JPH0692167A - Slide lock device of automobile seat - Google Patents

Abstract

PURPOSE:To provide a slide lock device of an automobile seat where the slide lock condition of the seat can be surely secured even in the case of the head-on collision or the like and the cost is low. CONSTITUTION:A slide lock device of an automobile seat is provided with a slide adjusting mechanism where when one locking claw 24R is unlocked, the unlock operation is made by interlocking the other locking claw 24L by connecting the right and the left locking claws 24L, 24R engaged with the longitudinally arranged locking holes which are respectively provided on the right and the left seat slide mechanisms 10L, 10R by means of a connect wire to each other. An inertia stopper 40 to regulate the unlocking movement of the locking claw 24L by moving to the unlocking movement region of the locking claw 24L or its driving mechanism when the deceleration exceeding the specified value is exerted to the automobile body is provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a slide lock device for an automobile seat, and more particularly, when left and right lock claws are connected to each other by a connecting member and one of the lock claws is unlocked, The present invention relates to a slide lock device for a vehicle seat, which is provided with a slide adjusting mechanism that is configured so that the other lock claw is also interlocked to perform an unlocking operation.

[0002]

2. Description of the Related Art Conventionally, as a slide adjusting mechanism for an automobile seat, a plurality of locking holes arranged in the front-rear direction of a vehicle body are provided in the left and right seat slide mechanisms, and left and right locking claws that can be engaged with the locking holes are provided. While each is provided, the left and right lock pawls are interconnected by a connecting member such as a wire, and by unlocking one of the left and right lock pawls, the other lock pawl is also interlocked via the connecting member. It is generally well known that the unlocking operation is performed, and it is widely used, for example, as a front seat of an ordinary passenger car.

The seat slide mechanism is usually combined with a fixed rail (lower rail) fixed to the floor of the vehicle body on the lower rail via rolling elements such as steel balls or rollers, and is moved forward and backward with respect to the lower rail. It is configured with movable side rails (upper rails) that are slidably provided, and one of these rails is provided with an engaging member having a plurality of locking holes arranged in the longitudinal direction of the vehicle body. On the other hand, the lock claw that is disengageably engaged with the locking hole is generally attached to, for example, one of the other rails. Further, as a connecting member for connecting the left and right lock claws to each other, a normal straight wire or a thin rod material is used, and when one of the lock claws is operated in the unlock direction by operating the operation lever, for example. The other locking claw also operates in the unlocking direction at the same time via the connecting member, and the slide lock of the seat is released.

When a large deceleration is applied to the vehicle body, such as during a head-on collision, the occupant seated on the seat normally lifts his / her hips forward due to the inertial force and then moves forward again by the reaction. It is known to behave like sitting down. In this case, an impact load is applied to the seat cushion from above, and the connecting member arranged below the seat cushion is pushed downward. As a result, the left and right lock pawls are acted on by the tension generated in the connecting member. It is conceivable that the will move in the unlock direction carelessly.

Therefore, for example, Japanese Utility Model Laid-Open No. 3-888848 proposes that the left and right lock claws are connected by a so-called push-pull cable composed of an outer cable and an inner cable. There is. This push-pull cable is a hollow outer cable with an inner cable inserted as a connecting wire.
The inner cable can transmit the tension while being guided by the outer cable.

Therefore, when this push-pull cable is used, even if the push-pull cable is arranged in a loose state (that is, the outer cable), there are problems such as a delay in the interlocking operation and deterioration of the operation feeling. The left and right lock claws can be connected without being accompanied with each other. That is, by connecting the left and right lock claws with the push-pull cable and arranging the push-pull cable in a loose state below the seat cushion, even when an impact load is applied to the seat cushion from above. The push-pull cable itself is not directly affected by being pushed downward and the lock claw can be reliably maintained in the locked state.

[0007]

However, when the above push-pull cable is adopted, although the above-mentioned problems can be solved, the push-pull cable itself is expensive, so that it is costly. There was a problem that the burden became large.

Further, when the vehicle collides head-on, it is conceivable that the lower rail of the seat slide mechanism may be deformed by a load input from the vehicle body floor. On the other hand, it is conceivable that a force in the direction of peeling the upper rail from the lower rail acts on the upper rail via the seat belt and the seat cushion in order when the occupant moves forward, and the upper rail may also be deformed. When such deformations occur in the rails, it is possible that these deformations affect the engagement state between the lock claw and the engagement hole, making it difficult to maintain a stable lock state. .

Therefore, according to the present invention, when an external force other than the unlocking operation is applied to the connecting members of the left and right lock pawls when the vehicle is suddenly stopped, such as in the case of a frontal collision of the vehicle, or the seat slide mechanism is slightly affected. The object of the present invention is to provide a low cost slide lock device for a vehicle seat that can reliably maintain the slide lock state of the seat even when deformation occurs.

[0010]

Therefore, according to the first invention of the present application, a plurality of locking holes, which are provided in the left and right seat slide mechanisms, are arranged in the vehicle front-rear direction, and can be engaged with and disengaged from the locking holes. The left and right lock claws that engage with each other, and the connecting member that connects the left and right lock claws to each other, and by unlocking one of the left and right lock claws, the other member is connected via the connecting member. In a slide lock device for a vehicle seat, which is provided with a slide adjusting mechanism configured to perform an unlocking operation in conjunction with the lock claw of the vehicle, the lock claw is actuated when a deceleration of a predetermined value or more acts on the vehicle body. The restriction means for restricting the unlocking operation is provided.

A second invention of the present application is the above-mentioned first invention, wherein the restricting means unlocks the locking pawl or its drive mechanism when a deceleration of a predetermined value or more acts on the vehicle body. It is characterized by being an inertial mass body that moves to a region.

[0012]

According to the first aspect of the present invention, since the regulating means is provided, the unlocking operation of the locking pawl is performed when the vehicle body is subjected to a deceleration of a predetermined value or more such as in a frontal collision of the vehicle. Can be regulated. Therefore, when an external force that is not due to the unlocking operation acts on the connecting members of the left and right lock claws with a sudden stop of the vehicle, for example, in the case of a frontal collision of the vehicle, that is, when an occupant seated on the seat suddenly stops before the vehicle stops. Even if the seat recedes into the seat vigorously due to the reaction after moving, or if the upper rail or lower rail of the seat slide mechanism is slightly deformed, the engagement state of the locking hole and the lock claw remains It can be prevented from being released, and the slide lock state of the seat can be reliably maintained. In this case, since it is not necessary to use an expensive push-pull cable, it is possible to avoid a large cost burden on the connecting member.

Further, according to the second invention of the present application, basically, the same effect as that of the first invention can be obtained. In particular, when the inertial mass body is used as the restricting means specifically, when the deceleration of a predetermined value or more acts on the vehicle body, the inertial mass body moves to the unlocking operation region of the lock claw or its drive mechanism. By moving, the unlocking operation of the lock claw is reliably regulated.

[0014]

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. As shown in FIG. 1, an automobile seat 1 according to the present embodiment includes a seat cushion 2 and a reclining mechanism 4 at a rear end portion of the seat cushion 2, for example.
And a seat back 3 attached via a seat back 3, and below the seat cushion 2, a pair of left and right seat slide mechanisms 10 (10L, 10R) for supporting the seat 1 slidably in the vehicle longitudinal direction are arranged. ing. In the following description, the left and right seat slide mechanisms 10 will be described.
In the case of distinguishing each component of (10L, 10R), one for the left side and the other for the right side, the alphabetical letters L (for the left side) or R (for the right side) are respectively added after the numeral indicating the symbol. ) Is attached, and when there is no particular need to distinguish between the two, the description will be made by simply displaying only the numbers without attaching the alphabetical letters L or R.

2 and 3 are a plan explanatory view and a front explanatory view schematically showing the overall structure of the seat slide mechanism 10 (10L, 10R). As shown in these drawings, each seat slide is shown. The mechanism 10 includes a pair of left and right upper rails 11 (11L, 11R) fixed to the lower surface side of the cushion frame 6 of the seat cushion 2 in the vehicle front-rear direction via mounting brackets 7, ... Similarly, a pair of left and right lower rails 12 (12L, 12R) fixed to the front and rear direction of the vehicle body and both rails 11,
In the state in which 12 is vertically combined, it is composed of a plurality of balls 13 and rollers 14 interposed between the two. Each of the lower rails 12 is fixed to the upper surface side of a base member 15 (15L, 15R) made of steel plate, and the front and rear ends of the base member 15 are bolt members 16, 1 respectively.
It is fastened and fixed on the vehicle body floor 9 by 6.

4 to 6 show the seat slide mechanism 10R on the right side and the main parts of its adjusting mechanism, and FIGS.
FIG. 3 is an explanatory view showing, on an enlarged scale, the left-side seat slide mechanism 10L and the main parts of its adjustment mechanism. As can be seen from these figures, the left and right lower rails 1
An engaging plate 18 (18L, 18R) having a large number of engaging holes 19 arranged at a constant pitch along the longitudinal direction is fixed to the 2 (12L, 12R) along the inner surface thereof. ing. On the other hand, the left and right upper rails 11 (11
The operation shafts 21 extending in the front-rear direction of the vehicle body are rotatably supported by brackets 23 along the inner surfaces of the L and 11R). The left and right operation shafts 21 (21
L, 21R) has a plurality of engaging claws 25 that engage with the locking holes 19, ...
4R) are fixed. Further, of the left and right operation shafts 21 (21L, 21R), an operation lever 22 for rotating the right operation shaft 21R is attached to the front end of the right operation shaft 21R, for example.

A wire member 30 (connect wire) is stretched between the left and right operation shafts 21L and 21R to transmit the rotational movement of the right operation shaft 21R to the left operation shaft 21L. The left and right ends of the connect wire 30 are respectively coupled to the lower and upper ends of the wire brackets 26L and 26R fixed to the operating shafts 21L and 21R, respectively. These wire brackets 2
6L and 26R are the left and right brackets 23L and 23, respectively.
It is located a predetermined distance ahead of the front end of R. Then, when the operation lever 22 is rotated in the unlocking (unlocking) direction as indicated by the broken line arrow in FIG. 3, the right side locking claw 24R is moved along with the rotation operation of the right side operating shaft 21R in the same direction. The engaging claw portions 25R, ..., 25R are rotated in the unlocking direction, and the engaging holes 19R are engaged with each other.
.., 19R are disengaged, and the engaged state of both is released. At the same time, as shown by the broken line arrow in FIG. 6, the right wire bracket 26R is rotated to pull the connect wire 30 to the right side, and the left wire bracket 26L is moved in the direction shown by the broken line arrow in FIG. Is rotated to.

As a result, the left locking claw 24L is rotated in the unlocking direction (see the broken line arrow in FIG. 8), and the engaging claw portions 25L, ..., 25L are engaged with the locking holes 19L ,. , 1
9L is disengaged and the engagement state of both is released. That is, by rotating the operation lever 22 in the unlocking direction to unlock the right seat slide mechanism 10R, the left seat slide mechanism 10L is also interlocked, and the seat 1 with respect to the vehicle body floor 9 is unlocked. The slide lock state is released. Of the two operating shafts 21L and 21R, for example, at least the right operating shaft 21R is provided with a spring 27 (see FIG. 4) for urging the operating shaft 21R in the locking direction, and the operating lever 22 does not move. In the normal state where the lock is not operated,
Due to the biasing force of the spring 27, the lock claw 24R
, 19R locking claws 25R, ..., 25R locking holes 19R, ..., 19R
The engagement state with respect to is maintained.

In this embodiment, the seat 1 is preferably a front seat located on the front side of the passenger compartment, and more preferably, the slide lock is interlocked with the forward tilting motion of the seat back 3 over a predetermined angle. Came to be released,
It has a so-called walk-in mechanism. The walk-in mechanism is the same as the well-known one,
As can be seen from FIG. 4, a swing member 31 is provided on the upper surface of the right upper rail 11R so as to be swingable in a horizontal plane via a pivot 32, one end 31a of the swing member 31 and the right operation shaft. Inner connecting rod 33 for connecting with 21R
And an outer connecting rod 35 that connects the other end 31b of the swinging member 31 and the arm member 34 (see FIG. 1) below the seat back 3 to each other.

When the seat back 3 is tilted forward by a predetermined angle or more, as shown by the two-dot chain line arrow in FIG. 4, the swinging member 31 is in the horizontal plane via the outer connecting rod 35. Can be rocked with. With this swinging motion, the inner connecting rod 33 is pulled to the right, and the right operation shaft 21R is rotated in the unlocking direction. At the same time, the left operation shaft 21L is also rotated in the unlock direction via the connect wire 30. As a result, both the lock claws 24L and 24R are rotated in the unlock direction, and the locked state of the seat slide mechanisms 10L and 10R is released. On the other hand, operation axis 2
When the lock claw 24R is rotated in the unlock direction by the operation of the 1R (that is, the operation lever 22), the inner connecting rod 33 is adapted to be disengaged from the one end 31a of the swing member 31. The swing member 31 is held in the posture shown in FIGS. 2 and 4 without swinging. Therefore, in this case, the outer connecting rod 35 is not pulled, and the posture of the seat back 3 is not affected.

By the way, in the present embodiment, when a deceleration of a predetermined value or more acts on the vehicle body, such as during a vehicle frontal collision,
An unlock restricting means is provided for restricting the unlocking operation of the lock claw 24. The unlock restriction means will be described below. As can be seen from FIGS. 7 and 10, in the present embodiment, as an unlocking restricting means when a deceleration of a predetermined value or more acts on the vehicle body on the front end side of the bracket 23L supporting the left operating shaft 21L. Inertial stopper 40 is provided. The inertia stopper 40 includes a stopper body 41 having a substantially U-shaped cross section, and a weight 42 having a predetermined weight fixed to the upper end side of the body 41.
The stopper body 41 is supported rotatably about an axis by a pivot shaft 43 that is inserted near the lower end of the stopper body 41. The pivot shaft 43 is arranged in the vehicle width direction in a substantially horizontal plane, and both ends of the pivot shaft 43 are attached to the bracket 23.
It is supported by a shaft support hole formed in L. Therefore, the inertia stopper 40 can freely rotate around the axis of the pivot shaft 43 in a substantially vertical plane.

Weight of the weight 42 and pivot 43
With respect to the mounting position, the inertia stopper 40 is rotated toward the front of the vehicle body due to the inertia moment based on the inertia of the weight 42 and the stopper body 41 when a deceleration of a predetermined value or more acts on the vehicle body. (swing)
It is set as a possible value. A spring (not shown) may be provided to urge the inertial stopper 40 in a direction to rotate it backward so as to prevent vibration and rattling of the inertial stopper 40 while the vehicle is traveling. In this case, the spring is only for pressing the back surface side of the inertial stopper 40 against the bracket 23L so as not to rattle, and therefore, a spring having a weak spring force is desirable. When such a spring is provided, the weight of the weight 42 and the attachment position of the weight 42 to the pivot 43 are determined in consideration of the spring force of the spring.

The main body 41 of the inertia stopper 40 has an extension portion 4 extending obliquely downward from the lower end side thereof.
1a is formed, and when the inertial stopper 40 swings toward the front of the vehicle body by a predetermined angle or more, the extension portion 41a comes into contact with the rear surface side of the bracket 23L. Over rotation is prevented.

In the above structure, for example, when the vehicle collides head-on, when the vehicle is suddenly stopped and the vehicle body is decelerated by the predetermined value or more, the inertia stopper 40 moves around the axis of the pivot shaft 43. Then, the vehicle turns toward the front of the vehicle body and enters between the inner side surface of the upper rail 11L and the operation shaft 21L as indicated by the chain double-dashed line in FIG. As a result, the inertia stopper 40 is located between the left wire bracket 26L and the inner side surface of the upper rail 11L, that is, in the unlocking operation region of the wire bracket 26L.
The unlocking action of is regulated. Therefore, the operating shaft 21L
(That is, the locking claw 24L) is restricted from rotating in the unlocking direction, so that it is possible to prevent the slide lock state of the seat 1 from being inadvertently released.

As described above, according to the present embodiment, since the slide adjusting mechanism of the left seat slide mechanism 10L is provided with the inertia stopper 40 as an unlocking restricting means, the vehicle body is predetermined when a frontal collision of the vehicle occurs. When the deceleration equal to or more than the value is applied, the inertia stopper 40 enters the unlocking operation area of the left wire bracket 26L that constitutes a part of the driving mechanism of the left lock pawl 24L, and thus the left lock pawl 24L. It is possible to regulate the unlocking action of. Therefore, for example, in the case of a frontal collision of the vehicle, when an external force other than the unlocking operation acts on the connect wire 30 that connects the left and right lock claws 24L and 24R with the sudden stop of the vehicle, that is, the occupant seated in the seat 1 When the vehicle suddenly moves forward when the vehicle suddenly stops, and then recoils, the seat cushion 2 of the seat 1 is seated again, or when the upper rail 11 or the lower rail 12 of the seat slide mechanism 10 is slightly deformed. For example, the locking hole 19 provided in the engaging plate 18L
, 19L and the engaging claw portions 25L, ..., 2 of the lock claw 24L
The seat 1 is prevented from being released from the engagement state with the 5L.
The slide lock state of can be reliably maintained. In this case, since it is not necessary to use an expensive push-pull cable and the normal straight wire 30 can be used, it is possible to avoid a large cost burden for the connecting member.

The above embodiment (hereinafter referred to as the first embodiment)
Then, the inertial stopper 40 as an unlock restriction means
Is a type that swings toward the front of the vehicle in a substantially vertical plane when a deceleration of a predetermined value or more acts on the vehicle, but instead of this, there is also a type that slides toward the front of the vehicle. Conceivable. The second embodiment of the present invention will be described below. As shown in FIGS. 13 to 15, in the present embodiment, an inertial stopper 80 having a predetermined weight formed by bending a steel plate member is disposed on the front end side of the bracket 73L that supports the left operating shaft 21L. . The inertia stopper 80 includes a slide body portion 81 facing the upper surface side of the bracket 73L, a stopper portion 82 formed by bending the slide body portion 81 substantially vertically upward inward of the front side of the slide body portion 81, and a slide body portion 81. The upper rail 11 is formed by bending substantially vertically downward on the outside of the front side.
And a guide portion 83 facing the inner side surface of L.
On the other hand, a long hole 74 extending in the front-rear direction of the vehicle body is formed near the front end of the bracket 73L, and the inertia stopper 80 slides through a pin member 85 (guide pin) inserted through the long hole 74. The main body 81 is the bracket 73
It is attached to the upper surface side of L.

The initial mounting position of the inertia stopper 80 is
The stopper portion 82 and the rear end portion of the guide portion 83 are set so as to contact the front end surface of the bracket 73L, or the guide pin 85 is positioned at the rear end portion of the elongated hole 74. Further, the weight of the inertia stopper 80 is such that when a deceleration of a predetermined value or more set in advance acts on the vehicle body,
Due to the inertia, the inertia stopper 40 is set as a value capable of moving (sliding) toward the front of the vehicle body. Further, in order to prevent the vibration and rattling of the inertia stopper 80 while the vehicle is traveling, a spring (not shown) may be provided to bias the inertia stopper 80 toward the rear of the vehicle body. In this case, it is desirable that the spring has a spring force as weak as possible, and when such a spring is provided, the weight of the inertia stopper 80 is determined in consideration of the spring force of the spring.

In the above construction, when the vehicle collides head-on, for example, when the vehicle is suddenly stopped and the vehicle body is decelerated by the predetermined value or more, the inertia stopper 80 has the guide pin 85 inside the long hole 74. The guide portion 83 slides forward of the vehicle body while being guided by the side surface of the upper rail 11L, and is guided between the inner side surface of the upper rail 11L and the operation shaft 21L as indicated by the chain double-dashed line in FIG. Break into. As a result, the inertia stopper 40 is located between the left wire bracket 26L and the inner side surface of the upper rail 11L, that is, in the unlocking operation region of the wire bracket 26L, and the unlocking operation of the wire bracket 26L is restricted. It Therefore, the operating shaft 21L (that is, the lock claw 24L)
The turning operation in the unlocking direction is restricted, the slide lock state of the seat 1 can be prevented from being inadvertently released, and the same effect as that of the first embodiment can be obtained.

[Brief description of drawings]

FIG. 1 is a side view of an automobile seat according to a first embodiment of the present invention.

FIG. 2 is a plan explanatory view of a seat slide mechanism of the seat and an adjusting mechanism thereof.

FIG. 3 is a front explanatory view of a seat slide mechanism of the seat and an adjusting mechanism thereof.

FIG. 4 is an explanatory plan view showing enlarged main parts of a seat slide mechanism on the right side of the seat and an adjusting mechanism thereof.

5 is a vertical cross-sectional explanatory view taken along the line AA of FIG.

FIG. 6 is a vertical cross-sectional explanatory view taken along the line BB of FIG.

FIG. 7 is an explanatory plan view showing enlarged main parts of a seat slide mechanism on the right side of the seat and an adjusting mechanism thereof.

8 is a vertical cross-sectional explanatory view in the CC line direction of FIG.

9 is a vertical cross-sectional explanatory view taken along the line DD of FIG.

FIG. 10 is a perspective view showing an attached state of the inertia stopper according to the first embodiment.

11 is a vertical cross-sectional explanatory view taken along the line EE of FIG.

FIG. 12 is a vertical cross-sectional explanatory view taken along the line FF of FIG.

FIG. 13 is a perspective view showing an attached state of the inertia stopper according to the second embodiment of the present invention.

FIG. 14 is an explanatory plan view showing a mounted state of the inertia stopper according to the second embodiment.

15 is a vertical cross-sectional explanatory view taken along the line GG of FIG.

[Explanation of symbols]

 1 ... Seat 10L, 10R ... Seat slide mechanism 19L, 19R ... Locking hole 21L ... Left operation shaft 24L, 24R ... Lock claw 25L, 25R ... Engaging claw 26L ... Left wire bracket 30 ... Connect wire 40, 80 ... Inertia Stopper

Claims (2)

[Claims] 1. A plurality of locking holes arranged in the front-rear direction of a vehicle body, which are respectively provided in the left and right seat slide mechanisms, left and right locking claws that are removably engaged with the locking holes, and the left and right locking claws. And a connecting member that connects the two to each other, and by unlocking one of the left and right lock pawls, the other locking pawl is also interlocked via the connecting member to perform an unlocking operation. A slide lock device for an automobile seat, comprising a slide adjusting mechanism, wherein a restricting means is provided for restricting an unlocking operation of the lock pawl when a deceleration of a predetermined value or more acts on the vehicle body. A slide lock device for an automobile seat, characterized by: 2. The restricting means is an inertial mass body that moves to the unlocking operation region of the lock pawl or its drive mechanism when a deceleration of a predetermined value or more acts on the vehicle body. Item 1. A slide lock device for a vehicle seat according to Item 1.