JP2020131840A - Vehicle seat device - Google Patents

Abstract

To obtain a vehicle seat device which can inhibit design deformation of a seat body and slide rails etc. and enables effective reduction of acceleration (deceleration) to the vehicle front side of a seat body which inertially moves to the vehicle front side during a vehicle head-on collision.SOLUTION: In a vehicle seat device 10, a load absorption device 50 can be applied to a conventional vehicle seat device only by connecting a connection part of a bracket with a floor part of a vehicle in the conventional vehicle seat device to a slider 70. Thus, in an embodiment, design change of a seat body 12 and slide rails 30 etc. can be inhibited to apply the embodiment.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle seat device.

The following Patent Document 1 discloses a vehicle seat provided with a shock absorbing plate. The shock absorbing plate is connected to the stopper member. The stopper member is connected to a slider engaged with the rail, and the stopper member can be guided by the rail together with the slider and move in the front-rear direction of the vehicle. The seat seat portion of the vehicle seat is connected to the peeling portion set on the shock absorbing plate via a regulation bracket. Further, a pin provided on the regulation bracket is engaged with a plate-formed elongated hole of the stopper member.

For example, when a vehicle is hit by another vehicle from the rear side of the vehicle, the body of the occupant seated on the vehicle seat tends to inertially move to the rear side of the vehicle. As a result, when the vehicle seat tries to move to the rear side of the vehicle, the pin provided on the regulation bracket is guided by the elongated hole formed in the plate of the stopper member, and the front side portion of the vehicle seat rotates to the rear upper side of the vehicle. Be moved. The peeled portion of the shock absorbing plate is peeled off (deformed or destroyed) by the rotation of the front side portion of the vehicle seat to the rear upper side of the vehicle. A part of the load when the vehicle seat rotates to the rear upper side of the vehicle together with the occupant's body is used for peeling off the peeling portion of the shock absorbing plate, whereby the above load is absorbed.

By the way, in such a structure disclosed in Patent Document 1 below, each member such as the shock absorbing plate, the stopper member, the regulation bracket and the like described above is provided between the seat seat portion of the vehicle seat and the slider, and these members are provided. Is mechanically connected to the seat seat, slider, etc. of the vehicle seat. Therefore, when such a structure is adopted, a major design change is required for the vehicle seat, slider, rail, and the like.

Japanese Unexamined Patent Publication No. 2008-22221

In consideration of the above facts, the present invention can suppress design deformation of the seat body, the slide rail, etc., and has an effect of accelerating (deceleration) the seat body to the front side of the vehicle, which inertially moves to the front side of the vehicle in the event of a frontal collision of the vehicle. The purpose is to obtain a vehicle seat device that can be reduced.

The vehicle seat device according to claim 1 is a slide rail that supports the seat body so as to be movable in the vehicle front-rear direction and restricts the movement of the seat body in the vehicle front-rear direction by locking the seat body. The slide rail is set on the slide rail on the front side of the vehicle with respect to the seat body in a state where the movable range of the seat body reaches the rear end of the vehicle on the slide rail, and the vehicle rear side portion of the slide rail is on the vehicle front upper side. A bending inducing portion that is bent by a load of a predetermined size or more to be displaced to, and a moving member that is directly or indirectly integrally connected to the slide rail on the lower side of the vehicle at the rear end of the slide rail. A guide member integrally connected to the floor of the vehicle and movably accommodating the moving member to the front upper side of the vehicle, and a guide member provided on the guide member to limit the movement of the moving member to the front upper side of the vehicle. A limiting member that is deformed by a load of a predetermined size or more from the moving member to the front upper side of the vehicle to release the movement restriction of the moving member to the front upper side of the vehicle, and a limiting member provided on the guide member to the upper front side of the vehicle. It includes a load absorbing member that is deformed by receiving a load from the moving member.

In the vehicle seat device according to claim 1, the seat body is supported by the slide rail, and the seat body can be guided by the slide rail and moved in the vehicle front-rear direction. Further, if the seat body is locked while reaching an appropriate position in the vehicle front-rear direction, the movement of the seat body in the vehicle front-rear direction is restricted.

On the other hand, a moving member is directly or indirectly integrally connected to the slide rail on the lower side of the vehicle at the rear end of the slide rail. The moving member is arranged inside a guide member provided on the floor of the vehicle. The moving member can be guided by the guide member and moved to the upper front side of the vehicle. However, the guide member is provided with a limiting member, and the movement of the moving member to the front upper side of the vehicle is restricted by the limiting member.

In the event of a vehicle head-on collision such as a vehicle head-on collision, the seat body tends to inertially move to the vehicle front side. In this state, if the seat body is arranged on the rear side of the vehicle with respect to the bending inducer on the slide rail, and the seat body is locked to limit the relative movement of the seat body to the vehicle front side with respect to the slide rail, the seat The main body attempts to inertially move to the front upper side of the vehicle with the rear portion of the slide rail.

As a result, when a bending load in the axial direction with the vehicle width direction as the axial direction acts on the slide rail, the slide rail is bent and deformed at the bending inducing portion, and the portion on the rear side of the vehicle from the bending inducing portion of the slide rail becomes Along with the moving member, the vehicle tries to move to the upper front side of the vehicle centering on the bending inducing portion or a portion in the vicinity thereof. Therefore, a part of the above bending load, that is, a part of the acceleration (deceleration) of the inertial movement of the seat body toward the vehicle front side (vehicle front upper side) is subjected to bending deformation at the bending inducing portion of the slide rail. Is absorbed.

Further, a load is applied from the moving member to the limiting member by the movement of the vehicle rear portion of the slide rail. When the limiting member is deformed by this load, a part of the load applied from the moving member to the limiting member, that is, a part of the acceleration (deceleration) of the inertial movement of the seat body to the vehicle front side (vehicle front upper side). Is subjected to deformation of the limiting member and absorbed. As a result, the acceleration when the seat body inertially moves to the front side of the vehicle is reduced.

Further, when the limiting member is deformed in this way, the restriction on the movement of the moving member to the upper front side of the vehicle by the limiting member is released. As a result, when the moving member is guided by the guide member and moves to the upper front side of the vehicle, the load absorbing member provided on the guide member is deformed by the moving member. Therefore, a part of the load applied from the moving member to the load absorbing member because the moving member moves to the upper front side of the vehicle is subjected to deformation of the load absorbing member. Therefore, the acceleration when the moving member moves to the front side of the vehicle, that is, the acceleration of the seat body to the front side of the vehicle when the seat body inertially moves to the front side of the vehicle is reduced.

In the vehicle seat device as described above, the rear end of the slide rail on the vehicle rear side is connected to the floor of the vehicle via a moving member, a limiting member, and a guide member. That is, basically, it is only necessary to connect the connecting portion of the slide rail of the conventional vehicle seat device to the floor portion of the vehicle at the rear end portion of the vehicle to the moving member.

As described above, in the vehicle seat device according to claim 1, the acceleration of the seat body when the seat body inertially moves to the upper front side of the vehicle due to the deformation of the limiting member and the deformation of the load absorbing member is effective. Can be reduced to. Moreover, it is only necessary to connect the connecting portion of the slide rail of the conventional vehicle seat device to the floor of the vehicle at the rear end of the vehicle to the moving member, and it is possible to suppress design changes in the configuration of the seat body, the slide rail, and the like.

It is a side view which looked at the vehicle seat device which concerns on one Embodiment of this invention from the inside in the vehicle width direction. It is a side view corresponding to FIG. 1 which shows the state which the seat body moved to the front upper side of a vehicle and rotated. It is an enlarged perspective view of the vicinity part of the bending induction part of a slide rail. It is an exploded perspective view of the load absorbing device. It is a side view of the load absorbing device and its vicinity as seen from the inside in the vehicle width direction, in which (A) shows the state before the seat body is rotated to the front upper side of the vehicle, and (B) is. The state in which the seat body is rotated to the front upper side of the vehicle is shown, and (C) shows the state in which the rotation of the seat body to the front upper side of the vehicle is completed.

Next, an embodiment of the present invention will be described with reference to the respective drawings of FIGS. 1 to 5. In each figure, the arrow FR indicates the front side (vehicle front side) of the vehicle to which the vehicle seat device 10 is applied, the arrow OUT indicates the outside in the vehicle width direction, and the arrow UP indicates the vehicle upper side. In the present embodiment, the left side in the vehicle width direction is the outside in the vehicle width direction, but even if the right side in the vehicle width direction is the outside in the vehicle width direction, the present embodiment and, by extension, the present invention can be applied. is there.

<Structure of the present embodiment>
As shown in FIG. 1, the vehicle seat device 10 according to the present embodiment includes a seat body 12. The seat body 12 includes a seat cushion 14 as a seat. A seat back 16 as a backrest is provided on the rear side of the seat cushion 14, and the occupant 18 seated on the seat cushion 14 can lean against the seat back 16.

Inside the seat back 16, a retractor (not shown) constituting the seat belt device 20 is provided. A long strip-shaped webbing 22 is wound from the longitudinal proximal end side of the retractor spool (not shown), and when the webbing 22 is pulled toward the longitudinal distal end side, the webbing 22 is pulled out from the spool and the spool. Is rotated in one of the drawer directions around its central axis.

The webbing 22 is pulled out from the outer end in the vehicle width direction of the upper end of the seat back 16 to the outside (front side) of the seat back 16, and the longitudinal tip of the webbing 22 is, for example, the cushion of the seat cushion 14. It is locked to an anchor member (not shown) attached to the outer portion of the frame 24 in the vehicle width direction.

A tongue 26 is provided at a portion of the webbing 22 that extends outward from the seat back 16. The tongue 26 can be inserted into, for example, a buckle 28 attached to the inner portion of the cushion frame 24 of the seat cushion 14 in the vehicle width direction. When the tongue 26 is inserted into the buckle 28, the tongue 26 is held by a holding member such as a latch constituting the buckle 28, and the tongue 26 is prevented from coming out of the buckle 28. When the webbing 22 is hung around the body of the occupant 18 with the occupant 18 seated on the seat body 12, and the tongue 26 is inserted into the buckle 28 in this state, the webbing 22 is attached to the body of the occupant 18. Become in a state. In this state, the body of the occupant 18 is restrained by the webbing 22.

Further, the retractor of the seatbelt device 20 is provided with a locking mechanism such as an ELR (Emergency Locking Retractor). For example, in the case of a vehicle head-on collision such as a vehicle head-on collision, the rotation of the retractor spool in the pull-out direction is restricted by the lock mechanism. As a result, the withdrawal of the webbing 22 from the spool is restricted, and the inertial movement of the body of the occupant 18 to the front side of the vehicle at the time of a frontal collision of the vehicle is suppressed by the webbing 22.

Further, the retractor of the seatbelt device 20 includes a load absorbing member (not shown) on the retractor side. When the webbing 22 is pulled with a load of a predetermined size or more while the rotation of the spool is restricted by the lock mechanism, the load absorbing member on the retractor side is deformed by this load. The spool of the retractor is rotated in the pull-out direction according to the amount of deformation of the load absorbing member on the retractor side. Therefore, at the time of a frontal collision of the vehicle, the webbing 22 having a length corresponding to the amount of rotation of the spool in the pulling direction is pulled out from the spool, and the body of the occupant 18 is only a distance corresponding to the pulling length of the webbing 22 from the spool. It is inertially moved to the front side of the vehicle. Further, a part of the load when the body of the occupant 18 pulls the webbing 22 in an attempt to inertially move to the front side of the vehicle is subjected to deformation of the load absorbing member on the retractor side and absorbed.

On the other hand, a pair of slide rails 30 are provided on the lower side of the cushion frame 24 of the seat cushion 14. The longitudinal direction of each slide rail 30 is the vehicle front-rear direction, one slide rail 30 is arranged on the lower side of the vehicle in the vehicle width direction outer portion of the cushion frame 24, and the other slide rail 30 is the cushion frame 24. It is located on the lower side of the vehicle in the inner part in the vehicle width direction.

As shown in FIG. 3, the slide rail 30 includes a rail bottom 32. The rail bottom 32 has a square rod shape that is long in the vehicle front-rear direction or a flat plate shape that is long in the vehicle front-rear direction and has a thickness direction in the vehicle vertical direction. Rail side portions 34 are provided on both ends of the rail bottom portion 32 in the vehicle width direction. The rail side portion 34 has a square bar shape that is long in the vehicle front-rear direction or a flat plate shape that is long in the vehicle front-rear direction and has a thickness direction in the vehicle width direction. It protrudes upward.

Therefore, the cross-sectional shape of the slide rail 30 when the slide rail 30 is cut in a direction orthogonal to the longitudinal direction thereof is a concave shape (U-shape) that opens toward the upper side of the vehicle. The vehicle lower portion of the cushion frame 24 is inside each of the slide rails 30 (between both rail side portions 34 of the slide rail 30) and is engaged with the slide rail 30. As a result, the cushion frame 24 (that is, the seat body 12) is guided by the slide rail 30 and can move relative to the slide rail 30 in the front-rear direction of the vehicle.

Further, the vehicle front-rear direction length of the slide rail 30 is sufficiently longer than the vehicle front-rear direction dimension of the seat body 12. Therefore, when the vehicle rear end of the seat cushion 14 of the seat body 12 has moved to the vicinity of the vehicle rear end of the slide rail 30, the slide rail 30 is more vehicle than the vehicle front end of the seat cushion 14. It extends to the front side.

Further, at least one of both slide rails 30 is provided with a plurality of lock holes (not shown) constituting the slide lock device. The lock holes are formed on the wall portion of the slide rail 30 on the vehicle width direction side at predetermined intervals in the longitudinal direction of the slide rail 30. Corresponding to the lock hole of the slide rail 30, the cushion frame 24 is provided with a latch (not shown) constituting the slide lock device. The latch is engageable with the lock hole, and when the latch is engaged with the lock hole, the relative movement of the cushion frame 24 with respect to the slide rail 30 in the vehicle front-rear direction is restricted.

Further, the cushion frame 24 is provided with an operation lever (not shown) that constitutes a slide lock device. The operating lever is mechanically connected to the above latch, and when the operating lever is operated, the latch is moved and the latch is released from engagement with the lock hole. As a result, the cushion frame 24 (that is, the seat body 12) can move in the vehicle front-rear direction with respect to the slide rail 30. Further, when the operation of the operating lever is released, the latch is engaged with the lock hole.

Further, as shown in FIG. 1, each of the slide rails 30 is provided with a first bracket 36, a second bracket 38, and a third bracket 40. Each of these first to third brackets 36 to 40 is formed of, for example, a steel plate. Each of the first bracket 36 and the second bracket 38 is bent in the axial direction with the vehicle width direction as the axial direction at a plurality of points in the vehicle front-rear direction, and the first bracket 36 and the second bracket 38 are bent in the vehicle width direction. Looking at, it has a cross-sectional hat shape that opens to the lower side of the vehicle.

The first bracket 36 is arranged on the lower side of the vehicle at the front end of the slide rail 30, and the upper portion of the first bracket 36 is fixed to the slide rail 30 by fastening members such as bolts or welding. There is. On the other hand, the lower portion of the first bracket 36 of the vehicle is fixed to the floor 42 of the vehicle by fastening members such as bolts or welding.

The second bracket 38 is arranged on the lower side of the vehicle in the middle portion of the slide rail 30 in the front-rear direction of the vehicle. More specifically, the position of the second bracket 38 is such that the rear end of the seat back 16 of the seat body 12 is moved to the vicinity of the rear end of the slide rail 30 and the cushion frame 24 is slid. The engagement portion with the rail 30 is located on the front side of the vehicle rather than the front end of the vehicle. On the other hand, the lower portion of the second bracket 38 on the vehicle is fixed to the floor 42 of the vehicle by fastening members such as bolts or welding.

As shown in FIG. 3, a bending inducing portion 44 is provided in the vicinity of the joint portion of the slide rail 30 with the second bracket 38. The bending inducer 44 includes a first notch 46 and a second notch 48. The first notch 46 is provided on the rear side of the vehicle at the joint portion of the slide rail 30 with the second bracket 38. The first notch 46 is formed on both rail side portions 34 of the slide rail 30 (in FIG. 3, only the first notch 46 of the rail side portion 34 inside in the vehicle width direction is shown). The first notch 46 is opened at a portion outside the width direction (vehicle width direction) of the slide rail 30 on the lower side surface of the vehicle on both rail side portions 34. Further, the first cutout portion 46 is opened at a portion on the outer side surface of the slide rail 30 of both rail side portions 34 in the width direction (vehicle width direction) above the vehicle vertical intermediate portion in the vehicle vertical direction.

On the other hand, the second notch 48 is provided on the rear side of the vehicle of the first notch 46 of the slide rail 30. The second notch 48 is formed on both rail side portions 34 of the slide rail 30. The second notch 48 is opened at a portion outside the width direction (vehicle width direction) of the slide rail 30 on the vehicle upper side surface of both rail side portions 34. Further, the second cutout portion 48 is opened at a portion on the outer side surface of the slide rail 30 of both rail side portions 34 in the width direction (vehicle width direction) above the vehicle vertical intermediate portion in the vehicle vertical direction.

In the bending inducing portion 44 having the above configuration, the bending strength with respect to the bending load on the axial direction side with the vehicle width direction as the axial direction is lower than that of the portion other than the bending inducing portion 44 of the slide rail 30. Therefore, for example, when a load of a predetermined size or more is applied to the rear portion of the vehicle with respect to the bending inducing portion 44 in the slide rail 30, the first notch 46 of the bending inducing portion 44 in the slide rail 30 and Bending deformation occurs in the slide rail 30 at the portion of the second notch 48.

On the other hand, the third bracket 40 is bent in the axial direction with the vehicle width direction as the axial direction at a plurality of locations in the vehicle front-rear direction. As a result, when the third bracket 40 is viewed in the vehicle width direction, it is bent in a hook shape (crank shape), and the vehicle front side portion of the third bracket 40 is above the vehicle rear portion of the third bracket 40. Have been placed.

The third bracket 40 is arranged on the lower side of the vehicle at the rear end of the slide rail 30, and the upper front portion of the third bracket 40 is fixed to the slide rail 30 by fastening members such as bolts or welding. Has been done. Further, a load absorbing device 50 is provided on the lower side of the vehicle in the rear lower portion of the third bracket 40.

As shown in FIG. 4, the load absorbing device 50 includes a case 52 as a guide member. The case 52 includes a case body 54, and the case body 54 includes a case bottom wall 56. The case bottom wall 56 has a plate shape, and the width direction of the case bottom wall 56 is generally the vehicle width direction. The longitudinal direction of the case bottom wall 56 is curved with a predetermined position on the front upper side of the vehicle as the center of curvature with respect to the case main body 54. Case side walls 58 are provided on both sides of the case bottom wall 56 in the width direction. Both case side walls 58 have a plate shape, and the thickness direction of both case side walls 58 is generally the vehicle width direction. The case side wall 58 extends from both ends in the width direction of the case bottom wall 56 toward the center of curvature of the case bottom wall 56, and the end portion of the case side wall 58 opposite to the case bottom wall 56 is the curvature of the case bottom wall 56. It bends with the center side as the center of curvature.

Further, the case 52 includes a first lid portion 60 and a second lid portion 62. The first lid portion 60 has a plate shape, and the width direction of the first lid portion 60 is generally the vehicle width direction. The longitudinal direction of the first lid 60 is bent around a predetermined position on the front upper side of the vehicle with respect to the case body 54 as the center of curvature. One end of the first lid 60 in the vehicle width direction is fixed to the end of the case side wall 58 on one side in the vehicle width direction opposite to the case bottom wall 56 by welding, adhesion, or the like. Further, the other end portion of the first lid portion 60 in the vehicle width direction is fixed to the end portion of the case side wall 58 on the other side in the vehicle width direction on the side opposite to the case bottom wall 56 by welding or adhesion.

On the other hand, the second lid portion 62 is provided on the side of the lower front end portion of the case body 54 on the lower front side of the vehicle, and the lower front end portion of the case main body 54 on the lower front side of the vehicle and the lower front portion of the first lid portion 60 on the vehicle front side. It is fixed to the end on the side by welding or adhesion. As a result, the case 52 has a box shape that is bent in the longitudinal direction of the case bottom wall 56 and the upper end of the vehicle is opened.

As shown in FIGS. 1 and 5 (A), a hole 64 corresponding to the case 52 is formed in the floor 42 of the vehicle. The hole 64 has a substantially rectangular shape similar to the outer peripheral shape of the case 52 when viewed from the upper side of the vehicle, and the upper end of the vehicle 52 of the case 52 is arranged so as to penetrate the inside of the hole 64. ing. Further, as shown in FIG. 4, a first flange 66 is formed on the case body 54 of the case 52. The first flange 66 has a plate shape, and the thickness direction of the first flange 66 is generally the vehicle vertical direction. The first flange 66 extends from the upper end of the case body 54 to the outside in the vehicle width direction and to the rear side of the vehicle.

On the other hand, a second flange 68 is formed on the first lid portion 60 of the case 52. The second flange 68 has a plate shape, and the thickness direction of the second flange 68 is generally the vehicle vertical direction. The second flange 68 extends from the upper end of the first lid 60 to the front side in the vehicle width direction. As shown in FIG. 5A, the first flange 66 and the second flange 68 are arranged on the upper side of the floor portion 42 of the vehicle so as to face the floor portion 42, and the first flange 66 and the second flange 68 are arranged. Is fixed to the floor portion 42 by a fastening member such as a bolt, welding, or the like. As a result, the case 52 is fixed to the floor portion 42 of the vehicle.

As shown in FIG. 5A, a slider 70 as a moving member is provided inside the case 52. As shown in FIG. 4, the slider 70 has a block shape, and the width direction of the slider 70 is generally the vehicle width direction. Further, the longitudinal direction of the slider 70 is curved with the center of curvature substantially the same as the center of curvature of the case bottom wall 56 of the case 52. Therefore, the slider 70 is guided by the case 52 around the center of curvature and can rotate to the upper side of the vehicle with respect to the case 52.

The slider 70 is formed with a slider first hole 72 and a slider second hole 74. The depth direction of the slider first hole 72 is generally the vehicle width direction, and the slider first hole 72 is opened on the inner surface of the slider 70 in the vehicle width direction. A side wall hole 76 is formed in the case side wall 58 inside the case body 54 of the case 52 in the vehicle width direction corresponding to the slider first hole 72. A pin 78 as a limiting member is pierced through the side wall hole 76 from the inside of the case 52 in the vehicle width direction.

The tip end side of the pin 78 in the longitudinal direction is in the slider first hole 72. As a result, the relative movement of the slider 70 with respect to the case 52 is restricted, and the slider 70 is connected to the floor portion 42 of the vehicle via the case 52. When a shear load capable of breaking the pin 78 is applied from the slider 70 to the pin 78, the pin 78 is broken and the slider 70 can move relative to the case 52.

On the other hand, as shown in FIG. 5A, the depth direction of the slider second hole 74 is generally the vehicle vertical direction in the initial state of the slider 70, and the slider second hole 74 is The slider 70 is opened on the upper surface of the vehicle. The slider second hole portion 74 is a female screw hole, and the tip end side portion of the bolt 80 is screwed from the upper side of the vehicle of the slider 70. The bolt 80 penetrates the vehicle rear lower portion of the third bracket 40 on the upper side of the vehicle than the slider 70, and the vehicle rear lower portion of the third bracket 40 is fastened and fixed to the slider 70 by the bolt 80. .. Therefore, the third bracket 40 is mechanically connected and fixed to the floor portion 42 of the vehicle via the bolt 80, the slider 70, the pin 78, and the case 52.

On the other hand, the case bottom wall 56 of the case body 54 described above is provided with a plurality of convex portions 84 as load absorbing members. These convex portions 84 are formed so as to project from the surface of the case bottom wall 56 on the center side of curvature, and are formed substantially uniformly continuously in the width direction (vehicle width direction) of the case bottom wall 56. ing. The convex portions 84 are generally formed and arranged at predetermined intervals in the longitudinal direction of the case bottom wall 56.

On the other hand, as shown in FIGS. 4 and 5A, the slider 70 is provided with a load applying portion 86. The load applying portion 86 is formed so as to project from the lower front end portion of the slider 70 to the lower rear side of the vehicle in the initial state. The load applying portion 86 faces the convex portion 84 of the case bottom wall 56 in the virtual circumferential direction centered on the center of curvature of the slider 70, and the slider 70 is located on the upper front side of the vehicle with respect to the case 52 (for example, FIG. When rotated in the direction of the arrow C in 5 (A) and (B), the load applying portion 86 comes into contact with the convex portion 84.

Here, the load applying portion 86 is stronger than the convex portion 84, and in particular, the shape of the load applying portion 86 and the mechanical strength against the shear load in the virtual circumferential direction are higher than those of the convex portion 84. The material of the slider 70 and the like are set. Therefore, when the load applying portion 86 is in contact with the convex portion 84, the load applying portion 86 presses the convex portion 84 with a load exceeding the mechanical strength of the convex portion 84 (particularly, the mechanical strength against a shear load). The load applying portion 86 is further rotated to the upper front side of the vehicle, and the convex portion 84 is deformed (including fracture).

Further, a stopper 88 is formed on the case body 54. The stopper 88 has a plate shape and extends from the upper end of the case bottom wall 56 to the front side of the vehicle. When the slider 70 is moved (rotated) to the front upper side of the vehicle with a predetermined stroke with respect to the case 52, the load applying portion 86 of the slider 70 is brought into contact with the stopper 88 (see FIG. 5C). As a result, the further movement (rotation) of the slider 70 to the front upper side of the vehicle is restricted.

<Action and effect of this embodiment>
Next, the action and effect of this embodiment will be described.

In a vehicle equipped with the vehicle seat device 10, when the occupant 18 is seated on the seat body 12, the operating lever of the slide lock device is operated by the occupant 18. This disengages the latch from the lock hole on the slide rail. In this state, the seat body 12 is moved (sliding) in the vehicle front-rear direction with respect to the slide rail 30. As a result, when the seat body 12 is moved to the desired position of the occupant 18, the operation of the operating lever by the occupant 18 is released, and the latch is engaged with the lock hole of the slide rail. In this way, the seat body 12 is held at the desired position of the occupant 18.

Next, when the vehicle travels, the webbing 22 of the seatbelt device 20 is attached to the body of the occupant 18 seated on the seat body 12. As a result, the body of the occupant 18 is restrained by the webbing 22. In this state, when the webbing 22 is pulled by the body of the occupant 18 in an attempt to move the body of the occupant 18 to the front side of the vehicle at an acceleration of a predetermined size or more, the lock mechanism provided in the retractor of the seatbelt device 20 is activated. To. As a result, when the withdrawal of the retractor of the webbing 22 from the spool is restricted, the movement of the occupant 18 to the front side of the vehicle is suppressed.

Further, when the vehicle is accelerated or decelerated while the vehicle is running, the seat body 12 inertially moves in the front-rear direction of the vehicle together with the body of the occupant 18 due to the acceleration and deceleration (negative acceleration) of the vehicle. In this state, as described above, the latch of the slide lock device is engaged with the lock hole of the slide rail. Therefore, if the acceleration and deceleration are in the normal traveling of the vehicle, the inertial movement of the seat body 12 with respect to the slide rail 30 in the vehicle front-rear direction is restricted.

Further, when the vehicle is decelerated while the vehicle is running, the seat body 12 tends to inertially move to the front side of the vehicle (for example, the side in the direction of arrow D in FIG. 2). Therefore, the vehicle rear side portion of the slide rail 30 is pulled toward the vehicle front upper side (for example, the side in the direction of arrow C in FIG. 2) by the seat body 12. Here, the vehicle rear end of the slide rail 30 is mechanically connected to and fixed to the vehicle floor 42 via the third bracket 40, the bolt 80, the slider 70, the pin 78, and the case body 54 of the case 52. Has been done. Therefore, if the acceleration and deceleration are in the normal running of the vehicle, the rotation of the rear portion of the slide rail 30 to the front and upper side of the vehicle is blocked or restricted, and the vehicle is in a normal running state. The movement of the seat body 12 in the front-rear direction of the vehicle due to acceleration and deceleration is suppressed.

On the other hand, when the running vehicle collides with an obstacle in front of the vehicle (when a frontal collision occurs), the seat body 12 inertially moves to the front side of the vehicle with the body of the occupant 18. In this state, when the seat body 12 is arranged on the vehicle rear side of the connecting portion of the slide rail 30 with the second bracket 38, the seat body 12 sets the vehicle rear side portion of the slide rail 30 on the vehicle front upper side. Pull to.

This tensile force is transmitted to the case body 54 of the case 52 via the third bracket 40, the bolt 80, the slider 70, and the pin 78, but when the tensile load exceeds the shear strength of the pin 78, the pin 78 is broken. .. Therefore, a part of the shear load applied from the slider 70 to the pin 78, that is, a part of the tensile load in which the seat body 12 pulls the rear side portion of the slide rail 30 to the front upper side of the vehicle is subjected to the breakage of the pin 78. Be absorbed. As a result, the deceleration (acceleration) when the body of the occupant 18 inertially moves to the front side of the vehicle is reduced.

When the pin 78 is broken in this way, the vehicle rear side portion of the slide rail 30 is moved to the vehicle front upper side together with the third bracket 40 and the slider 70. When the vehicle rear side portion of the slide rail 30 is moved to the vehicle front upper side in this way, the slide rail 30 is bent and deformed into the slide rail 30 at the first notch 46 and the second notch 48 of the bending inducing portion 44 of the slide rail 30. Occurs. Therefore, a part of the tensile load that the seat body 12 pulls the vehicle rear side portion of the slide rail 30 to the vehicle front upper side is subjected to bending deformation of the slide rail 30 in the bending inducing portion 44 and absorbed. As a result, the deceleration (acceleration) when the body of the occupant 18 inertially moves to the front side of the vehicle is reduced.

When the slide rail 30 is bent and deformed by the bending inducing portion 44 in this way, the portion of the slide rail 30 on the rear side of the vehicle from the bending inducing portion 44 is the set portion of the bending inducing portion 44 on the slide rail 30 or a portion in the vicinity thereof. It is rotated to the upper front side of the vehicle around. When the vehicle rear side portion of the slide rail 30 is rotated to the front upper side of the vehicle together with the third bracket 40 and the slider 70, the load applying portion 86 of the slide rail 30 is brought into contact with the convex portion 84 of the case bottom wall 56. Rail. In this state, the rotational force of the rear side portion of the slide rail 30 toward the front side of the vehicle, that is, the inertial force of the seat body 12 toward the front side of the vehicle is the mechanical strength of the convex portion 84 (particularly, the vehicle width direction is the axial direction). If it is larger than (mechanical strength against shear load in the axial direction), the convex portion 84 is deformed or broken by the load applying portion 86 (see FIG. 5 (B)).

Therefore, a part of the tensile load that pulls the third bracket 40 to the front upper side of the vehicle in an attempt to inertially move the seat body 12 to the front side of the vehicle with the occupant 18 is absorbed by the convex portion 84 being deformed or broken. Further, when the convex portion 84 is deformed or broken, the load applying portion 86 (that is, the slider 70) can move (rotate) to the upper front side of the vehicle. The load applying portion 86 rotates the seat body 12 to the front upper side of the vehicle together with the vehicle rear side portion of the slide rail 30 by the movement distance (rotation distance).

When the slider 70 is further moved (rotated) to the front upper side of the vehicle in a state where all the convex portions 84 are deformed or destroyed by the load applying portion 86, the load applying portion 86 is brought into contact with the stopper 88 of the case 52. Further movement (rotation) of the load applying portion 86 (that is, the slider 70) to the front upper side of the vehicle is restricted. By limiting the movement (rotation) of the load applying portion 86 by the stopper 88, the inertial movement of the seat body 12 to the front side of the vehicle is restricted.

As described above, a part of the tensile load in which the seat body 12 pulls the rear side portion of the slide rail 30 toward the front side of the vehicle by inertial movement toward the front side of the vehicle is subjected to the deformation of each convex portion 84. Be absorbed. As a result, the deceleration (acceleration) when the body of the occupant 18 inertially moves to the front side of the vehicle is reduced.

As described above, in the present embodiment, the pin 78 connecting the case 52 and the slider 70 is broken by the inertial movement of the body of the occupant 18 seated on the seat body 12 toward the front side of the vehicle, and the bending inducing portion 44 The slide rail 30 is bent, and each convex portion 84 of the case bottom wall 56 is deformed or destroyed. The deceleration (acceleration) of the inertial movement of the body of the occupant 18 is reduced as described above by the fracture of the pin 78, the bending deformation of the slide rail 30, and the deformation or fracture of each convex portion 84. As a result, the deceleration (acceleration) of the inertial movement of the body of the occupant 18 can be sufficiently reduced before the inertial movement of the seat body 12 to the vehicle front side is stopped.

When the body of the occupant 18 tries to inertially move to the front side of the vehicle while the inertial movement of the seat body 12 to the front side of the vehicle is stopped, the body of the occupant 18 moves the webbing 22 of the seatbelt device 20 to the front side of the vehicle. pull. Therefore, the body of the occupant 18 receives the reaction force of the tensile load applied to the webbing 22. The magnitude of this reaction force corresponds to the product of the weight of the occupant 18 (more specifically, the mass of the occupant's upper body) and the deceleration (acceleration) of the occupant 18's body toward the front side of the vehicle.

Here, as described above, in the present embodiment, the deceleration (acceleration) of the body of the occupant 18 toward the vehicle front side is sufficiently reduced by the time the inertial movement of the seat body 12 toward the vehicle front side is stopped. Will be done. As a result, the reaction force that the body of the occupant 18 receives from the webbing 22 can be reduced, and for example, the chest injury value of the occupant 18 at the time of a frontal collision of the vehicle can be reduced.

Next, an airbag device (not shown) is provided on the front side of the vehicle of the seat body 12, and the bag body (not shown) of the airbag device is expanded and deployed on the front side of the vehicle of the body of the occupant 18 at the time of a frontal collision of the vehicle. Think about. In such a configuration, the body of the occupant 18 is moved to the upper front side of the vehicle together with the seat body 12 to be brought into contact with the expanded and deployed bag body. Here, as described above, the deceleration (acceleration) of the body of the occupant 18 toward the front upper side of the vehicle is sufficiently reduced until the movement of the seat body 12 to the upper front side of the vehicle is stopped. Therefore, the body of the occupant 18 is brought into contact with the expanded and deployed bag body, whereby the reaction force received by the body of the occupant 18 from the bag body can be reduced. Therefore, this can reduce, for example, the chest injury value of the occupant 18 at the time of a frontal collision of the vehicle.

Further, in the present embodiment, the end portion of the slide rail 30 on the rear side of the vehicle is connected to and fixed to the floor portion 42 of the vehicle via the third bracket 40, the slider 70, the pin 78, and the case 52. Therefore, for example, if the vehicle rear end of the slide rail of the conventional vehicle seat device is connected to and fixed to the floor of the vehicle via a bracket, the bracket is connected to the floor. The present embodiment can be applied to a conventional vehicle seat device only by connecting the portion to the slider 70.

Therefore, the present embodiment can suppress design changes of the seat body 12, the slide rail 30, and the like when the present embodiment is applied. Moreover, in the present embodiment, the slider 70 is attached to the rear lower portion of the third bracket 40 via the bolt 80. Therefore, the present embodiment can be easily applied to the conventional vehicle in which the third bracket 40 is fixed to the floor portion 42 of the vehicle, and the increase in cost due to the application of the present embodiment can be suppressed.

Further, in the present embodiment, most of the case 52 of the load absorbing device 50 is arranged on the lower side of the vehicle floor 42. Therefore, by providing the case 52, it is possible to prevent the interior of the vehicle from becoming narrow and the position of the seat body 12 from being extremely above the vehicle.

In the present embodiment, each convex portion 84 is formed on the case bottom wall 56 of the case 52. However, for example, the plate-shaped member on which each of the convex portions 84 is formed may be formed separately from the case 52, and the plate-shaped member may be fixed to the case 52 inside the case 52. That is, the convex portion 84 is not limited to the configuration integrally formed with the case 52.

Further, in the present embodiment, the convex portion 84 is provided on the case bottom wall 56 of the case 52. However, the convex portion 84 may be provided on the case side wall 58 or the first lid portion 60 of the case 52, and the load applying portion 86 may be provided on the slider 70 corresponding to the convex portion 84.

10 Vehicle seat device 12 Seat body 30 Slide rail 42 Floor 44 Bending inducer 52 Case (guide member)
70 slider (moving member)
78 pins (restriction member)
84 Convex part (load absorbing member)

Claims (1)

A slide rail that supports the seat body so as to be movable in the front-rear direction of the vehicle and restricts the movement of the seat body in the front-rear direction of the vehicle by locking the seat body.
The slide rail is set on the slide rail on the front side of the vehicle in a state where it reaches the rear end of the vehicle within the movable range of the seat body, and the rear portion of the slide rail is displaced upward on the front side of the vehicle. A bending inducer that is bent by a load larger than the specified size
A moving member directly or indirectly integrally connected to the slide rail on the lower side of the vehicle at the rear end of the slide rail.
A guide member that is integrally connected to the floor of the vehicle and movably accommodates the moving member in the front upper side of the vehicle.
Provided to the guide member, the moving member is restricted from moving to the upper front side of the vehicle, and is deformed by a load of a predetermined size or more from the moving member to the upper front side of the vehicle to be deformed to the upper front side of the vehicle. A restriction member that lifts the movement restriction to
A load absorbing member provided on the guide member and deformed by receiving a load from the moving member moving to the upper front side of the vehicle.
Vehicle seat device.