JP6513736B2 - Vehicle seat rail - Google Patents

Description

  The present invention relates to a seat rail used for a vehicle seat, and more particularly to a vehicle seat rail that holds the vehicle seat so as to be slidable forward and backward with respect to a vehicle body.

  A seat rail for a vehicle has an upper rail, a lower rail, a lock mechanism, and the like, and is generally disposed at a lower portion of a vehicle seat and can be slide-adjusted so as to slide in and out positions of the vehicle seat. In this type of vehicle seat, it has been necessary to sufficiently secure the seat rail against an input load such as a frontal collision or a rearal collision, or to strengthen it as necessary. For example, a structure for enhancing the strength and rigidity of the seat rail has been proposed by using a catcher structure in which the width of the seat rail is large.

  Further, as shown in Patent Documents 1 to 3, the strength and rigidity of the seat rail are enhanced by covering the lower rail with a single reinforcing rail, and the deformation of the lower rail is prevented to prevent the seat rail from being damaged. It has been proposed.

JP, 2015-24781, A Unexamined-Japanese-Patent No. 2017-13639 Japanese Utility Model Application Publication No. 3-53330

  However, in the catcher structure of the prior art, the width of the seat rail is wide, and the structure is complicated, which significantly increases the product cost. Moreover, in the seat rail structure described in Patent Documents 1 to 3, large-scale work equipment and work space are required, and therefore, the cost and labor cost for equipment have been improved.

  Therefore, it is desirable to devise a structure that can increase the strength and rigidity of the seat rail while suppressing the increase in the product cost of the seat rail.

  Therefore, the present invention is intended to provide a vehicle seat rail capable of suppressing damage and deformation of the seat rail at the time of input of a load and reducing the product cost.

  The outline of the present invention will be briefly described as follows.

  A vehicle seat rail used for a vehicle seat includes an upper seat rail for holding the vehicle seat, a lower seat rail for slidably holding the upper seat rail, and a plurality of reinforcing rails for reinforcing the lower seat rail. Have. Each of the plurality of reinforcing rails covers the outer wall portion of the lower seat rail.

  According to the above-described vehicle seat rail of the present invention, a vehicle seat capable of reducing the product cost as compared with the conventional non-reinforcing seat rail while improving the strength and rigidity and also comparing with the catcher structure of the prior art. Can be provided.

It is a perspective view of a seat rail for vehicles and a seat concerning an example. It is a figure for demonstrating the lower seat rail and reinforcement rail which concern on an Example. It is sectional drawing of the rail for reinforcements and lower seat rail which follow the III-III line of FIG. It is a perspective view of the back of a seat rail for vehicles, and a passenger seat and a seat of a driver's seat.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  The disclosure is merely an example, and the drawings may be schematically represented as to the width, thickness, shape, etc. of each portion in comparison with the actual embodiment in order to clarify the description. It does not limit the interpretation. In the specification and the drawings, the same elements as those described above with reference to the drawings already described may be denoted by the same reference numerals, and the detailed description may be appropriately omitted. In the drawings, the arrow FR indicates the front of the vehicle, the arrow RR indicates the rear of the vehicle, the arrow LH indicates the left side of the vehicle, and the arrow RG indicates the right side of the vehicle. Moreover, in the following description, unless otherwise specified, the terms front, back, top, bottom, left, right mean the front, back, top, bottom, left, right of the vehicle. .

  FIG. 1 is a perspective view of a seat rail and a seat for a vehicle according to the embodiment, and a frame portion (frame portion) of a seat 1 for a passenger seat installed in a passenger compartment and the seat 1 in the longitudinal direction It is a figure which shows the lower seat rail (lower seat rail) 4R, 4L for a left-right paired vehicle which supports possible. The lower seat rail 4R is a right lower seat rail, and the lower seat rail 4L is a left lower seat rail.

  In FIG. 1, the skin and cushion pads constituting the seat are omitted, and a seat back frame 3 for supporting the waist and back of the occupant is provided at the rear end of the seat cushion frame 2 for supporting the buttocks and thighs of the occupant. It is connected in a tiltable manner.

  The seat cushion frame 2 has a right side frame 21R and a left side frame 21L on the left and right in the vehicle width direction. A right upper seat rail (upper seat rail) 5R and a left upper seat rail 5L are attached to lower ends of the right frame 21R and the left frame 21L by screw members or the like. The right upper seat rail 5R and the left upper seat rail 5L are supported by the right lower seat rail 4R and the left lower seat rail 4L so as to be slide-adjustable. That is, the vehicle seat rail includes left and right lower seat rails (4R, 4L) and left and right upper seat rails (5R, 5L).

  The right side frame 21R and the left side frame 21L are mutually connected by the pipe member 6 below the rear side of the both. A headrest stay fixing portion 7 for supporting the headrest is provided at a central portion of the upper end portion of the seatback frame 3.

  The lower seat rails 4R, 4L made of a metal material such as iron are seat rails of a substantially U-shaped cross section extending substantially along the longitudinal direction of the vehicle body, and fixing members such as rivets are used on the floor portion of the vehicle body. It is attached.

  On the pipe member 6, a retractor of a seat belt device is installed. The seat belt pulled out from the retractor is passed through the through ring fixing portion 8 installed at the upper end portion of the left side of the seat back frame 3, and the tip end portion thereof is disposed on the rear side 9 of the left side frame 21L (not shown) It is connected to a pretensioner fixing portion 9 to which the pretensioner is fixed. A seat belt plate is passed through a middle portion of the seat belt pulled out from the through ring fixing portion 8. The seat belt plate is detachable from the buckle 10 provided on the right side frame 21R.

  As shown in FIG. 4, the reclining device 11 is provided at a connecting portion between the left side frame 21 L and the seat back 3, and the seat back 3 can tilt relative to the seat cushion 2. The reclining device 11 incorporates a lock mechanism capable of fixing the seat back 3 at an arbitrary angle of the occupant.

  As shown in FIGS. 1 and 2, the lower seat rails 4R and 4L on the left and right sides are provided with a plurality of reinforcing rails (40R1, 40R2, 40L1, 40L2) as reinforcing members. The plurality of reinforcing rails (40R1, 40R2, 40L1, 40L2) are formed of a metal material such as iron. The first and second reinforcing rails 40L1 and 40L2 are mounted on the lower seat rail 4L, and the third and fourth reinforcing rails 40R1 and 40R2 are mounted on the lower seat rail 4R. The strength and rigidity of the left and right lower seat rails 4R, 4L are improved by the reinforcing rails 40R1, 40R2, 40L1, 40L2. Therefore, it is possible to prevent or suppress the bending by being pulled upward based on the portion to which the reinforcing rails of the lower seat rails 4R and 4L are fixed by the input load at the time of front collision or rear collision.

  FIG. 2 is a view for explaining a lower seat rail and a reinforcing rail according to the embodiment. Lower seat rails (4R, 4L), a plurality of reinforcing rails (40R1, 40R2, 40L1, 40L2) and upper seat rails (5R, 5L) are shown in FIG.

  The first and second reinforcing rails 40L1 and 40L2 are sequentially arranged along the longitudinal direction of the lower seat rail 4L. The first reinforcing rail 40L1 is mounted on the front side of the lower seat rail 4L, and the second reinforcing rail 40L2 is mounted on the rear side of the lower seat rail 4L. The first and second reinforcing rails 40L1 and 40L2 have a role of preventing the roller contributing to the sliding motion of the lower seat rail 4L from being lifted and being damaged when the load of the front collision or the rear collision is input. When the passenger is seated while driving, it is necessary to lock the seat rail not to slide for safety, but in the range where it is necessary to lock, that is, passengers of various sizes were seated on the vehicle seat when traveling In this case, by installing the reinforcing rails in the range where the front and rear rollers of the lower rail are located, damage to the seat rail due to load input can be prevented and the safety of the passenger can be maintained. The seating position during driving is located near the center excluding the vicinity of both sides of the seat rail, and a lockable range is provided near the center. The length of the reinforcing rail is determined such that the reinforcing rail covers the range in which the input load from the upper rail is transmitted to the lower rail at a position where the upper rail can be locked. In the present embodiment, in the lockable range, the length of the reinforcing rail is determined so that the reinforcing rail covers the range where the front and rear rollers of the lower rail are positioned.

  Similarly, the third and fourth reinforcing rails 40R1 and 40R2 are sequentially arranged along the longitudinal direction of the lower seat rail 4R. The third reinforcing rail 40R1 is mounted on the front side of the lower seat rail 4R, and the fourth reinforcing rail 40R2 is mounted on the rear side of the lower seat rail 4R. The third and fourth reinforcing rails 40R1 and 40R2 have a role of preventing the roller contributing to the sliding operation of the lower seat rail 4R from being lifted and being damaged when the load of the front collision or the rear collision is input. When the passenger is seated while driving, it is necessary to lock the seat rail not to slide for safety, but in the range where it is necessary to lock, that is, passengers of various sizes were seated on the vehicle seat when traveling In this case, by installing the reinforcing rails in the range where the front and rear rollers of the lower rail are located, damage to the seat rail due to load input can be prevented and the safety of the passenger can be maintained. The seating position during driving is located near the center excluding the vicinity of both sides of the seat rail, and a lockable range is provided near the center. The length of the reinforcing rail is determined such that the reinforcing rail covers the range in which the input load from the upper rail is transmitted to the lower rail at a position where the upper rail can be locked. In the present embodiment, in the lockable range, the length of the reinforcing rail is determined so that the reinforcing rail covers the range where the front and rear rollers of the lower rail are positioned.

  That is, the reinforcing rails (40R1, 40R2, 40L1, 40L2) are partially attached to the lower seat rails (4R, 4L) in the longitudinal direction (front-rear direction) of the lower seat rails (4R, 4L).

  The upper seat rails (5R, 5L) are slidably incorporated in groove portions provided in the lower seat rails (4R, 4L). The upper seat rails (5R, 5L) are also slidable at the portions of the lower seat rails (4R, 4L) reinforced by the reinforcing rails (40R1, 40R2, 40L1, 40L2).

  The lengths of the first reinforcing rail 40L1 and the second reinforcing rail 40L2 attached to the lower seat rail 4L are L1 and L2, respectively, and the third reinforcing rail 40R1 attached to the lower seat rail 4R and the fourth reinforcing rail 40R2 The lengths of and are respectively described as L3 and L4.

  According to this embodiment, the lengths L1, L3, L4 are substantially the same length. On the other hand, the length L2 is made longer than L1, L3 and L4. That is, the relationship of each length is L1 = L3 = L4 <L2. Therefore, if reinforcement rails of two types (L1 = L3 = L4, L2) are prepared, it is possible to attach the reinforcement rails to the portions requiring reinforcement of the left and right lower seat rails 4R, 4L. is there.

  The reason that L1, L3 and L4 have substantially the same length is that it is physically extremely difficult from the viewpoint of processing accuracy to make the lengths exactly the same and an error is included. For example, differences in length of about 0.1 mm-3 mm are considered herein to be substantially the same length. The length of lower seat rails 4R, 4L is, for example, 80 cm to 100 cm. The length of the reinforcing rails (40R1, 40R2, 40L1, 40L2) is, for example, 40 cm-50 cm.

  FIG. 3 is a cross-sectional view of a reinforcing rail and a lower seat rail along the line III-III shown in FIG. As shown in FIG. 3, the reinforcing rail 40L1 is provided so as to cover the lower seat rail 4L, and prevents deformation of the lower seat rail 4L in the opening direction of the outer wall 4Lb. Although the configuration of the reinforcing rail 40L1 and the lower seat rail 4L is shown in FIG. 3, the configurations of the lower seat rail 4L and the reinforcing rail 40L2 and the lower seat rail 4R and the reinforcing rails 40R1 and 40R2 are similar.

  As shown in FIG. 3, the lower seat rail 4L has a substantially horizontal bottom wall 4La, a pair of side walls 4Lb provided so as to stand upward from the left and right sides of the bottom wall 4La, and a pair of side walls 4Lb The L-shaped wall 4Lc extending from the upper end of the lower portion toward the center of the lower seat rail and then extending downward, and the outer wall is formed of the bottom wall 4La, the side wall 4Lb, and the L-shaped wall 4Lc. Make up the department. In the present embodiment, the bottom wall 4La has a first bottom wall 4La1 and a second bottom wall 4La2 extending on both sides thereof and supporting the rollers (51, 52). A groove 4Lu extending in the longitudinal direction is formed between the left and right L-shaped wall portions 4Lc of the lower seat rail 4L. Upper seat rail 5L is inserted into groove 4Lu. The rollers 51, 52 of the upper seat rail 5L are inserted into the space surrounded by the left and right L-shaped wall portions 4Lc and the side wall portions 4Lb of the lower seat rail 4L. Upper seat rail 5L has a total of four rollers, two each at the front and back, and in FIG. 3, two rollers among them are drawn by dotted lines. Similarly to the upper seat rail 5L, the upper seat rail 5R also has four rollers, and is inserted into the space of the lower seat rail 4R.

  The first reinforcing rail 40L1 is a bottom wall 40L1a disposed on the lower surface of the bottom wall 4La of the lower seat rail 4L, and a side wall 40L1b disposed on the outer surface of the side wall 4Lb of the lower seat rail 4L. And an upper wall portion 40L1c disposed on the upper surface of each L-shaped wall portion 4Lc of the lower seat rail 4L. The reinforcing rail 40L1 and the lower seat rail 4L are fixed to each other by a fixing member 100 such as a rivet or welding.

  Further, the plate thickness of the reinforcing rail 40L1 is made thicker than the plate thickness of the lower seat rail 4L. The plate thickness of the reinforcing rail 40L1 is, for example, about twice the plate thickness of the lower seat rail 4L, and its strength and rigidity are higher than those of the lower seat rail 4L. Lower seat rail 4R and other reinforcement rails (40L2, 40R1, 40R2) are also configured in the same manner as described above.

  In the case of L1 = L3 = L4 <L2, FIG. 4 is a perspective view of the rear of the seat rail for the vehicle and the seats of the front passenger seat and the driver seat. FIG. 4 (a) shows a perspective view of the vehicle seat rails 4L, 4R and the rear of the passenger seat 1, and FIG. 4 (b) shows the vehicle seat rails 4Ld, 4Rd and the driver's seat 1d. The rear perspective view is shown. In addition, in FIG. 4, 12 shows a free hinge part. Except for the reference numerals attached to the lower seat rails 4Ld and 4Rd on which the driver's seat 1d is supported and the reinforcing rails provided thereto, the other configuration is the same as in FIG.

  The positional relationship between the rear end portion of the second reinforcing rail 40L2 and the rear end portion of the fourth reinforcing rail 40R2 will be described with reference to FIG. The rear end portion of the second reinforcing rail 40L2 is shown by a line X1, and the rear end portion of the fourth reinforcing rail 40R2 is shown by a line Y1. The rear end portion of the second reinforcing rail 40L2 is disposed rearward relative to the rear end portion of the fourth reinforcing rail 40R2 by the distance L5. This is because the through ring fixing portion 8 of the passenger's seat 1, the pretensioner fixing portion 9 and the reclining device 11 are provided on the lower seat rail 4L side. In the through ring fixing portion 8, the pretensioner fixing portion 9, and the reclining device 11, an inertial force acts on the input load of the front collision. The inertial force acts on the lower seat rail 4L via the upper seat rail 5L. Therefore, although the range of reinforcement of the second reinforcing rail 40L2 can be understood from FIG. 2 as well, it is longer by the distance L5 than the fourth reinforcing rail 40R2.

  (B) of FIG. 4 shows the seat 1d of the driver's seat and the lower seat rails (4Ld, 4Ld). The driver's seat 1d is configured such that the passenger's seat 1 is mirror-symmetrical to the center of the vehicle. Therefore, the lower seat rails 4L, 4R for the passenger seat correspond to the lower seat rails 4Rd, 4Ld for the vehicle, respectively. That is, the first and second reinforcing rails 40L1 and 40L2 provided on the lower seat rail 4L are provided on the lower seat rail 4Rd as first and second reinforcing rails 40R1d and 40R2d, respectively, as shown in FIG. , A second reinforcing rail 40R2d is drawn. Similarly, the third and fourth reinforcement rails 40R1 and 40R2 provided on the lower seat rail 4R are provided on the lower seat rail 4Ld as third and fourth reinforcement rails 40L1d and 40L2d, respectively, as shown in FIG. , The fourth reinforcing rail 40L2d is drawn.

  The arrangement of the rear end portion of the second reinforcing rail 40R2d and the rear end portion of the fourth reinforcing rail 40L2d will be described with reference to FIG. 4B. The rear end portion of the second reinforcing rail 40R2d is indicated by a line X2, and the rear end portion of the fourth reinforcing rail 40L2d is indicated by a line Y2. As understood from (b) of FIG. 4, the rear end portion of the second reinforcing rail 40R2d is relatively rearward from the rear end portion of the fourth reinforcing rail 40L2d by the distance L6. It is arranged. This is because the through ring fixing portion 8 of the driver's seat 1d, the pretensioner fixing portion 9 and the reclining device 11 are provided on the lower seat rail 4 Rd side. In the through ring fixing portion 8, the pretensioner fixing portion 9, and the reclining device 11, an inertial force acts on the input load of the front collision. The inertial force acts on the lower seat rail 4 Rd via the upper seat rail. Therefore, the range of reinforcement of the second reinforcing rail 40R2d is made longer by the distance L6 as compared to the fourth reinforcing rail 40L2d.

  Furthermore, the lengths of the first reinforcement rail 40L1 and the second reinforcement rail 40L2 attached to the lower seat rail 4L are L1 and L2, respectively, and the third reinforcement rail 40R1 attached to the lower seat rail 4R and the fourth reinforcement Although the relation of each length with the rail 40R2 was described above as L1 = L3 = L4 <L2, it is not limited to this relation, for example, all the lengths of the four reinforcing rails are substantially In the case where they are equal, not only the strength and rigidity can be similarly improved, but also it can be said that the structure can be expected to further reduce the product cost. Depending on the type, size and shape of the vehicle, a combination of various lengths of each reinforcing rail is required, but since it does not affect the effect and function of the present invention, the combination of the lengths of the reinforcing rails is required. Is not limited.

  According to the embodiment, the following effects can be obtained.

  As described in FIGS. 1 and 2, the first and second reinforcing rails 40L1 and 40L2 are mounted on the lower seat rail 4L, and the third and fourth reinforcing rails 40R1 and 40R2 are mounted on the lower seat rail 4R. . That is, the strength and rigidity of one lower seat rail are improved by the plurality of reinforcing rails. In the lower seat rail, a plurality of reinforcing rails are respectively provided corresponding to a plurality of portions requiring reinforcement. In this case, the cost of parts does not increase. Further, in the lower seat rail, a plurality of reinforcing rails are respectively provided corresponding to a plurality of portions requiring reinforcement, so compared to the case where one entire lower rail is covered with one reinforcing rail The weight of the reinforcing rail used for one lower seat rail can be reduced.

  Moreover, compared with the case where one lower seat rail is reinforced with one reinforcing rail (for example, length 100 cm), the length (40 cm-50 cm) of each reinforcement rail can be shortened. Therefore, as compared with the facility cost of factory equipment for attaching one long reinforcing rail to one lower seat rail, it is possible to use or apply the existing factory equipment, and thus it is possible to use a plurality of lower seat rails. The installation cost of factory equipment for mounting a short reinforcing rail can be reduced. Since the equipment cost can be reduced, the parts cost of one lower seat rail mounted with a plurality of reinforcing rails can be reduced.

  Also, if reinforcing rails for two types of lengths (L1 = L3 = L4, L2) are prepared, it is possible to attach the reinforcing rails to the portions requiring reinforcement of the lower seat rails 4R and 4L on the left and right. is there. Therefore, inventory control of reinforcing rail parts is easy. Further, if reinforcement rails of two types (L1 = L2 = L3 = L4) are prepared, the product cost can be further reduced.

  As described with reference to FIG. 4, the rear end portions of the reinforcing rails 40L2 and 40R2d are disposed relatively rearward of the rear end portions of the reinforcing rails 40R2 and 40L2d. This is because the through ring fixing portion 8 of the seat 1 (or 1 d), the pretensioner fixing portion 9 and the reclining device 11 are provided on the lower seat rail 4L (4 Rd) side. In the through ring fixing portion 8, the pretensioner fixing portion 9, and the reclining device 11, an inertial force acts on the input load of the front collision. Therefore, although the range of reinforcement of the second reinforcing rail 40L2 (40R2d) can be understood from FIG. 2 as well, it is longer than the fourth reinforcing rail 40R2 (40L2d).

  As mentioned above, although the invention made by the present inventor was concretely explained based on an example, the present invention is not limited to the above-mentioned embodiment and an example, and it can not be overemphasized that it can change variously .

  Although the example of the front passenger seat has been described in the embodiment, the present invention is applicable not only to the front passenger seat but also to the front seat. In the embodiment, the length L2 of the reinforcing rail 40L2 is longer than the length L1 of the reinforcing rail 40L1 (L2> L1 = L3 = L4), but the length L1 of the reinforcing rail 40L1 and the reinforcing rail The length L2 of 40L2 may be interchanged (L1> L2 = L3 = L4). Further, the length L1 of the reinforcing rail 40L1 and the length L2 of the reinforcing rail 40L2 may be substantially the same (L1 = L2> L3 = L4). Alternatively, (L1 = L2 = L3 = L4) may be used. That is, the range or distance reinforced by the reinforcing rail 40L1 and the reinforcing rail 40L2 may be the same.

  Moreover, although the example which reinforced one lower seat rail with two reinforcement rails was demonstrated in the Example, it is not limited to this. The number of reinforcing rails attached to one lower seat rail may be three or four.

  Moreover, although the case where the reinforcement rail of two different length was used was demonstrated in the Example, it is not limited to this. Reinforcement rails of different lengths such as three or four may be used.

1, 1d: vehicle seat 2: seat cushion frame 3: seat back frame 4R, 4L: lower seat rail 5R, 5L: upper seat rail 40R1, 40R2, 40L1, 40L2: reinforcing rail (reinforcing member)

Claims (3)

A vehicle seat rail used for a vehicle seat,
The vehicle seat has a pair of left and right vehicle seat rails and a reclining device, and has the reclining device on one of a right side or a left side.
Each of the pair of left and right vehicle seat rails is
An upper seat rail for holding the vehicle seat;
A lower seat rail slidably holding the upper seat rail;
And a plurality of reinforcing rails for reinforcing the lower seat rail,
Each of the plurality of reinforcing rail covers the outer wall of the lower seat rail,
The plurality of reinforcing rails include a first reinforcing rail on the front side and a second reinforcing rail on the rear side,
The rear second reinforcing rail on the side where the reclining device is installed is longer than the front first reinforcing rail,
Seat rail for vehicles. In the vehicle seat rail according to claim 1,
The vehicle seat rail, wherein the outer wall portion of the lower seat rail has a bottom wall portion, a side wall portion, and an L-shaped wall portion. In the vehicle seat rail according to claim 1,
The first reinforcing rail on the front side on which the reclining device is installed, and the first reinforcing rail on the front side on which the reclining device is not installed and the second reinforcing rail on the rear side , Seat rails for vehicles that are substantially the same length.

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