JPH0235550Y2 - - Google Patents

Description

[Detailed description of the invention] (Field of industrial application) The present invention is an automobile seat device in which an upper rail fixed to the bottom of the seat frame is slidably engaged with a lower rail fixed to the vehicle body. This is related to the improvement of

(Prior art) Some automobile seat devices include
As shown in Publication No. 144739, in order to enable sliding adjustment in the longitudinal direction relative to the vehicle body, the upper rail fixed to the bottom of the seat frame is slidably engaged with the lower rail fixed to the vehicle body side. There is something. In other words, Atsupareru is
The lower rail has an approximately cross-sectional shape and includes an upper wall portion, a pair of left and right side wall portions, and a pair of ear portions that extend substantially horizontally from the lower ends of the left and right side walls so as to be close to each other. A bottom wall portion, a pair of left and right side wall portions inserted between the pair of ear portions, and ear portions extending substantially horizontally from the upper ends of the pair of left and right side wall portions so as to be spaced from each other. By having the ears of the upper rail hooked on the ears of the lower rail, upward separation of the upper rail from the lower rail, that is, separation of the seat from the vehicle body, is restricted.

By the way, some car seat devices, such as those often seen in so-called 1-box cars, have rotating seats, with the front end of the seat facing backwards (the passenger is seated facing backwards with respect to the car). (state) may be used. When a car is involved in a frontal collision under these conditions of use, an extremely large inertial force is applied to the seat by the seat itself and the occupant sitting in the seat, while the seat back is forced backwards (with respect to the car). This results in a large backward moment that causes the vehicle to tilt forward (forward). When such a large forward inertia force and rearward moment act, there is a concern that the upper rail may disengage from the lower rail, that is, the seat may disengage from the vehicle body. To explain this point in detail, due to the large rearward moment, the distance between the pair of left and right side walls of the Atsupa rail widens, and the hooks between the ears of the Atsupa rail and the ears of the lower rail come off. This causes the seat to tip over. In addition, due to the large forward inertia force,
There is a possibility that the lock that restricts the longitudinal positions of the upper rail and the lower rail may come off, and the two rails may become disengaged from each other in the longitudinal direction.

Note that the above-mentioned publication discloses that support pieces are provided to prevent the pair of left and right side walls of the upper rail from expanding;
No measures have been taken to prevent the upper rail and the lower rail from coming out of engagement in the longitudinal direction.

(Purpose of the invention) This invention was created taking the above circumstances into consideration, and is designed to resist the impact of a frontal collision of a car and to keep the seat securely fixed to the car body. The purpose of the present invention is to provide a seat device for an automobile.

(Structure of the invention) In order to achieve the above-mentioned object, in the present invention, the seat frame is provided with a mechanism that prevents the seat from disengaging from the lower rail in front of the upper rail against the rear moment and the front inertia force. A reinforcing bracket is attached to prevent this. This reinforcing bracket has a reinforcing rail part and a stopper part, and the reinforcing rail part is arranged so as to be substantially continuous with the upper rail, and is engaged with the lower rail so as to be slidable and separable upward. It's becoming like that. Further, the stopper portion is disposed in front of the reinforcing rail portion, so that the front end of the lower rail can come into contact with the stopper portion.

With this configuration, the front inertia force at the time of a frontal collision is dealt with by the lower rail coming into contact with the stopper part of the reinforcing bracket, and the rear moment is dealt with by the reinforcing rail part of the reinforcing bracket. This will be dealt with by.

(Example) In Fig. 1, 1 is a one-box type automobile, and three rows in the front and rear direction include front seats 2,
It has an intermediate sheet 3 and a rear sheet 4. Among these three rows of seats 2, 3, and 4, the middle seat 3 is of the so-called rotating seat type, and has two positions: a rearward position indicated by a solid line in the figure, and a forward position indicated by a dotted line in the figure. You can choose to use it as you see fit. In addition, in the example, each sheet 2,
Seat bags 2a, 3a, 4, respectively
By greatly inclining a toward the rear, a so-called full flat seat is formed. That is, the seat cushion 2b of the front seat 2, the seat back 2a, the seat cushion 3b of the intermediate seat 3, the seat back 3a, and the rear seat 4.
The seat cushion 4b and the seat back 4a are arranged substantially on the same plane, so that one long sheet can be formed.

The intermediate seat 3 is shown enlarged in FIGS. 2 and 3, and is mounted on a rotating base 6 equipped with a known rotating mechanism, with respect to a base 5 fixed to the floor surface F of the automobile.
It is installed through. A lower rail 8 is fixed to this rotary table 6 via a bracket 7 shown in FIGS. 6 and 7, while an intermediate seat 3
An upper rail 10 is fixed to the bottom surface of the seat frame 9 of the (seat cushion 3b) via a channel material 9A, and as a result, the intermediate seat 3 is moved along its longitudinal direction by sliding the upper rail 10 against the lower rail 8. It is possible to adjust the slide in the direction, that is, in the longitudinal direction of the automobile 1. To adjust the slide of the upper rail 10 relative to the lower rail 8, select the desired sliding position of the upper rail 10 relative to the lower rail 8 by operating the operating lever shown in the figure and releasing the lock mechanism, and then release the operating lever. The upper rail 10 and lower rail 8 are locked at the position of the cigarette.

The upper rail 10 is made of iron-based channel material and has a substantially square cross section. That is, the Atsupa rail 10, as shown in FIG.
For the channel material 9A of the seat frame 9,
An upper wall 10a fixed by bolts 18 and nuts 19, a pair of left and right side walls 10b, and a pair of ears 10c extending substantially horizontally from the lower ends of the pair of side walls 10b.
and has. On the other hand, the lower rail 8 is made of iron-based channel material and has a substantially square cross section. That is, as shown in FIGS. 4 and 8, the lower rail 8 includes a bottom wall portion 8a fixed to the bracket 7, a pair of left and right side wall portions 8b, and a space apart from the upper end of the pair of side wall portions 8b. It has a pair of ears 8c extending almost horizontally. The pair of side walls 8b of the lower rail 8 are positioned between the pair of side walls 10b of the upper rail 10, and the ears 8c, 10c of both rails 8, 10 are arranged such that the ear 8c is positioned upward. They are arranged to face each other in the vertical direction. A ball 11 is interposed between the rails 8 and 10, and a roller 12 is interposed between the upper wall 10a of the upper rail 10 and the bottom wall 8a of the lower rail 8.
is interposed therebetween, so that both rails 8 and 10 can be smoothly slidably displaced in the longitudinal direction.

A reinforcing bracket 13 is fixed to the front end of the seat frame 7, that is, in front of the upper rail 10. In the embodiment, this reinforcing bracket 13 includes a rail component 14 and a stopper component 15.
The two constituent members 14 and 15 are constructed by welding the upper rail 1 to each other.
It is constructed by bending an iron plate that is thicker than 0 and has sufficient strength.

As shown in FIGS. 4 to 8, the rail component 14 is similar to the top rail 10, and the
4a, a pair of left and right side wall portions 14b, and a pair of left and right ear portions 14c, and a mounting tongue portion 14d extending upward from the front end of the upper wall portion 14a. It is fixed to the seat frame 9 using bolts 16 and nuts 17 with the upper wall part 14a of the trunk seated on the bottom surface of the channel material 9A of the seat frame 9 while being seated on the front end surface. Such a rail component 14 is arranged so as to be substantially continuous with the upper rail 10, and when the intermediate sheet 3 is positioned sufficiently rearward with respect to the lower rail 8, as shown in FIG. The portion 8c is located above the ear portion 14c of the rail component 14,
Both ear portions 8c and 14c are adapted to slide directly.

Further, as shown in FIGS. 6 and 7, the stopper component 15 includes a stopper portion 15a that closes the front opening of the rail component 14, and a pair of left and right portions extending from the stopper portion 15a. Side wall portion 15b
A pair of ear portions 15 extend substantially horizontally so as to be closer to each other than the left and right pair of side wall portions 15b.
c, and a mounting tongue portion 15d extending upward from the stopper portion 15a. The pair of left and right side walls 15b are located outside the left and right side walls 14b of the rail component 14, and the ears 15c are located below the ears 14c of the rail component 14. In this way, the side wall portion 15b of the stopper component 15 and the ear portion 1
5c, the side wall portion 14b and the ear portion 14c of the rail component 14 are held together to reinforce this portion. Further, the mounting tongue portion 15d is seated and welded to the front surface of the mounting tongue portion 14d of the rail component 14.

In the above configuration, if a frontal collision occurs with the intermediate seat 3 in the rearward position as shown by the solid line in FIG.
A large forward inertial force as shown by arrow A in the figures acts, and the intermediate seat 3 is relatively displaced along the lower rail 8 toward the rear (toward the front of the vehicle) with a large force. At this time, the front end of the lower rail 8 touches the stopper part 1 of the reinforcing bracket 13.
5a. Further, at the time of this frontal collision, a large rearward moment acts on the intermediate seat 3 as shown by arrow B in FIGS. 1 to 3, but this rearward moment is
The seat 3 is held firmly by the ear portion 14c of the seat 3, and the seat 3 is prevented from falling due to this backward moment. In this way, the intermediate seat 3 is prevented from being separated from below the floor surface of the vehicle body.

Note that the present invention is not limited to the intermediate seat 3 that is used facing rearward, but can be similarly applied to the front and rear seats 2 and 4 shown in FIG. . In this case, in the event of a frontal collision, the occupant who was about to be thrown forward will be pulled back toward the seatback side with a large force by the action of the seatbelt, and the seat will be affected by the rearward impact force and rearward moment. However, in this case as well, the reinforcing bracket 13 prevents the seat from being separated from the floor surface of the vehicle body.

(Effects of the invention) As is clear from the above, the invention has the following effects:
Even in the event of a frontal collision, the seat can remain fixed to the vehicle floor.

In addition, the conventional upper rail and lower rail can be used as they are, and only a reinforcing bracket needs to be added separately, so it can be easily implemented without making any major changes to the conventional seat device.

[Brief explanation of drawings]

FIG. 1 is a simplified side view showing an example of an automobile in which a seat device according to the present invention is used. FIG. 2 is an overall side view showing an example of a sheet to which the present invention is applied. FIG. 3 is a perspective view showing an example of a sheet to which the present invention is applied. FIG. 4 is a sectional view showing the engagement state between the upper rail and the lower rail. FIG. 5 is a sectional view showing the engagement state between the reinforcing rail portion of the reinforcing bracket and the lower rail. FIG. 6 is a partially cross-sectional downward perspective view showing the arrangement relationship between the reinforcing bracket, the upper rail, and the lower rail. FIG. 7 is a perspective view showing the arrangement relationship between the reinforcing bracket and the upper rail. FIG. 8 is a perspective view showing the engagement state between the reinforcing rail component and the lower rail with the stopper component removed from the reinforcing bracket. 1: Automobile, 3: Intermediate seat, 8: Lower rail, 9: Seat frame, 10: Atsupa rail,
13: Reinforcement bracket, 14: Rail component, 1
5: Stopper component, F: Vehicle floor surface.

Claims (1)

[Scope of Claim for Utility Model Registration] A seat device for an automobile in which an upper rail fixed to the bottom surface of the seat frame is slidably engaged with a lower rail fixed to the vehicle body, wherein the upper rail is attached to the seat frame. A reinforcing bracket is fixed at the front in the longitudinal direction, and the reinforcing bracket has a reinforcing rail part that is disposed substantially continuous with the upper rail and is slidably engaged with the lower rail and cannot be separated upwardly. A seat device for an automobile, comprising: a stopper portion located in front of the reinforcing rail portion and against which the front end of the lower rail can come into contact.