such as another vehicle, that is, when a front collision occurs in the vehicle, an acceleration toward the rear of the vehicle is applied to the occupant. Receives a load directed backwards. In order to reduce the load received by this occupant, the following patent document describes a mechanism including a coil spring, and the mechanism attaches the vehicle seat rearward when a front collision occurs due to the elastic force of the coil spring. It is configured to force.

JP 2006-56440 A

  In the mechanism described in the above-mentioned patent document, when a collision occurs, the vehicle seat is urged in the same direction as the acceleration generation direction due to the collision, and a greater acceleration is applied to the occupant seated on the vehicle seat. ing. In this case, the load received by the occupant seated in the vehicle seat at the time of the collision is not reduced, but on the contrary, the load increases, and the occupant cannot be properly protected. This invention is made in view of such a situation, and provides the collision load reduction mechanism which can reduce appropriately the load which the passenger | crew seated on the vehicle seat at the time of a vehicle collision receives. Let it be an issue.

  In order to solve the above-described problem, a collision load reducing mechanism according to claim 1 of the present application is provided for a first rail that can be fixed to a floor so as to extend in the front-rear direction of the vehicle, and the first rail. A second rail slidably fixed to the vehicle seat; a stator disposed on the first rail along a direction in which the first rail extends; and the second rail so as to face the stator. And a control device for controlling the operation of the linear motor so that the mover moves in a direction opposite to a direction in which a load generated by the collision occurs in the event of a vehicle collision. It is comprised so that.

  According to a second aspect of the present invention, there is provided the collision load reducing mechanism according to the first aspect, wherein the control device generates a motor force having a magnitude corresponding to a magnitude of a load caused by a vehicle collision. And configured to control the operation of the linear motor.

  Further, the collision load reducing mechanism according to claim 3 is the collision load reducing mechanism according to claim 1 or claim 2, wherein the first rail is an upper rail that is slidable on a lower rail fixed to a floor, By being made slidable with respect to the lower rail by a slide restricting mechanism, it is fixed to the floor, and the second rail is slidably provided on the upper surface of the first rail which is the upper rail. The

  In the collision load reducing mechanism according to the first aspect, at the time of the vehicle collision, the vehicle seat is slid by the linear motor in a direction opposite to the direction of the load generated by the collision. That is, by sliding the vehicle seat in the direction opposite to the direction accelerated by the collision, it is possible to reduce the acceleration of the vehicle seat that changes due to the collision. Therefore, according to the collision load reducing mechanism of the first aspect, it is possible to appropriately reduce the load received by the occupant seated on the vehicle seat.

  In the collision load reducing mechanism according to claim 2, the motor force, which is the force exerted by the linear motor, is determined according to the magnitude of the load generated by the collision, and the linear motor is operated so that the motor force is exerted. Is controlled. Thereby, even when a large collision load occurs, a large motor force can be exerted, and the collision load can be appropriately reduced.

  In the collision load reducing mechanism according to the third aspect, the second rail is disposed between the first rail as the upper rail and the vehicle seat. That is, in the vehicle seat equipped with the collision load reducing mechanism according to claim 3, the three rails of the lower rail, the upper rail (first rail), and the second rail are laminated, and a very compact structure is realized. Has been.

It is a perspective view which shows the vehicle seat with which the collision load reduction mechanism which is the Example of this invention was attached. It is a side view which shows the collision load reduction mechanism and slide mechanism which are shown in FIG. 1 in the viewpoint from a side. It is sectional drawing in the AA line shown in FIG. It is sectional drawing in the BB line shown in FIG. It is a side view which shows the state by which the fixation of the top rail by the top rail fixing mechanism of the collision load reduction mechanism shown in FIG. 2 was cancelled | released.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings as modes for carrying out the present invention.

  FIG. 1 shows a vehicle seat 12 to which a collision load reducing mechanism 10 according to an embodiment of the present invention is attached from a perspective from an oblique front. The vehicle seat 12 includes a seat cushion 14 that supports the driver's buttocks and a seat back 16 that supports the driver's back, and the vehicle seat 12 is provided with the collision load reducing mechanism 10 and the slide device 18. Attached to the floor.

  The slide device 18 includes a pair of slide mechanisms 20 disposed so as to extend in the front-rear direction of the vehicle. Each of the pair of slide mechanisms 20 includes a lower rail 22 fixed to the vehicle floor, The upper rail 24 is slidable with respect to the lower rail 22. The lower rail 22 is fixed by a support tool 26 at a front end portion and is fixed by a support tool 28 at a rear end portion. On the other hand, the seat cushion 14 of the vehicle seat 12 is attached to the upper rail 24 via the collision load reducing mechanism 10, and the vehicle seat 12 can be changed in the front-rear direction position by the slide device 18. It is said that.

  Further, the slide device 18 includes a slide restriction mechanism (not shown) provided in one of the pair of slide mechanisms 20, and the slide restriction mechanism allows the upper rail 24 to slide with respect to the lower rail 22 at an arbitrary position. It is possible to regulate with. That is, the upper rail 24 can be fixed at an arbitrary position with respect to the floor, and can be fixed at an arbitrary position after the vehicle seat 12 is slid in the front-rear direction. ing.

  Further, the collision load reducing mechanism 10 disposed between the upper rail 24 and the vehicle seat 12 normally has a structure in which the upper rail 24 and the vehicle seat 12 are fixedly connected. When a collision such as a front collision or a rear collision occurs, the vehicle seat 12 can be slid in the front-rear direction with respect to the upper rail 24, and the vehicle seat 12 is slid in the front-rear direction. It is possible to reduce the load applied to the occupant seated on the vehicle seat 12 at the time of the collision.

  Here, the structure of the collision load reducing mechanism 10 which is a mechanism for reducing the collision load will be specifically described with reference to FIGS. FIG. 2 is a view showing the collision load reducing mechanism 10 and the slide mechanism 20 from a side view, but the vehicle seat 12 is omitted. 3 is a cross-sectional view taken along line AA shown in FIG. 2, and FIG. 4 is a cross-sectional view taken along line BB shown in FIG.

  Before describing the structure of the collision load reducing mechanism 10, first, the structure of the slide mechanism 20 will be specifically described. The lower rail 22 constituting the slide mechanism 20 has a shape shown in FIGS. 3 and 4 by bending a steel flat plate member. The lower rail 30 is located on the bottom surface and both edges of the lower surface portion 30 are formed. A pair of side surface portions 32 bent upward, a pair of upper surface portions 34 bent horizontally from the upper ends of the pair of side surface portions 32, and the pair of upper surface portions 34 And a pair of return surface portions 36 bent downward from the inner end.

  On the other hand, the upper rail 24 is also shaped as shown in FIGS. 3 and 4 by bending a steel flat plate member, and is bent downward from the upper surface portion 40 and both edges of the upper surface portion 40. The pair of side surface portions 42 and a pair of fin surface portions 44 that are once bent outward from the lower ends of the pair of side surface portions 42 and then bent upward are formed.

  The fin surface portion 44 of the upper rail 24 is located between the side surface portion 32 and the return surface portion 36 of the lower rail 22, and the return surface portion 36 of the lower rail 22 is interposed between the side surface portion 42 and the fin surface portion 44 of the upper rail 24. The upper rail 24 is inserted into the lower rail 22 so as to be positioned. As a result, the upper rail 24 can slide with respect to the lower rail 22. Further, a plurality of ball bearings 50 are disposed between the upper end portion of the fin surface portion 44 of the upper rail 24 and the upper end portion of the side surface portion 32 of the lower rail 22, and the lower end portion of the fin surface portion 44 of the upper rail 24 and the lower rail 22. A plurality of ball bearings 52 are disposed between the lower end portions of the side surface portions 32, and smooth sliding of the upper rail 24 with respect to the lower rail 22 is ensured.

  Further, the collision load reducing mechanism 10 has a top rail 60 provided on the upper rail 24 so as to be slidable. The top rail 60 has a shape shown in FIGS. 3 and 4 by bending a steel flat plate member. The top rail 60 is bent downward from both the upper surface 62 and both edges of the upper surface 62. The pair of side surface portions 64 and a pair of fin surface portions 66 that are once bent outward from the lower ends of the pair of side surface portions 64 and then bent upward are formed.

  The top rail 60 is inserted into the upper rail 24 and the lower rail 22 so that the fin surface portion 66 thereof is located between the fin surface portion 44 of the upper rail 24 and the return surface portion 36 of the lower rail 22. The portion 62 faces the upper surface portion 40 of the upper rail 24, and the pair of side surface portions 42 of the upper rail 24 are located between the pair of side surface portions 64 of the top rail 60. Further, a plurality of ball bearings 67 are disposed between the upper end portion of the fin surface portion 66 of the top rail 60 and the upper end portion of the return surface portion 36 of the lower rail 22, and the lower end portion of the fin surface portion 66 of the top rail 60 and the upper rail. A plurality of ball bearings 68 are disposed between the lower end portions of the 24 side surface portions 42.

  As shown in FIGS. 2 and 4, a roller 70 is pivotally supported on each of the pair of side surface portions 64 at both ends of the top rail 60 so as to extend in a direction perpendicular to the axial direction of the top rail 60 and in the horizontal direction. The roller 70 can roll between the upper surface portion 62 of the top rail 60 and the upper surface portion 40 of the upper rail 24. As a result, the top rail 60 is slidable with respect to the upper rail 24. At the intermediate portion of the top rail 60, the upper surface portion 62 of the top rail 60 and the upper surface portion 40 of the upper rail 24 are separated from each other, and there is a clearance between them. Is present.

  Further, the collision load reducing mechanism 10 includes a top rail fixing mechanism 72 for prohibiting sliding of the top rail 60 with respect to the upper rail 24 in a normal state, that is, for fixing the top rail 60 to the upper rail 24. As shown in FIG. 2, the top rail fixing mechanism 72 includes a pair of hooking members 74 whose tip portions are hooked, a bracket 76 that pivotally supports each hooking member 74, and a pair of hooking members 74. And an electromagnetic actuator 78 for swinging the latch member 74.

  The bracket 76 is fixed to the top rail 60, and pivotally supports the latch member 74 so as to be swingable in the axial direction. The latching member 74 is pivotally supported by the bracket 76 so as to extend in the vertical direction, and the latching hole (not shown) is formed in the upper surface portion 40 of the upper rail 24 at the tip end portion having a bowl shape. The state is normally maintained by the electromagnetic actuator 78.

  Specifically, the electromagnetic actuator 78 includes a cylindrical housing 80, a pair of screw rods 82 extending from both ends of the housing 80, and a pair of nuts that are screwed into the pair of screw rods 82 in the housing 80. (See FIG. 3, but only one is shown) 84 and a pair of electromagnetic motors 86 (see FIG. 3, but only one is shown) 86 that rotates a pair of nuts 84. It is fixed to the upper surface portion 62 of the top rail 60 by a bracket 88. The end of the hooking member 74 that is not hooked is pivotally supported at the tip of the screw rod 82 extending from the housing 80 so as to be swingable. As a result, the electromagnetic motor 86 is driven and the nut 84 rotates, whereby the extension amount of the screw rod 82 from the housing 80 is changed, and the latching member 74 swings around the shaft hole of the bracket 76. Note that the shaft hole of the bracket 76 that pivotally supports the latching member 74 is a long hole, and the swinging of the latching member 74 is allowed.

  As shown in FIG. 2, the screw rod 82 extends from the housing 80 so that the shaft hole that pivotally supports the retaining member 74 of the screw rod 82 and the shaft hole of the bracket 76 coincide with each other on the vertical line. The latch member 74 is in a state extending in the vertical direction. As a result, the top rail 60 is fixed to the upper rail 24 by the leading end of the latching member 74 being latched in the latching hole formed in the upper surface portion 40 of the upper rail 24.

  Further, the collision load reducing mechanism 10 has a control device 90 that controls the operation of the electromagnetic motor 86, and controls the operation of the electromagnetic motor 86 so as to reduce the extension amount of the screw rod 82 from the housing 80. Thus, as shown in FIG. 5, the latching member 74 can be swung to release the latching of the latching member 74 to the upper rail 24. That is, it is possible to release the fixing of the top rail 60 to the upper rail 24 so that the top rail 60 can slide on the upper rail 24.

  The collision load reducing mechanism 10 further includes a linear motor 100 that slides the top rail 60. As shown in FIGS. 2 and 3, the linear motor 100 is disposed between the upper surface portion 62 of the top rail 60 and the upper surface portion 40 of the upper rail 24 that face each other with a clearance, and the upper surface of the top rail 60. A plurality of coils (only one is shown in FIG. 4) 102 fixed to the lower surface side of the portion 62 and a plurality of permanent magnets (in FIG. 4, fixed to the upper surface side of the upper surface portion 40 of the upper rail 24). 104 (only one is shown).

  The plurality of permanent magnets 104 are generally rectangular, and are arranged so that adjacent ones along the axial direction of the upper rail 24 have opposite polarities. On the other hand, the plurality of coils 102 are formed by winding a wire rod into a rectangular shape, which is substantially the same shape as the permanent magnet 104, and are disposed to face the plurality of permanent magnets 104 with a clearance. A plurality of coils 102 are connected to the control device 90, and the operation of the linear motor 100 is controlled by the control device 90.

  In addition, as shown in FIG. 2, a pair of pre-crash sensors 110 and an acceleration sensor 112 are connected to the control device 90. The pair of pre-crash sensors 110 are provided at the front end and the rear end of the vehicle, and use a millimeter wave radar or the like to predict a collision such as a front collision or a rear collision of the vehicle. It is possible to detect the relative speed with the vehicle. The acceleration sensor 112 can detect acceleration, and can detect a collision of a vehicle by a change in acceleration.

  In the collision load reducing mechanism 10 configured as described above, the vehicle seat 12 is slid by driving the linear motor 100 when a collision such as a front collision or a rear collision occurs in the vehicle. The load applied to the occupant seated on the seat 12 can be reduced. Specifically, for example, when the vehicle is collided with another vehicle, that is, when a rear collision occurs in the vehicle, the vehicle is provided at the rear end of the vehicle immediately before the rear collision. The pre-crash sensor 110 predicts the occurrence of a rear collision, and detects the relative speed between the vehicle and the vehicle that collides with the vehicle.

  The detection result is input to the control device 90. Based on the detection result, the control device 90 determines the magnitude of the motor force that is the force generated by the linear motor 100 and the direction in which the motor force is generated. Specifically, the generation direction of the motor force is the direction opposite to the direction of the load generated by the collision, and is determined to be a direction toward the rear of the vehicle when a rear collision occurs. The magnitude of the motor force is determined according to the relative speed, and is determined so that the higher the relative speed, the greater the motor force.

  When the acceleration sensor 112 detects the occurrence of a rear collision, the controller 90 controls the operation of the electromagnetic motor 86, and the top rail 60 is released from being fixed to the upper rail 24 by the top rail fixing mechanism 72. At the same time as the fixing of the top rail 60 is released, the operation of the linear motor 100 is controlled by the control device 90 so that the determined generation direction and magnitude of the motor force are obtained. As a result, the vehicle seat 12 is slid rearward in the direction opposite to the direction of the load generated by the rear collision. That is, when the vehicle seat 12 is slid in a direction opposite to the direction accelerated by the rear collision, the acceleration of the vehicle seat 12 that changes due to the rear collision is reduced, and the passenger seated on the vehicle seat 12 The load applied to is reduced.

  Then, after the large change in acceleration due to the rear collision is finished, specifically, after the rear collision is detected by the acceleration sensor 112, the linear motor 100 stops the sliding of the vehicle seat 12 after elapse of 200 mmsec. Specifically, the operation of the linear motor 100 is controlled so that the magnetic field generated by energizing each coil 102 is opposite to the magnetic pole of the permanent magnet 104 positioned directly opposite to each coil 102, The sliding of the vehicle seat 12 is stopped by the force with which the permanent magnet 104 is attracted.

  Incidentally, both ends of the upper surface portion 40 of the upper rail 24 are provided with stoppers 114 as shown in FIG. 2, and when the linear motor 100 cannot stop the sliding of the vehicle seat 12. The stopper 114 stops the sliding of the vehicle seat 12. The range in which the sliding of the vehicle seat 12 can be controlled by the linear motor 100 is 10 cm in the front-rear direction from the reference position where the top rail 60 is fixed by the top rail fixing mechanism 72, and the vehicle seat 12 can slide. It is said to be about half of the range. In other words, the vehicle seat 12 is prohibited from sliding by the stopper 114 when it is slid about 20 cm in the front-rear direction from the reference position.

  In addition, when the vehicle collides with a collision object such as another vehicle, that is, when a front collision occurs in the vehicle, the direction in which the motor force is generated is opposite to the direction of the load generated by the front collision. However, the operation of the electromagnetic motor 86 and the linear motor 100 is controlled in the same manner as when the rear collision occurs, except for the direction in which the motor force is generated. For this reason, the description regarding the action | operation of the electromagnetic motor 86 and the linear motor 100 at the time of front collision occurrence is abbreviate | omitted.

  Thus, in the vehicle seat 12 equipped with the collision load reducing mechanism 10, the acceleration applied to the occupant is reduced by sliding the vehicle seat 12 in a direction opposite to the direction of the load generated by the collision at the time of the vehicle collision. In addition, it is possible to reduce the collision load applied to the occupant. Therefore, according to the collision load reducing mechanism 10, it is possible to appropriately protect the occupant during a vehicle collision. Further, even if the collision load reducing mechanism 10 reduces the load caused by the collision at the time of the vehicle collision, the possibility of breakage is very low and it is not necessary to replace it. Also from this, it can be said that the collision load reducing mechanism 10 is a very convenient mechanism.

  Further, in the collision load reducing mechanism 10, the magnitude of the motor force is determined according to the relative speed between the vehicle and the collided object at the time of the collision, and the magnitude of the motor force increases as the relative speed increases. It is determined. In other words, the motor force is determined according to the magnitude of the collision load, and even when a large collision load occurs, the large motor force can be exerted to appropriately reduce the collision load. It has become.

  Furthermore, the collision load reducing mechanism 10 is disposed between the slide mechanism 20 and the vehicle seat 12. Specifically, the top rail 60 of the collision load reducing mechanism 10 is slidably provided on the upper rail 24 of the slide mechanism 20 and is fixed to the seat cushion 14 of the vehicle seat 12. That is, in the vehicle seat 12 equipped with the collision load reducing mechanism 10, the three rails of the lower rail 22, the upper rail 24, and the top rail 60 are stacked, and a very compact structure is realized.

  Incidentally, in the above-described embodiment, the collision load reduction mechanism 10 is an example of the collision load reduction mechanism, and the upper rail 24, the top rail 60, the control device 90, and the linear motor 100 constituting the collision load reduction mechanism 10 are the first one. It is an example of a rail, a 2nd rail, a control apparatus, and a linear motor. The coil 102 and the permanent magnet 104 constituting the linear motor 100 are examples of a mover and a stator. The lower rail 22 and the upper rail 24 are examples of the lower rail and the upper rail.

  In addition, this invention is not limited to the said Example, It can implement in the various aspect which gave various change and improvement based on the knowledge of those skilled in the art. Specifically, for example, in the above embodiment, the magnitude of the motor force of the linear motor 100 is determined based on the relative speed between the vehicle and the object to be collided, but the acceleration that changes according to the collision load, etc. Based on the above, the magnitude of the motor force may be determined. That is, for example, the magnitude of the motor force may be determined based on the acceleration detected by the acceleration sensor 112.

  Moreover, in the said Example, although the said top rail fixing mechanism 72 is employ | adopted as a mechanism for fixing the top rail 60 to the upper rail 24, the thing of various structures is employable. Specifically, for example, a mechanism using a solenoid is adopted, and the top rail 60 is fixed to the upper rail 24 by inserting a solenoid pin through a through hole formed in the top rail 60 and the upper rail 24. You may comprise so that fixation of the top rail 60 may be cancelled | released by extracting a solenoid pin from a through-hole.

  Moreover, in the said Example, although the linear motor 100 comprised by the coil 102 and the permanent magnet 104 is employ | adopted, it is possible to employ | adopt the linear motor comprised only by a coil. Specifically, a plurality of coils may be arranged in the axial direction on the upper surface portion 40 of the upper rail 24, and a plurality of coils may be arranged in the axial direction on the upper surface portion 62 of the top rail 60. When employing a linear motor composed of only coils as described above, it is necessary to control the energization of the upper rail 24 side coil and the top rail 60 side coil. When stopping the slide, the slide of the vehicle seat 12 can be stopped with a relatively large force. Specifically, in a linear motor composed of only coils, for example, the magnetic field due to energization of the coil on the upper rail 24 side becomes N pole, and the magnetic field due to energization of the coil on the top rail 60 side becomes S pole. By controlling the operation of the motor, it is possible to relatively increase the attractive force between the coil on the upper rail 24 side and the coil on the top rail 60 side, and it is possible to effectively stop the sliding of the vehicle seat 12. It becomes.

10: Collision load reduction mechanism 22: Lower rail 24: Upper rail (first rail)
60: Top rail (second rail)
90: Control device 100: Linear motor 102: Coil (mover)
104: Permanent magnet (stator)

Claims (3)

A first rail that is fixed to the floor so as to extend in the longitudinal direction of the vehicle;
A second rail fixed to the vehicle seat slidably with respect to the first rail;
A linear motor having a stator disposed on the first rail along a direction in which the first rail extends, and a mover disposed on the second rail so as to face the stator;
A vehicle seat collision load reduction mechanism comprising: a control device that controls the operation of the linear motor so that the mover moves in a direction opposite to a direction in which a load generated by the collision occurs in the event of a vehicle collision. The control device is
The collision load reducing mechanism for a vehicle seat according to claim 1, wherein the operation of the linear motor is controlled so as to generate a motor force having a magnitude corresponding to a magnitude of a load caused by a vehicle collision. The first rail is
It is an upper rail that is slidable to the lower rail that is fixed to the floor, and is fixed to the floor by being made slidable with respect to the lower rail by a slide restricting mechanism,
The second rail is
The collision load reducing mechanism for a vehicle seat according to claim 1 or 2, slidably provided on an upper surface of the first rail which is the upper rail.

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