JP2015116998A - Slide rail device of seat for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a slide rail device capable of reducing a cost by simplifying an operation lever holding structure while assuring cancel function even at vehicle collision.SOLUTION: A slide rail device 3 includes a pair of left and right slide rail assemblies 4 and a common operation lever 5. The slide rail assembly 4 includes a lower rail 10, upper rail 20, a lock member 30, and a lever spring 40. On a lower surface side of a base part 21 of the upper rail 20, a first supporting point projection part 25 and a second supporting point projection part 26 are protruded. The operation lever 5 is held at the upper rail 20 by the lever spring 40. In an initial posture of the operation lever 5, an end part arm 51 of the operation lever 5 abuts with the first and second supporting point projection parts 25, 26, and a tip end 54 of an end arm 51 engages with a front end part of the lock member 30 which is in lock arrangement state where the upper rail is locked to the lower rail.

Description

  The present invention relates to a slide rail device for a vehicle seat for sliding the vehicle seat back and forth and positioning the vehicle seat at a predetermined position.

  Patent Document 1 (Japanese Patent No. 3788637) discloses a slide rail device for a vehicle seat entitled “Automobile Seat Lockable Sliding Device”. According to FIG. 1 of the same document, the pair of left and right sliding devices 1 are connected to both sliding devices by a common balance bar 7 (operation lever). Are unlocked at the same time. Each sliding device 1 includes a female profile cross-section material 5 (so-called “lower rail”) and a male profile cross-section material 3 (so-called “upper rail”).

  A characteristic component of the sliding device 1 of Patent Document 1 is a flexible blade 10 made of a steel spring (see paragraphs [0012] to [0017] of FIGS. 2 and 6). The blade 10 includes a fixing portion 11 for fixing the blade to the male profile section 3, a front end portion 13 in which an opening 17 is formed, an intermediate portion 14 in which a long hole 18 is formed, and a lock tooth 16. And a rear end portion 15 provided. The end 72 of the arm 71 extending from the balance bar 7 into each sliding device 1 passes through the opening 17 at the front end of the blade and the long hole 18 at the middle of the blade, and the tip 74 of the arm end 72 is The blade is arranged in contact with the blade rear end 15 that functions as a “latch”. By adopting such a configuration, in the device of Patent Document 1, the member that holds the arm 71 of the balance bar can be the blade 10 only (single item), and the structure is simplified and the cost is reduced. Can do.

Japanese Patent No. 3788637 JP 2007-308109 A

  According to the technique of Patent Document 1, the device can be simplified, but unintentional unlocking occurs when an excessive load acts on either the left or right sliding device in the event of a collision accident or the like. May occur. Such unintentional unlocking has often been pointed out before this application (see, for example, paragraphs 0003 and 0004 of Patent Document 2), but will be described here again in light of the technology of Patent Document 1.

  Generally, in a passenger car, for fastening a three-point seat belt near the rear end of the inner rail (ie, the side close to the vehicle center line) of the pair of left and right upper rails (male profile section material 3). It is customary to install anchors. In such a vehicle, a load for lifting the rear end portion of the inner upper rail may be applied via a belt anchor at the time of a vehicle collision. On the other hand, an operation lever (balance bar 7) common to both upper rails is connected to not only the inner side lower rail (female deformed cross-section material 5) but also the outer side lower rail via the blades 10, respectively. . According to Patent Document 1, the outer-side sliding device 1 has a mechanism for ensuring some responsiveness or follow-up performance against unintentional lifting of the inner-side upper rail rear end (for example, claims of Patent Document 2). No equivalent to the “interlocking control means” in 1). For this reason, it is equivalent to lifting the operating lever connected to the inner side upper rail upward (that is, the unlocking direction) by lifting the rear end of the inner side upper rail as described above, which can occur in the event of a vehicle collision. This situation will inevitably occur. In other words, in the technique of Patent Document 1, when the vehicle is in a collision, the seat lock state must be reliably maintained, and at that time, one of the left and right sliding devices 1 is unintentionally unlocked. There is a risk.

  In this specification, when the rear end of one of the left and right rails (inner side rail) is lifted unintentionally at the time of a vehicle collision or the like, the autonomous interlocking relationship between the inner side and the outer side The function that prevents the unintentional unlocking of the inner rail while maintaining the outer rail's locked state by canceling the lifting phenomenon based on this is called the “cancel function” And Various mechanisms for guaranteeing such a cancel function have been proposed in Japanese Patent Laid-Open Publications, etc., but the “interlocking control means” described in Patent Document 2 is an example of such a cancel mechanism.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle seat slide rail device that can reduce the cost by simplifying the holding structure of the operation lever while ensuring the above-described cancel function even in the event of an emergency such as a vehicle collision. It is to provide.

The invention of claim 1 has a pair of left and right sliding rail assemblies and two end arms corresponding to each of the both sliding rail assemblies and is provided so as to connect the both sliding rail assemblies. A slide rail device having an operation lever,
The sliding rail assembly is:
Lower rail,
An upper rail slidably attached to the lower rail;
A locking member for locking the upper rail to the lower rail;
A lever spring for holding the end arm of the operation lever on the upper rail,
The lower rail has a side wall portion formed with a plurality of lock teeth,
The lock member is a long member having spring elasticity, a front end portion engageable with an end arm of the operation lever, a rear end portion fixed to the upper rail, and a lock tooth of the lower rail. And an engaging portion engageable with
The upper rail has a long flat base that connects the left and right side walls, and a first fulcrum projecting from the lower surface of the base near the front end of the upper rail. A protrusion and a second fulcrum protrusion projecting on the lower surface side of the base at a position spaced from the first fulcrum protrusion; and
The front end portion of the lock member in which the end arm of the operation lever is in contact with the first and second fulcrum protrusions, and the front end of the end arm is in a lock arrangement state that locks the upper rail with respect to the lower rail The operating lever is held by the upper rail by the lever spring so as to be in an initial posture to engage with
This is a slide rail device.

The invention of claim 2 is the slide rail device according to claim 1,
The lever spring is configured as a wire-like spring having a rear end portion attached to the upper rail and a front end portion engageable with an end arm of the operation lever.
The front end portion of the lever spring is engaged with the end arm of the operation lever at a position between the first fulcrum projection and the second fulcrum projection, and the end arm of the operation lever is The lever spring is held by the lever spring so as to urge the end arm toward the upper rail base.

The invention of claim 3 is the slide rail device according to claim 1 or 2,
The first and second fulcrum protrusions are provided as cut and bent portions formed by cutting and bending a part of the flat base portion of the upper rail.

The invention of claim 4 is the slide rail device according to claim 1, 2, or 3,
The first fulcrum protrusion has an arm receiving portion that is cut out in a substantially semicircular shape so as to receive an end arm of the operation lever.

[Action]
Normally, the operation lever has an initial posture in which each end arm abuts against the first and second fulcrum projections projecting on the lower surface side of the upper rail base. In this initial posture, the lock member is The upper rail is locked with respect to the lower rail (see FIG. 10). When the operating lever in the initial posture (more specifically, the connecting portion connecting the two end arms) is lifted upward, the end of the operating lever against the biasing force of the lever spring The arm pivots around the first fulcrum projection and the tip of the end arm away from the second fulcrum projection pushes down the front end of the lock member against the elasticity of the lock member (FIG. 11 ( A)). Then, the engagement between the engagement portion of the lock member and the lock teeth of the lower rail is released, and the lock of the upper rail with respect to the lower rail is released. After that, when the passenger releases the operation lever, the operation lever returns from the unlocked position to the initial position based on the weight (gravity) of the operation lever itself, the biasing force of the lever spring, and the restoring force of the lock member, The upper rail is locked again with respect to the lower rail.

  In an emergency such as a vehicle collision, the rear end of the slide rail assembly on one side (for example, the inner side) of the left and right slide rail assemblies is the other side (for example, the outer side). ) May be lifted to a position relatively higher than the rear end of the slide rail assembly. In such a case, a situation equivalent to the case where the operation lever end arm corresponding to the inner slide rail assembly turns relatively upward (that is, turns in the unlocking direction) may occur. However, in the apparatus of the present invention, there is room for the operation lever end arm corresponding to the outer slide rail assembly to turn further downward from the initial posture. For this reason, even if the rear end of the inner slide rail assembly is unnaturally lifted, the inner end arm is turned downward while maintaining the balance with the outer end arm, and It is possible to follow the lifting of the rear end portion of the side slide rail assembly. As a result, the inner-side end arm can apparently maintain the initial posture with respect to the inner-side sliding rail assembly whose rear end is lifted, and avoids unlocking in the inner-side sliding rail assembly. be able to. On the other hand, in the outer side slide rail assembly, the outer side end arm pivots downward based on the interlocking relationship with the inner side end arm. Specifically, as the operating lever turns downward from the initial posture, the outer end arm turns against the biasing force of the lever spring with the second fulcrum protrusion as the turning center. At this time, the tip of the outer side end arm moves upward so as to further approach the lower surface of the upper rail base, and does not push down the front end of the lock member (see FIG. 11B). Therefore, the outer side slide rail assembly can still maintain the locked state. As described above, according to the apparatus of the present invention, the rear end of the sliding rail assembly on one side of the left and right sliding rail assemblies is unintentionally lifted in an emergency such as a vehicle collision. However, the lifting phenomenon can be substantially canceled (cancelled) based on the interlocking relationship between the inner side and the outer side, and the locked state in both the left and right sliding rail assemblies can be maintained together (cancellation). Ensuring functionality).

  As described above in detail, according to the present invention (Claims 1 to 4), even in an emergency such as a vehicle collision, a canceling function is maintained in which the locked state of the left and right slide rail assemblies is maintained together. In addition, the operation lever holding structure can be simplified and the cost can be reduced.

Furthermore, according to the invention of claim 2, it is possible to simplify the structure of the lever spring involved in holding the operation lever while ensuring the cancel function.
According to the invention of claim 3, it is possible to simplify the structures of the first and second fulcrum protrusions protruding from the upper rail, which are involved in holding the operation lever while ensuring the cancel function. it can.
According to the fourth aspect of the present invention, since the end arm of the operation lever is received by the substantially semicircular arm receiving portion, the posture (including the initial posture) of the operation lever is stabilized.

The side view of a vehicle seat. The schematic plan view which shows the plane arrangement | positioning condition of a left-right paired slide rail assembly. 1 is an exploded perspective view of a slide rail assembly according to one embodiment. FIG. The whole perspective view of a lower rail. An upper rail is shown, (A) is a whole perspective view, (B) is a perspective view of the state which divided the upper rail. The lock member is shown, (A) is a whole perspective view, (B) is a side view. The whole perspective view of a lever spring. The operation lever is shown, (A) is a perspective view showing one half of the operation lever, (B) is a side view. The front view at the time of the assembly of a slide rail assembly. 9A is a cross-sectional view taken along a line AA in FIG. 9 at a normal time (when locked), and FIG. 10B is a cross-sectional view taken along a line BB in FIG. FIG. 10A is a cross-sectional view taken along line BB in FIG. 9 when unlocked, and FIG. 10B is a cross-sectional view taken along line BB in FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a side view of a vehicle seat provided with the slide rail device of the present embodiment, and FIG. 2 is a schematic plan view showing a planar arrangement state of the slide rail device. As shown in FIGS. 1 and 2, the vehicle seat includes a seat cushion 1 and a seat back 2, and a slide rail device 3 is provided between the vehicle body floor F and the seat cushion 1. The slide rail device 3 includes a pair of left and right slide rail assemblies 4 and a single operation lever 5 provided so as to connect both assemblies 4.

  The operation lever 5 includes a pair of left and right end arms 51 corresponding to the left and right sliding rail assemblies 4 and a connecting portion 52 that connects the two end arms 51. Then, the unlocking of the left and right slide rail assemblies 4 is simultaneously operated by the operation lever 5 so that the front / rear slide position of the seat can be adjusted.

  As shown in FIG. 3, the slide rail assembly 4 includes an operation rail 5 common to both assemblies 4, a lower rail 10, and an upper rail 20 attached to the lower rail 10 so as to be slidable back and forth. A lock plate 30 as a lock member and a lever spring 40 are provided. As shown in FIG. 1, the lower rail 10 is fixed to the vehicle body floor F via brackets 6 provided near the front and rear portions. On the other hand, the seat cushion 1 is fixed to the upper surface side of the upper rail 20 by known fastening means (not shown) such as bolts and nuts.

  As shown in FIG. 4, the lower rail 10 is formed as a long member having a substantially U-shaped cross section that is symmetric with respect to left and right by subjecting a metal plate such as iron to pressing or bending. This lower rail 10 is folded back inward and downward from the upper end of each vertical wall, and a pair of left and right vertical walls 12 extending upward from both sides of the base 11 and a long flat base 11. And a pair of flange portions 13. The vertical wall 12 and the flange portion 13 connected to the vertical wall 12 constitute a side wall portion of the lower rail 10. The vertical wall 12 and the flange portion 13 are in a substantially parallel relationship, and a groove-like space is secured between the both walls 12 and 13 (see FIG. 9). In addition, a plurality of locking teeth 14 arranged in series in a sawtooth shape are formed at the lower end portions of the left and right flange portions 13.

  FIG. 5 shows the upper rail 20, and in particular, FIG. 5B shows a divided piece (that is, a cut model) when the upper rail 20 is divided into left and right parts along its central axis. As shown in FIGS. 5 (A) and 5 (B), the upper rail 20 is a long member having a substantially inverted U-shaped transverse cross section that is symmetrical by pressing or bending a metal plate such as iron. Is formed. The upper rail 20 is a long flat plate-like base portion 21, a pair of left and right vertical walls 22 extending downward from both sides of the base portion 21, and folded outwardly from the lower end of each vertical wall. And a pair of flange portions 23. The vertical wall 22 and the flange portion 23 connected to the vertical wall 22 constitute a side wall portion of the upper rail 20, and the flat base portion 21 connects the left and right side wall portions (22, 23). A plurality of vertical groove-shaped guides 24 (three in this example) are formed at approximately the center position in the longitudinal direction of the side wall portion of the upper rail 20 by notching the left and right vertical walls 22 and opening downward.

  When the slide rail assembly 4 is assembled, as shown in FIG. 9, the flange portion 23 of the upper rail 20 is placed in the groove-shaped space secured between the vertical wall 12 of the lower rail 10 and the flange portion 13. The flange portion 13 of the lower rail 10 is disposed in a groove-like space that is disposed and secured between the vertical wall 22 and the flange portion 23 of the upper rail 20. Further, by interposing a ball or other rolling means 15 between the left and right flange portions 23 of the upper rail 20 and the left and right vertical walls 12 of the lower rail 10, the upper rail 20 slides in the longitudinal direction with respect to the lower rail 10. It is possible.

  As shown in FIGS. 5A and 5B, the base 21 of the upper rail has two cut and bent portions as two fulcrum protrusions involved in maintaining the posture of the operation lever 5 (particularly the end arm 51). 25 and 26 are provided. Specifically, in the vicinity of the front end portion of the upper rail base portion 21, a first cut and bent portion 25 serving as a first fulcrum protrusion portion is provided on the lower surface side of the base portion 21. Further, the upper rail base portion 21 has a second fulcrum projection as a second fulcrum protrusion at a position spaced from the position of the first cut and bent portion 25 toward the rear end of the upper rail by a predetermined distance (for example, 50 to 100 mm). The cut and bent portion 26 protrudes from the lower surface side of the base portion 21. As the name suggests, these cut and bent portions 25 and 26 are formed by cutting and bending a part of the flat base 21. The first cut and bent portion 25 disposed in the vicinity of the front end of the upper rail 20 is an arm receiving portion that is cut out in a substantially semicircular shape corresponding to the cross-sectional shape of the end arm 51 of the operation lever. 25a.

  The upper rail base 21 is provided with three latching protrusions 27a, 27b, and 28 for latching the lever spring 40 to the upper rail 20 at a position slightly rearward of the second cut and bent portion. ing. Further, the upper rail base 21 is provided with a pair of front and rear retaining holes 29a and 29b for fixing the lock plate 30 at a position slightly rearward of the center.

  As shown in FIG. 6, the lock plate 30 as a lock member is a long member having spring elasticity, which is formed by subjecting a plate-shaped spring steel to press working or the like. The lock plate 30 has a front end 31 that can be engaged with the end arm 51 of the operation lever, and a rear end 32 that is fixed to the upper rail 20. The front end portion 31 of the lock plate is formed with a claw portion 31a that is cut and raised upward from the lock plate main body, and the front end of the operation lever end arm 51 with respect to the front side of the claw portion 31a. 54 can be engaged and disengaged (see FIGS. 10 and 11). The rear end portion 32 of the lock plate is bent upward from the lock plate main body, and a pair of front and rear engaging portions 32a and 32b are provided at the uppermost end portion. The lock plate 30 is fixed to the lower surface side of the upper rail base 21 by engaging the pair of latching portions 32 a and 32 b with the pair of latching holes 29 a and 29 b of the upper rail 20.

  Further, a plurality of lock teeth 33 (three on each side in this example) are formed in the middle portion of the main body of the lock plate 30 so as to extend laterally on both the left and right sides. When the lock plate rear end portion 32 is fixed to the upper rail base portion 21 (that is, when the lock plate 30 is in the initial posture), the three lock teeth 33 on each side of the lock plate are formed into three vertical groove shapes of the upper rail vertical wall 22. Between the plurality of locking teeth 14 provided in the flange portion 13 of the lower rail, which is respectively disposed in the guide 24 (see FIG. 10) and is located between the vertical wall 22 of the upper rail and the flange portion 23. (See FIG. 9). As a result, a part of the group of lock teeth 14 of the lower rail 10 and the three lock teeth 33 of the lock plate 30 mesh with each other, and the longitudinal sliding of the upper rail 20 with respect to the lower rail 10 is restricted (that is, locked). . In this manner, the lock teeth 33 of the lock plate function as an engaging portion that can engage with the lock teeth 14 of the lower rail.

  As shown in FIG. 7, the lever spring 40 is configured as a wire-like spring formed by bending a single metal wire. The front end portion 41 of the lever spring 40 is formed in a substantially U-shape when viewed from the front front, and two arm portions 42 and 43 extend from the left and right sides of the front end portion 41 toward the rear. A portion corresponding to the bottom of the substantially U-shape is a horizontal bar portion 41a extending horizontally in the left-right direction, and the two arm portions 42 and 43 are connected via the horizontal bar portion 41a. Near the rear end of the right arm portion 42, a front hooking portion 42a and a rear hooking portion 42b, each of which is curved in a mountain shape, are provided. The front side latching part 42a and the rear side latching part 42b correspond to the latching protrusions 27a and 28 of the upper rail 20, respectively. Further, in the vicinity of the rear end of the left arm portion 43, a latching portion 43a that is curved and formed in a mountain shape is provided. The latching portion 43 a corresponds to the latching projection 27 b of the upper rail 20. By engaging a total of three angle hooks 42a, 42b, 43a provided near the rear end of the lever spring 40 with the corresponding hooking protrusions 27a, 28, 27b of the upper rail 20, the lever spring 40 is mounted on the lower surface side of the upper rail base 21 (see FIG. 10). When the lever spring 40 is attached to the upper rail 20, the front end portion 41 of the lever spring 40 is disposed between the first cut portion 25 and the second cut portion 26 of the upper rail 20.

  As shown in FIG. 8, an engagement recess 53 is cut out in the middle of each end arm 51 of the operation lever 5 on the lower surface side. The engaging recess 53 is engaged with the horizontal bar portion 41a of the lever spring 40 (see FIG. 10B). Further, the tip 54 of each end arm 51 is formed flatter than the main body portion of the end arm 51.

  As shown in FIGS. 9 and 10, each end arm 51 of the operation lever 5 is held on the lower surface side of the upper rail 20 by the lever spring 40. Specifically, when the end arm 51 is inserted and disposed within the U-shape of the lever spring front end 41, the tip 54 of the end arm 51 hits the claw 31 a of the lock plate 30, and the lock plate front end 31. Engage with. At this time, the horizontal bar portion 41 a of the lever spring front end portion 41 is engaged in the engagement recess 53 of the end arm 51, and the end arm 51 is held by the lever spring 40. The lever spring front end portion 41 receives the weight (downward load) of the operation lever 5, but the upward biasing force of the lever spring 4 is superior to the downward load. Therefore, the end arm 51 is urged upward toward the upper rail base portion 21 and abuts on the first and second bent portions 25 and 26 protruding from the lower surface side of the upper rail 20. Thus, in the initial state in which the operating lever 5 is assembled to the upper rail 20 by the lever spring 40, the end arm 51 has the first cut portion 25, the second cut portion 26, and the side of the lever spring. It is supported at three points by the bar 41a and is held in a horizontal initial posture as shown in FIGS. 10 (A) and 10 (B). At this time, since the end arm 51 enters the semicircular arm receiving portion 25a of the first cut and bent portion 25, the initial posture of the end arm 51 is stabilized. Further, in this horizontal initial posture, the tip 54 of the end arm 51 engages with the front end 31 of the lock plate 30 in a lock arrangement state where the upper rail 20 is locked with respect to the lower rail 10.

  Now, when unlocking the upper rail 20 with respect to the lower rail 10, the operation lever 5 is pulled upward (arrow A <b> 1 in FIG. 11A) by the passenger. Then, as shown in FIG. 11A, the end arm 51 of the operation lever turns around the first cut and bent portion 25 as a turning center against the upward biasing force of the lever spring 40. On the other hand, the tip 54 of the end arm 51 away from the second cut and bent portion 26 pushes down the lock plate front end 31 against the elasticity of the lock plate 30. As a result, the lock teeth 33 of the lock plate are separated from between the lock teeth 14 of the lower rail, and the lock of the upper rail 20 with respect to the lower rail 10 is released.

  Thereafter, when the passenger releases his / her hand from the operation lever 5, the operation lever 5 is unlocked based on the weight (gravity) of the operation lever 5 itself, the biasing force of the lever spring 40 and the restoring force of the lock plate 30 (see FIG. 11 (A)) returns to the initial posture (FIG. 10), and the locked state of the upper rail 20 with respect to the lower rail 10 is secured again.

  Next, it will be described that the slide rail device 3 of the present embodiment ensures the above-described cancel function. For convenience of explanation here, it is assumed that the slide rail device 3 is applied to a driver's seat of a Japanese car (right-hand drive vehicle). In the slide rail device 3 shown in FIG. "Outer side".

  In an emergency such as a vehicle collision, the rear end portion of the inner side (left side) slide rail assembly 4 is relatively higher than the rear end portion of the outer side (right side) slide rail assembly 4. Suppose that In this case, a situation equivalent to the case where the operation lever end arm 51 corresponding to the inner slide rail assembly 4 turns relatively upward (that is, turns in the unlocking direction) may occur. In the apparatus, the operating lever end arm 51 corresponding to the outer slide rail assembly 4 has room for further downward turning from the initial posture (see arrow A2 in FIG. 11B). For this reason, even if the rear end portion of the inner slide rail assembly 4 is lifted, the inner end arm 51 is turned downward while maintaining a balance with the outer end arm 51. It is possible to follow the lifting of the rear end portion of the inner side slide rail assembly 4. As a result, the inner-side end arm 51 can apparently maintain the initial posture with respect to the inner-side slide rail assembly 4 with the rear end raised, and the inner-side slide rail assembly 4 is unlocked. Can be avoided.

  On the other hand, in the outer side slide rail assembly 4, the outer side end arm 51 turns downward based on the interlocking relationship (or connection relationship) with the inner side end arm 51. Become. Specifically, as shown in FIG. 11B, as the operation lever 5 turns downward from the initial posture, the outer side end arm 51 is second bent against the urging force of the lever spring 40. It turns around the part 26 as a turning center. At this time, the front end 54 of the end arm 51 on the outer side moves upward so as to further approach the lower surface of the upper rail base 21, and does not push down the front end 31 of the lock plate 30 at all. Therefore, the outer side slide rail assembly 4 can still maintain the locked state.

  Thus, according to the slide rail device 3 of the present embodiment, the rear end portion of the slide rail assembly 4 on one side of the left and right slide rail assemblies 4 is intended in an emergency such as a vehicle collision. Even if it is lifted without it, the locked state in the left and right sliding rail assemblies 4 is maintained together by substantially canceling the lifting phenomenon based on the interlocking relationship (or connection relationship) between the left side and the right side. be able to.

  According to the slide rail device 3 of the present embodiment, the upper rail 20 is provided with the two cut and bent portions 25 and 26 as the first and second fulcrum projections, and the lever spring 40 configured as a wire-like spring. By adopting, the holding structure of the operating lever 5 can be simplified and the cost can be simplified while ensuring a canceling function that can maintain the locked state of the left and right sliding rail assemblies 4 even in the event of an emergency such as a vehicle collision. Reduction can be achieved.

  Note that the present invention is not limited to the embodiment shown in FIGS. 1 to 11 and can be implemented with appropriate modifications within a range not departing from the gist of the invention.

3 Slide rail device 4 Slide rail assembly 5 Operation lever 10 Lower rail 11 Lower rail base 12 Lower rail vertical wall (lower rail side wall)
13 Lower rail flange (lower rail side wall)
14 Lower rail locking teeth 20 Upper rail 21 Upper rail base 22 Upper rail vertical wall (upper rail side wall)
23 Upper rail flange (upper rail side wall)
25 First cut and bent portion (first fulcrum protrusion)
25a Arm receiving part 26 2nd cutting and bending part (2nd fulcrum protrusion)
30 Lock plate (lock member)
31 Lock plate front end 32 Lock plate rear end 33 Lock plate lock teeth (engagement portion)
40 Lever spring 41 Front end 51 of the lever spring End arm 52 of the operating lever 52 Connection 54 of the operating lever Tip of the end arm

Claims (4)

A slide having a pair of left and right slide rail assemblies and an operation lever provided with two end arms corresponding to each of the slide rail assemblies and provided to connect the slide rail assemblies. A rail device,
The sliding rail assembly is:
Lower rail,
An upper rail slidably attached to the lower rail;
A locking member for locking the upper rail to the lower rail;
A lever spring for holding the end arm of the operation lever on the upper rail,
The lower rail has a side wall portion formed with a plurality of lock teeth,
The lock member is a long member having spring elasticity, a front end portion engageable with an end arm of the operation lever, a rear end portion fixed to the upper rail, and a lock tooth of the lower rail. And an engaging portion engageable with
The upper rail has a long flat base that connects the left and right side walls, and a first fulcrum projecting from the lower surface of the base near the front end of the upper rail. A protrusion and a second fulcrum protrusion projecting on the lower surface side of the base at a position spaced from the first fulcrum protrusion; and
The front end portion of the lock member in which the end arm of the operation lever is in contact with the first and second fulcrum protrusions, and the front end of the end arm is in a lock arrangement state that locks the upper rail with respect to the lower rail The operating lever is held by the upper rail by the lever spring so as to be in an initial posture to engage with
A slide rail device characterized by that. The lever spring is configured as a wire-like spring having a rear end portion attached to the upper rail and a front end portion engageable with an end arm of the operation lever.
The front end portion of the lever spring is engaged with the end arm of the operation lever at a position between the first fulcrum projection and the second fulcrum projection, and the end arm of the operation lever is The slide rail device according to claim 1, wherein the end spring is held by the lever spring so as to urge the end arm toward the upper rail base.   The said 1st and 2nd fulcrum protrusion is provided as a bending part formed by cutting and bending a part of flat base part of the said upper rail, The Claim 1 or 2 characterized by the above-mentioned. Slide rail device.   The first fulcrum protrusion has an arm receiving portion that is cut out in a substantially semicircular shape so as to receive an end arm of the operation lever. 4. A slide rail device according to 3.

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