JP4012178B2 - Occupant weight measurement device for vehicle seat - Google Patents

Description

  The present invention relates to an occupant weight measuring device for a vehicle seat that measures the weight of an occupant seated on the vehicle seat.

In recent years, in order to improve the performance of various safety devices such as seat belts and airbags, the operation of the safety device may be controlled in accordance with the weight of an occupant seated on the vehicle seat. In a conventional occupant weight measuring device that measures the weight of a seated occupant, a load sensor is interposed between a vehicle floor and a seat cushion (see, for example, Patent Document 1 and Patent Document 2).
JP-A-10-297334 JP-A-11-304579

  By the way, when a forward inertial force acts on the occupant due to a frontal collision of the vehicle, a so-called submarine phenomenon occurs in which the occupant enters under the waist belt. Therefore, by attaching the support member to the cushion frame below the seat cushion seat surface, the occupant's buttocks are held by the support member at the time of frontal collision of the vehicle, so that the submarine phenomenon can be prevented. However, in a vehicle seat provided with a load sensor, if the support member holds the heel part, inertia force or the like may be transmitted to the load sensor through the support member and the cushion frame, and the weight of the occupant may not be accurately measured. There is.

  Therefore, an object of the present invention is to prevent the submarine phenomenon and improve the measurement accuracy of the occupant weight.

In order to solve the above-described problems, a vehicle seat occupant weight measuring device according to the present invention includes a pair of left and right movable rails provided to be movable back and forth on each of a pair of left and right fixed rails fixed to the vehicle side. A cushion frame disposed above the pair of movable rails, one load sensor disposed between one movable rail of the pair of movable rails and the cushion frame, and the pair of movable The other load sensor disposed between the other movable rail of the rail and the cushion frame, and the pair of movable rails between the front end portion of the cushion frame and the rear end portion of the cushion frame. An erected material, and the erected material is provided separately from the cushion frame .

  As described above, since the construction material is constructed between the pair of movable rails between the front end portion and the rear end portion of the cushion frame, the occupant's buttocks are held by the construction material at the time of a frontal collision of the vehicle. . Therefore, the submarine phenomenon can be prevented.

  In addition, since the construction material is separated from the cushion frame provided on the load sensor, the occupant's buttocks are held by the construction material at the time of a frontal collision of the vehicle, and inertial force is applied to the construction material. Even if it acts, it is difficult for the inertial force to be transmitted to the load sensor through the cushion frame. Therefore, the measurement accuracy of the occupant weight is good even during a frontal collision of the vehicle.

  Further, since the load sensor is arranged between the movable rail and the cushion frame, the load sensor can be moved in the front-rear direction integrally with the movable rail and the cushion frame. Therefore, the load transmitted to the load sensor can always be kept constant regardless of the position of the vehicle seat in the front-rear direction.

  In the present invention, it is preferable that the one load sensor is fixed to the one movable rail, and the other load sensor is provided so as to be movable in the left-right direction with respect to the other movable rail.

  As described above, since the other load sensor is provided so as to be movable in the left-right direction with respect to the other movable rail, even if a load in the left-right direction acts on the construction material, the cushion frame, the movable rail, and the fixed rail. When the load sensor moves in the left-right direction, it is difficult to transmit the load in the left-right direction to the load sensor. In particular, when the buttock of the occupant hits the construction material at the time of a frontal collision of the vehicle, the construction material is bent and the load between the pair of movable rails is reduced, that is, the load in the left-right direction acts, but the other load sensor is movable. Since it is provided so as to be movable with respect to the rail, it is difficult to transmit a load in the left-right direction to the load sensor.

  According to the present invention, since the occupant's buttocks are held between the pair of movable rails between the front end portion and the rear end portion of the cushion frame, the submarine phenomenon can be prevented. In addition, since the cushion frame and the construction material are separate, even if an inertial force is applied to the construction material from the occupant's buttocks during a frontal collision of the vehicle, the inertial force is difficult to transmit to the load sensor. Therefore, the measurement accuracy of the occupant weight is good even during a frontal collision of the vehicle.

  The best mode for carrying out the present invention will be described below with reference to the drawings. However, although various technically preferable limitations for implementing the present invention are given to the embodiments described below, the scope of the invention is not limited to the following embodiments and illustrated examples.

  FIG. 1 is a perspective view of an occupant weight measuring device 1 for a vehicle seat, and FIG. 2 is an exploded perspective view of the occupant weight measuring device 1. In each of the drawings, the up / down / left / right and front / rear arrows indicate the direction seen by the occupant seated on the vehicle seat.

  The occupant weight measuring device 1 is provided at the lower part of a seat cushion on which an occupant is seated. The occupant weight measuring device 1 is for a vehicle seat on the right seat of a passenger car, and a seat belt buckle is provided on the left side of the occupant weight measuring device 1 so that a tongue plate of the seat belt is fixed to the buckle. It has become.

  As shown in FIGS. 1 and 2, a pair of left and right seat sliders 2 that are parallel to each other are attached to the floor of the passenger compartment. Both seat sliders 2 extend in the front-rear direction of the vehicle and are fixed to the floor of the passenger compartment, and are slidable in the front-rear direction with respect to the fixed lower rail 3 and engage with the fixed lower rail 3. The movable upper rail 4 is provided.

  The left end of the lower bracket 5 is fixed to the lower surface of the left fixed lower rail 3 by a bolt and nut joint 6, and the right end of the lower bracket 5 is fixed to the lower surface of the right fixed lower rail 3 by a bolt and nut joint 7. Has been. The lower bracket 5 is stretched over the left and right fixed lower rails 3 to improve the rigidity and suppress the variation in the distance between the left and right fixed lower rails 3.

  A bracket 8 is fixed to the upper surface of the left movable upper rail 4 at the center in the front-rear direction by a bolt and nut joint 10, and the upper surface of the right movable upper rail 4 at the center in the front-rear direction. The bracket 9 is fixed by bolt and nut connection. Both the brackets 8 and 9 are formed in an L shape when viewed from the front, and are provided so as to stand up against the upper surface of each movable upper rail 4.

  A submarine pipe 11 is installed between the brackets 8 and 9. Here, the brackets 8 and 9 and the submarine pipe 11 will be described in detail with reference to FIG. 3 (a) is a left side view, FIG. 3 (b) is a top view, and FIG. 3 (c) is a cross-sectional view of the section III-III in FIG. is there.

  The left bracket 8 is formed with a mounting hole penetrating in the left-right direction. The left end of the submarine pipe 11 is inserted into the mounting hole, and the bracket 8 and the submarine pipe 11 are fixed by welding.

  The right bracket 9 is also formed with a mounting hole penetrating in the left-right direction, and a nylon bush 12 provided in a ring shape is fitted into the mounting hole. The bush 12 is locked to the bracket 9 in a state along the edge of the mounting hole, and the movement of the bush 12 in the penetration direction of the mounting hole is suppressed. A right end portion of the submarine pipe 11 is inserted into the bush 12 so that the submarine pipe 11 can slide with respect to the bush 12 in the direction in which the attachment hole passes. Further, the cross-sectional area (here, the area at the right end) of the submarine pipe 11 at a position away from the mounting hole of the bracket 9 toward the right end of the submarine pipe 11 by a predetermined distance is formed larger than the area of the mounting hole. In particular, the submarine pipe 11 is provided in a shape (a trumpet shape) that expands toward the right end on the right side of the mounting hole of the bracket 9 so that the submarine pipe 11 does not come out of the bush 12 and the mounting hole. . In addition, by providing a flange at the right end of the submarine pipe 11, the cross-sectional area of the submarine pipe 11 including the flange is made larger than the mounting hole, and the flange prevents the submarine pipe 11 from coming out of the bush 12 and the mounting hole. May be.

  In the present embodiment, the submarine pipe 11 is fixed to the left bracket 8 and is slidable in the left-right direction with respect to the right bracket 9. And can be fixed to the right bracket 9, or the submarine pipe 11 can be slid to the left and right brackets 8, 9 in the left-right direction. Also good. When the submarine pipe 11 is slidable in the left-right direction with respect to the left bracket 8, the submarine pipe 11 is inserted into the mounting hole of the left bracket 8 via a bush in the same manner as the right bracket 9. What is necessary is just to expand the left end part of the submarine pipe 11 in a trumpet shape.

  As shown in FIGS. 1 and 2, a load sensor 50 is attached to the upper surface of the left movable upper rail 4 at its front end, and the upper surface of the left movable upper rail 4 at its rear end. A load sensor 60 is attached. The load sensors 50 and 60 detect the load as an electric signal.

  The left front load sensor 50 will be described with reference to FIG. FIG. 4 is a perspective view of the left front load sensor 50. As shown in FIG. 4, the left front load sensor 50 includes a columnar sensing unit 52 that detects a load, a plate-like flange 51 that extends horizontally from the lower end of the sensing unit 52 forward and backward, A load input rod 53 extending upward from the upper end of the sensing unit 52 and a connector 54 extending from the sensing unit 52 so as to be parallel to the flange 51 are provided. A female screw-like circular hole 55 penetrating in the vertical direction is formed in the front part and the rear part of the flange 51, respectively, and one circular hole 55 is directly below the connector 54. A thread is formed on the outer periphery of the load input rod 53. The sensing unit 52 has a built-in strain gauge, and the load is detected as an electrical signal by the strain gauge.

  Similar to the left front load sensor 50, the left rear load sensor 60 includes a flange 61, a sensing unit 62, a load input rod 63, and a connector 64. Between the load sensor 50 on the left front and the load sensor 60 on the left rear, a symbol corresponding to each other is attached with a common lower one-digit code, and the symbols of the respective parts of the load sensor 60 on the left rear are shown in parentheses in FIG. Description of each part of the left rear load sensor 60 is omitted.

  The left rear load sensor 60 is attached to the rear end of the left movable upper rail 4 as shown in FIG. Here, FIG. 5 is an exploded perspective view showing the rear end portion of the left movable upper rail 4. As shown in FIG. 5, the lower surface of the flange 61 is in contact with the upper surface of the movable upper rail 4, and the male screws 67 and 67 penetrating the movable upper rail 4 from below to above the movable upper rail 4 are formed in the circular holes 65 and 65. It is screwed. By tightening the male screws 67, 67, the movable upper rail 4 is sandwiched between the heads of the male screws 67, 67 and the flange 61, whereby the load sensor 60 is fixed to the upper surface of the movable upper rail 4. On the other hand, as shown in FIGS. 1 and 2, the load sensor 50 on the left front also has male screws 57 and 57 that penetrate the movable upper rail 4 from the bottom to the top as in the case of the load sensor 60. The upper surface of the movable upper rail 4 is fixed to the upper surface. Here, the left front load sensor 50 points the tip of the connector 54 rearward, while the left rear load sensor 60 points the tip of the connector 64 forward.

  As shown in FIG. 2, a load sensor 70 is attached to the upper surface of the right movable upper rail 4 at the front end thereof, and the load sensor 70 is attached to the upper surface of the right movable upper rail 4 at the rear end thereof. 80 is attached. The load sensors 70 and 80 are provided for detecting the load as an electric signal.

  The right rear load sensor 80 will be described with reference to FIG. FIG. 6 is a perspective view of the right rear load sensor 80. As shown in FIG. 6, the right rear load sensor 80 includes a columnar sensing unit 82 that detects a load, and a plate-like flange 81 that extends horizontally forward and backward from the lower end of the sensing unit 82. , A load input rod 83 extending upward from the upper end of the sensing unit 82, and a connector 84 extending from the sensing unit 82 so as to be parallel to the flange 81. One of the front portion and the rear portion of the flange 81 is formed with a long hole 85 that penetrates in the vertical direction and has the left-right direction as the longitudinal direction, and the other opens at an edge along the longitudinal direction of the flange 81. In addition, a notch 86 having a longitudinal direction in the left-right direction is formed. The notch 86 is formed in the flange 81 immediately below the connector 84. A thread is formed on the outer periphery of the load input rod 83. The sensing unit 82 has a built-in strain gauge, and the load is detected as an electrical signal by the strain gauge.

  Similar to the right rear load sensor 80, the right front load sensor 70 includes a flange 71, a sensing unit 72, a load input rod 73, and a connector 74. Between the load sensor 70 on the right front and the load sensor 80 on the right rear, a common lower one-digit code is attached to a portion corresponding to each other. Symbols of respective parts of the load sensor 70 on the right front are shown in parentheses in FIG. Description of each part of the load sensor 70 will be omitted.

  The right rear load sensor 80 is attached to the rear end portion of the right movable upper rail 4 as shown in FIG. Here, FIG. 7 is an exploded perspective view showing a rear end portion of the movable upper rail 4. As shown in FIG. 7, a slide plate 89 having substantially the same shape as the planar shape of the flange 81 abuts against the lower surface of the flange 81, and the flange 81 is gripped by four claws 90 formed on the edge of the slide plate 89. . The slide plate 89 is formed with a long hole 89a penetrating in the vertical direction and having the left-right direction as the longitudinal direction, and is opened at an edge along the longitudinal direction of the slide plate 89 and has a notch 89b having the left-right direction as the longitudinal direction. Is also formed on the slide plate 89. The elongated hole 89 a corresponds to the elongated hole 85 of the load sensor 80, and the notch 89 b corresponds to the notch 86 of the load sensor 80.

  A flange 81 is placed on the upper surface of the movable upper rail 4 with the slide plate 89 in contact with the upper surface of the movable upper rail 4. In addition, a step screw 87 inserted into the ring-shaped damper 91 and the slide member 92 is inserted into the elongated hole 85 from above as a slider, and the step screw 87 is screwed into the movable upper rail 4 to thereby form a step screw. 87 is erected with respect to the upper surface of the movable upper rail 4. A slide plate 89, a flange 81, a slide material 92, and a damper 91 are sandwiched between the head of the step screw 87 and the movable upper rail 4, and the step screw 87 is slidable in the longitudinal direction of the long hole 85. .

  Further, a step screw 88 inserted into the ring-shaped damper 93 and the slide member 94 is screwed to the movable upper rail 4 in a state where the step screw 88 is erected on the upper surface of the movable upper rail 4, and the step screw 88 serves as a slider. It is inserted into the notch 86. A slide plate 89, a flange 81, a slide material 94 and a damper 93 are sandwiched between the head of the step screw 88 and the movable upper rail 4, and the step screw 88 is slidable in the longitudinal direction of the notch 86. . In this way, the step screw 87 is in sliding contact with the longitudinal direction of the long hole 85, and the step screw 88 is in sliding contact with the longitudinal direction of the notch 86. Therefore, the right rear load sensor 80 slides in the left-right direction with respect to the right movable upper rail 4 in the range from the position where the step screw 87 contacts the right end of the elongated hole 85 to the position where it contacts the left end of the elongated hole 85. It is movable.

  The mounting method of the right rear load sensor 80 is as follows. First, the step screw 88 is inserted in the order of the damper 93 and the slide member 94, and the step screw 88 is screwed to the movable upper rail 4 so as to stand on the upper surface of the movable upper rail 4, but the head of the step screw 88 is moved to the movable upper rail 4. It is in a state separated from the upper surface. Next, the slide plate 89 is aligned with the flange 81 of the right rear load sensor 80, and the flange 81 is gripped by the claw 90 of the slide plate 89. Next, the step screw 88 is inserted in the order of the damper 91 and the slide member 92, the step screw 87 is further inserted into the elongated hole 85, and the step screw 87 is screwed into the movable upper rail 4. In this state, the step screw 88 is not in the notch 86. Next, by rotating the right rear load sensor 80 around the step screw 87, the step screw 88 is inserted into the opening of the notch 86 at the edge of the flange 81, and the step screw 88 is locked to the notch 86. . As described above, since the notch 86 is provided directly below the connector 84, the connector 84 becomes an obstacle, and the stepped screw 88 cannot be inserted into the notch 86 from above and screwed into the movable upper rail 4. Since the step screw 88 is screwed into the movable upper rail 4 in advance and the notch 86 is opened at the edge of the flange 81, the step screw 88 can be inserted into the notch 86 by the rotation of the load sensor 80. Further, since the flange 81 is sandwiched between the head of the stepped screw 88 and the movable upper rail 4, the load sensor 80 cannot be easily detached upward. Further, since the flange 81 of the load sensor 80 is held by the claw 90, the slide plate 89 does not slip with respect to the flange 81 when the load sensor 80 rotates.

  The bottom surface of the slide plate 89 is coated with a resin or the like so that the slide plate 89 can easily slide with respect to the movable upper rail 4. Instead of providing the coated slide plate 89, a coating of resin or the like may be applied to the lower surface of the flange 81 to make the flange 81 easy to slide with respect to the movable upper rail 4.

  As shown in FIG. 2, the right front load sensor 70 is attached to the upper surface of the movable upper rail 4 in the same manner as the load sensor 80, and the mounting method of the right front load sensor 70 is the same as that of the right rear load sensor 80. It is. That is, a slide plate 79 provided in the same manner as the slide plate 89 is held by the lower surface of the flange 71 by a claw, and a stepped screw 77 inserted into the damper 101 and the slide material 102 passes from the top through the elongated hole 75 to the movable upper rail. In a state of being erected with respect to the upper surface of the movable upper rail 4, the stepped screw 78 inserted into the damper 103 and the slide member 104 is erected with respect to the upper surface of the movable upper rail 4. A stepped screw 78 is inserted into the notch 76 by the rotation of the load sensor 70 on the right side, which is screwed into the movable upper rail 4. Since the step screw 77 is slidable in the longitudinal direction of the long hole 75 and the step screw 78 is slidable in the longitudinal direction of the notch 76, the load sensor 70 has the step screw 77 at the right end of the long hole 75. Can be slid in the left-right direction with respect to the right movable upper rail 4 in the range from the position contacting the left end to the position contacting the left end of the elongated hole 75. Here, the load sensor 70 on the right front is directed toward the rear of the connector 74, while the load sensor 80 on the right rear is directed toward the front of the connector 84.

  As shown in FIG. 2, a rectangular frame-shaped sub frame 110 is fixed to the four load sensors 50, 60, 70, 80. The subframe 110 includes a left patch member 111 extending in the front-rear direction, a right patch member 112 extending in the front-rear direction so as to be parallel to the patch member 111, and the patch members 111, 112. A cross pipe 113 spanned between the end portions and a front member 114 spanned between the front end portions of the patch members 111 and 112 are provided.

  The patch member 111 is a metal material having a U-shaped cross section having a web 115 and left and right flanges 116 and 117. The front and rear length of the web 115 is longer than the front and rear lengths of the flanges 116 and 117, the front end portion of the web 115 extends ahead of the front end of the flanges 116 and 117, and the web 115, 116 is not provided. The right patch member 112 is also a U-shaped metal material having a web 118 and left and right flanges 119 and 120, and the webs 119 and 120 are not provided on the left and right of the front end portion of the web 118. An attachment hole 121 is formed at the front end of the web 115 of the left patch member 111, and an attachment hole 122 is formed at the rear end of the web 115 so as to penetrate in the vertical direction. A mounting hole 123 is formed in the front end portion of the web 118 of the right patch member 112, and a mounting hole 123 is formed in the rear end portion of the web 118 so as to penetrate in the vertical direction.

  The front member 114 is a metal material having a U-shaped cross section having a web and front and rear flanges. The left end of the front member 114 is welded to the upper surface of the front end portion where the web 115 extends, and the right end of the front member 114 is welded to the upper surface of the front end portion where the web 116 extends. A harness connected to the connectors 54, 64, 74, 84 of the load sensors 50, 60, 70, 80 is hung on the front member 114 by clips.

  An attachment hole penetrating in the left-right direction is formed in the rear end portion of the flange 116 of the left patch member 111. The cross pipe 113 is inserted into the attachment hole, and the cross pipe 113 and the flange 116 are fixed by welding. ing. An attachment hole penetrating in the left-right direction is also formed in the rear end portion of the flange 119 of the right patch member 112. The cross pipe 113 is inserted into the attachment hole, and the cross pipe 113 and the flange 119 are fixed by welding. Yes.

  The subframe 110 framed as described above is attached to the load sensors 50, 60, 70, and 80 as described below. The load input rod 53 of the left front load sensor 50 is inserted from below into the mounting hole 121 of the left patch member 111, and the front end of the left patch member 111 is mounted on the sensing unit 52. Then, a washer 131 is mounted on the load input rod 53, a nut 132 is screwed onto the load input rod 53, and the washer 131 and the web 115 are sandwiched between the nut 132 and the upper surface of the sensing unit 52. The load input rod 53 is fixed to the front end portion of the left patch member 111 by tightening. Similarly, the load input rod 73 is inserted into the mounting hole 123 and the washer 135 from below, and the rear end portion of the right patch member 112 is mounted on the sensing portion 72, and the nut 136 screwed into the load input rod 73 is tightened. Thus, the load input rod 73 is fixed to the front end portion of the right patch member 112.

  Similarly, the rear load sensors 60 and 80 are similarly tightened by tightening nuts 134 and 138 that are screwed into the mounting holes 122 and 124 and the load input rods 63 and 83 inserted into the washers 133 and 137 from below. , 83 are fixed to the rear ends of the patch members 111, 112.

  Here, since the right load sensors 70 and 80 are provided so as to be slidable in the left and right directions with respect to the right movable upper rail 4, the load input rod is adjusted while finely adjusting the load sensors 70 and 80 in the left and right directions. The positions of the mounting holes 121 to 124 can be aligned with 53, 63, 73 and 83, respectively. Therefore, when the subframe 110 is attached, initial strain can be prevented from occurring in the subframe 110 and the like, and an initial load can be prevented from being applied to the load sensors 50, 60, 70, 80.

  The subframe 110 is preliminarily framed by welding and then attached to the load sensors 50, 60, 70, 80. When the subframe 110 is framed, the load input rods 53, 63, 73, 83 are respectively attached. The patch member 111, the patch member 112, the cross pipe 113, and the front member 114 are fixed by a jig so that the positions of the mounting holes 121 to 124 are matched. Therefore, the load input rods 53, 63, 73, and 83 can be inserted in alignment with the mounting holes 121 to 124 without deforming the framed subframe 110.

  In a state where the sub frame 110 is attached to the load sensors 50, 60, 70, 80, the submarine pipe 11 is located behind the front member 11 and further forward than the cross pipe 113 when viewed from above. To position.

  As shown in FIG. 1, the side frame 141 is welded to the flange 116 outside the patch member 111, and the side frame 142 is welded to the flange 119 outside the patch member 112. . These side frames 141 and 142 are a part of the frame of the seat cushion, and particularly constitute the side portion of the seat cushion frame. The sub frame 110 reinforces the side frames 142 and 142 as a part of the seat cushion frame. Before attaching the subframe 110 to the load sensors 50, 60, 70, 80, the side frames 141, 142 are attached to the subframe 110 by welding.

  Front portions of the side frames 141 and 142 are covered with a pan frame 143 from above, and the pan frame 143 is fastened to the side frames 141 and 142 by bolts 144 as male screws. The pan frame 143 can be removed by loosening and removing the bolts 144. Here, the pan frame 143 is a part of the frame of the seat cushion, and particularly constitutes the front portion of the seat cushion frame. The pan frame 143 may be fastened to the side frames 141 and 142 by other male screws instead of the bolts 144. The locking portion formed on the pan frame 143 and the locking portion formed on the side frames 141 and 142 are locked, so that the pan frame 143 is fixed to the side frames 141 and 142, and both the locking portions are locked. The pan frame 143 may be removed from the side frames 141 and 142 by elastically deforming the portion.

  A seat spring 145 is bridged between the cross pipe 113 and the pan frame 143. A cushion is mounted on the pan frame 143 and the seat spring 145, and the cushion, the pan frame 143, and the side frames 141, 142 are entirely covered with a cover.

  In the occupant weight measuring apparatus 1 configured as described above, when the occupant is seated on the seat cushion, the occupant's weight (body weight) acts on the load sensors 50, 60, 70, and 80 through the subframe 110, and the occupant's weight. Is detected as an electrical signal by the load sensors 50, 60, 70, 80.

  Here, load sensors 50, 60, 70, and 80 are attached one by one between the movable upper rail 4 and the side frames 141 and 142, and the load sensors 50, 60, 70, and 80 are integrated with the vehicle seat. It has become the composition which moves in the front-back direction. Therefore, the load (the weight of the occupant) transmitted from the vehicle seat to the load sensors 50, 60, 70, 80 can be always maintained constant regardless of the position of the vehicle seat in the front-rear direction. Therefore, the measurement accuracy of the occupant weight can be improved.

  Further, the right load sensors 70, 80 can slide in the left-right direction with respect to the movable upper rail 4. Therefore, even when a load in the left-right direction is applied to the subframe 110 or the like, the load sensors 70, 80 slide to cause the load to escape, and the load sensors 50, 60, 70, 80 have a load in the left-right direction. Does not work. Therefore, the measurement accuracy of the occupant weight can be improved.

  The right load sensors 70 and 80 are slidable with respect to the right movable upper rail 4, whereas the left load sensors 50 and 60 are fixed to the left movable upper rail 4. Therefore, the entire vehicle seat does not shake in the left-right direction, and the minimum rigidity is ensured as the vehicle seat.

  In addition, since the submarine pipe 11 is installed between the front member 114 and the cross pipe 113 between the movable upper rails 4 and 4 via the brackets 8 and 9, inertia due to the occupant forward due to a frontal collision of the vehicle or the like. When the force acts, the occupant's buttocks seated on the vehicle seat is held by the submarine pipe 11. Therefore, the so-called submarine phenomenon that the occupant enters under the waist belt can be prevented.

  Further, since the submarine pipe 11 is provided separately from the subframe 110, even if the occupant's buttocks hits the submarine pipe 11 at the time of a frontal collision of the vehicle, the inertial force forward is applied to the load sensor 50 through the subframe 110. , 60, 70, 80 are not transmitted. Therefore, it is possible to improve the measurement accuracy of the occupant weight even during a frontal collision of the vehicle.

  In addition, when the front collision of the vehicle, the occupant's buttocks are held by the submarine pipe 11, the submarine pipe 11 may be convex forward and bend. Here, the right end of the submarine pipe 11 is not fixed to the bracket 9 but is slidable to the left and right with respect to the bracket 9, so that even if a forward load acts on the submarine pipe 11. The load is not transmitted to the load sensors 50, 60, 70, 80. Therefore, it is possible to improve the measurement accuracy of the occupant weight even during a frontal collision of the vehicle.

  In addition, since the subframe 110 is preliminarily framed, the load input rods 53, 63, 73, and 83 are inserted into the mounting holes 121 to 124 so as not to be deformed without deforming the framed subframe 110. Can do. Therefore, it is possible to prevent the initial load from acting on the load sensors 50, 60, 70 and 80 when no load is applied to the subframe 110. Therefore, the measurement accuracy of the occupant weight can be improved.

  Further, flanges 116, 117, 119, and 120 are not provided at the front ends of the patch members 111 and 112, and only the webs 115 and 118 are provided. Therefore, when a large load is applied to the subframe 110 at the time of a frontal collision of the vehicle, the patch members 111 and 112 are deformed at the front end portions of the webs 115 and 118, so that the load is relieved at the deformed place. . Therefore, even when a large load is applied to the subframe 110, the large load is not transmitted to the load sensors 50, 60, 70, 80. Therefore, it is possible to improve the measurement accuracy of the occupant weight and to prevent the load sensors 50, 60, 70, and 80 from being damaged even at the time of a frontal collision of the vehicle.

  Further, when the pan frame 143 is removed, the top of the previous load sensors 50 and 70 is opened, so that maintenance of the load sensors 50 and 70 can be performed.

  The present invention is not limited to the above embodiment, and various improvements and design changes may be made without departing from the spirit of the present invention.

[Modification 1]
In the above embodiment, the right load sensors 70, 80 are provided so as to be slidable in the left-right direction with respect to the movable upper rail 4, but are further provided to be slidable in the left-right direction with respect to the patch member 112. May be. Further, the load sensors 70 and 80 may be provided so as to be fixed to the movable upper rail 4 and slidable in the left-right direction with respect to the patch member 112. Here, in order to provide the load sensors 70 and 80 so as to be slidable in the left-right direction with respect to the patch member 112, the mounting holes 123, 124 are formed as long holes elongated in the left-right direction, and the load input rod 73, 83 is inserted into the ring-shaped slide material, and the slide material is sandwiched between the washers 135 and 137 and the web 118. Further, in order to fix the load sensors 70 and 80 to the movable upper rail 4, the load sensors 70 and 80 are fixed to the movable upper rail 4 in the same manner as the left load sensors 50 and 60.

[Modification 2]
In the above embodiment, the occupant weight measuring device 1 is provided on the right vehicle seat, but may be provided on the left vehicle seat. The occupant weight measuring device for the left vehicle seat is configured symmetrically with respect to the occupant weight measuring device 1 described in the above embodiment. That is, in the occupant weight measuring device for the left vehicle seat, the load sensors 70 and 80 that can slide in the left-right direction are on the left side, and the fixed load sensors 50 and 60 are on the right side.

[Modification 3]
In the above embodiment, the flanges 71 and 81 of the load sensors 70 and 80 are horizontal and extend in the front-rear direction, but may be horizontal and extend in the left-right direction. Even when the flanges 71, 81 extend in the left-right direction, the longitudinal directions of the long holes 75, 85 and the notches 76, 86 formed in the flanges 71, 81 are the left-right direction. In addition, the width of the movable upper rail 4 in the left-right direction can be made narrower when the flanges 71, 81 extend in the front-rear direction as in the above embodiment than when the flanges 71, 81 extend in the left-right direction.

1 is a perspective view of an occupant weight measuring device 1 for a vehicle seat. 1 is an exploded perspective view of an occupant weight measuring device 1. FIG. (A) A figure is a side view of the attachment structure of the submarine pipe 11, (b) A figure is a top view of the attachment structure, (c) A figure is sectional drawing along the surface III of (b) figure. . It is a perspective view of the left load sensor 50 (load sensor 60). FIG. 5 is an exploded perspective view showing a mounting structure of a load sensor 60. It is a perspective view of the right load sensor 70 (load sensor 80). FIG. 5 is an exploded perspective view showing a mounting structure of a load sensor 80.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Passenger weight measuring device 3 ... Fixed lower rail (fixed rail)
4 ... Movable upper rail (movable rail)
11 ... Submarine pipe (construction material)
50, 60 ... load sensor (one load sensor)
70, 80 ... Load sensor (the other load sensor)
110 ... subframe 141,142 ... side frame 143 ... pan frame

Claims (2)

A pair of left and right movable rails provided to be movable back and forth on each of a pair of left and right fixed rails fixed to the vehicle side;
A cushion frame disposed above the pair of movable rails;
One load sensor disposed between one movable rail of the pair of movable rails and the cushion frame;
The other load sensor disposed between the other movable rail of the pair of movable rails and the cushion frame;
A construction material constructed between the pair of movable rails between a front end portion of the cushion frame and a rear end portion of the cushion frame ;
An occupant weight measuring device for a vehicle seat, wherein the erection material is provided separately from the cushion frame .   The one load sensor is fixed to the one movable rail, and the other load sensor is provided so as to be movable in the left-right direction with respect to the other movable rail. A passenger weight measuring device for a vehicle seat

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