JPH07215114A - Structure for front passenger seat of vehicle - Google Patents

Abstract

PURPOSE:To sufficiently show the performance of an air bag by preventing the slip of a sitting occupant from a seat cushion at the time of head-on collision of a vehicle. CONSTITUTION:An upper rail 23 is arranged in a lower rail 21, which is extended in the traveling direction of an automobile and fixed to a floor panel, through an intermediate rail 22 freely to be moved in the longitudinal direction thereof. l An adjusting means 29 provided between the lower rail 21 and the intermediate rail 22 fixes the intermediate rail 29 to the lower rail at a desired position. The rear most back position of the upper rail 23 to the intermediate rail 22 is decided by a back stopper 22e, and the force most advance position of the upper rail 23 to the lower rail 21 is decided by an advance stopper 21a. Under the condition that the upper rail 23 is backed to the back stopper 22e, a lock means fixes the upper rail 23 to the intermediate rail 22. A control means controls a lock cancelling means for automatically cancelling a lock means and an inflator for instantaneously expanding an air bag on the basis of the output of detection by an impact sensor.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a passenger seat in which an air bag which can be deployed at the time of a frontal collision is mounted in an instrument panel of a vehicle.

[0002]

2. Description of the Related Art Conventionally, as this type of passenger seat structure, one having a seat track and an airbag is known. That is, this passenger seat structure is opposed to the seat cushion, a pair of lower rails extending in the traveling direction of the vehicle, a pair of upper rails movably arranged along the pair of lower rails and having a seat cushion attached thereto, and the seat cushion. An inflator housed in the instrument panel and capable of generating nitrogen gas, and an airbag connected to the inflator so as to guide the nitrogen gas to the inside are provided. In this passenger seat, in order to adjust the seat position, the upper rail can be moved along the lower rail by the roller rotatably mounted on the rail rolling on the lower rail.

On the lower surface of one of the lower rails, a piercing member having a large number of locked holes provided at equal intervals along the rail is fixed, and on one upper rail, a traveling direction of the vehicle through a handle holder. An adjustment handle that extends to is rotatably attached. The proximal end of the locking claw is fixed to the adjustment handle, and the tip of the locking claw is bent so as to face the locked hole. A torsion coil spring is wound around the rear portion of the adjusting handle, and the spring biases the adjusting handle to rotate in the direction in which the locking claw is locked in the locked hole. Further, the vehicle is provided with an impact sensor that detects an impact load of a predetermined value or more at the time of a frontal collision, and a control unit that controls the inflator based on the detection output of the impact sensor.

In this passenger seat structure, when the vehicle collides frontally and an impact load of a predetermined value or more is applied to the vehicle, the control means actuates the inflator based on the detection output of the impact sensor. Nitrogen gas is guided to the inside of the airbag by the operation of the inflator, and the airbag expands and expands between the passenger seated in the passenger seat and the instrument panel. It is designed to absorb kinetic energy.

[0005]

However, in the above-mentioned conventional passenger seat structure, when the passenger seated in the passenger seat forgets to wear the seat belt and the seat cushion of the passenger seat is moved backward, the vehicle is in front. When a collision occurs, the occupant may slip on the seat cushion toward the instrument panel due to inertia, and the hips may drop from the seat cushion. As a result, even if the airbag is deployed between the passenger in the front passenger seat and the instrument panel in the event of a collision, the airbag cannot sufficiently absorb the kinetic energy of the seated passenger, that is, the airbag can fully demonstrate its performance. I may not be able to.

An object of the present invention is to provide a passenger seat structure for a vehicle, which can sufficiently exhibit the performance of an airbag by preventing a seated person from sliding down from a seat cushion during a frontal collision of the vehicle.

[0007]

The structure of the present invention for achieving the above object will be described with reference to FIGS. 1, 6, 8, 10, and 18 corresponding to the embodiments. First of the present invention
As shown in FIGS. 1, 6 and 8, the passenger seat structure of the vehicle of FIG.
A pair of lower rails 21 extending in the traveling direction of
21, a pair of intermediate rails 22, 22 movably arranged along the pair of lower rails 21, 21, and a pair of upper rails 23 movably arranged along the pair of intermediate rails 22, 22. 23, a seat cushion 17 for the passenger seat 11 attached to the upper rail 23 and receiving the hips of the seated person 16, a lower rail 21 and an intermediate rail 22.
Alternatively, the intermediate rail 22 or the upper rail 23 may be provided between the intermediate rail 22 and the upper rail 23.
Alternatively, by fixing the intermediate rail 22 at a desired position and operating the adjusting handle 33, the lower rail 21 or the intermediate rail 2 of the intermediate rail 22 or the upper rail 23 may be operated.
2, the adjusting means 29 capable of releasing the fixation, the retreating stopper 22e that determines the rearmost retracted position of the upper rail 23 or the intermediate rail 22 with respect to the intermediate rail 22 or the lower rail 21, and the forward movement that determines the most advanced position of the upper rail 23 with respect to the lower rail 21. With the stopper 21a and the upper rail 23 or the intermediate rail 22 retracted to the backward stopper 22e, the upper rail 23 or the intermediate rail 22
To the intermediate rail 22 or the lower rail 21, a lock release means 44 for automatically releasing the lock means 37, and an instrument panel 48 facing the passenger seat 11 to instantly store gas The inflator 49a which can be generated and the instrument panel 4 which is connected to the inflator 49a so as to introduce gas into the instrument panel 4
When the vehicle 10 is accommodated in the vehicle 8 and inflated by the inflator 49a, an airbag 49b that can be deployed between the seated person 16 in the passenger seat 11 and the instrument panel 48, and an impact load of a predetermined value or more on the vehicle 10 are detected. The shock sensor 51 and the control means 52 for controlling the lock releasing means 44 and the inflator 49a based on the detection output of the shock sensor 51 are provided.

A passenger seat structure of a second vehicle according to the present invention is shown in FIG.
0 and the floor panel 1 of the vehicle 10 as shown in FIG.
2 and a pair of lower rails 121 attached to the vehicle 2 extending in the traveling direction of the vehicle 10, and a pair of upper rails 123 movably disposed along the pair of lower rails 121.
And a seat cushion 117 for the passenger seat 111 that is attached to the upper rail 123 and receives the bottom of the seated person 16,
One lower rail 12 of the pair of lower rails 121
1. A large number of locked holes 31a provided at equal intervals along 1
And a large number of locked holes 31 that are rotatably attached to one of the pair of upper rails 123.
An adjusting handle 33 having a locking claw 34 that selectively locks to a, and a spring 36 that biases the adjusting handle 33 to rotate in a direction in which the locking claw 34 locks in the locked hole 31a.
A locking releasing means 137 for automatically releasing the locking of the locking claw 34 to the locked hole 31a, and the locked hole 3 of the locking claw 34.
A forward stopper 143 that determines the most advanced position of the upper rail 123 with respect to the lower rail 121 in a state where the locking to 1a is released, and an inflator that is housed in the instrument panel 48 facing the passenger seat 111 and can instantaneously generate gas. 49a and an air bag that is connected to the inflator 49a so as to guide gas inside and is housed in the instrument panel 48 and inflated by the inflator 49a between the occupant 16 in the passenger seat 111 and the instrument panel 48. 49b and an impact sensor 1 for detecting that an impact load of a predetermined value or more is applied to the vehicle 10.
46 and 159 and the lock release means 137 and the inflator 49a based on the detection outputs of the impact sensors 146 and 159.
And control means 152, 161 for controlling the.

[0009]

In the vehicle passenger seat structure shown in FIGS. 1, 6 and 8, when the vehicle 10 collides with the front surface and an impact load of a predetermined value or more is applied to the vehicle 10, the control means 52 causes the impact sensor 51 to operate.
The lock releasing means 44 and the inflator 49a are operated based on the detection output of. By the operation of the lock releasing means 44, the fixation of the upper rail 23 to the intermediate rail 22 is released, and the upper rail 23 moves forward along the intermediate rail 22 with the seat cushion 17 and the seated person 16 due to inertia and comes into contact with the forward movement stopper 21a and stops. . As a result, the distance L ₁ between the instrument panel 48 and the front end of the upper rail 23 before moving the seat is narrowed to the distance L ₂ after moving the seat shown in FIG. The airbag 49b is inflated by the operation of the inflator 49a and is deployed between the seated person 16 in the passenger seat 11 and the instrument panel 48.

In the vehicle passenger seat structure shown in FIGS. 10 and 18, when the vehicle 10 collides with the front surface and an impact load of a predetermined value or more is applied to the vehicle 10, the control means 152, 161 controls the impact sensors 146, 159. The lock releasing means 137 and the inflator 49a are operated based on the detection output. By the operation of the locking releasing means 137, the locking claw 34 is locked in the locked hole 31.
Remove from a and lower rail 121 of upper rail 123
Is released, the upper rail 123 moves forward along with the seat cushion 117 and the seated person 16 along the lower rail 121 due to inertia, and comes into contact with the forward movement stopper 143 to stop. The airbag 49b is inflated by the operation of the inflator 49a and is deployed between the seated person 16 in the passenger seat 111 and the instrument panel 48.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described in detail with reference to the drawings. As shown in FIGS. 1 to 9, a passenger seat 11 of an automobile 10 is attached to a floor panel 12 via a seat leg 13 and a seat track 14, and a seat cushion 17 for receiving a hip portion of a seated person 16 and a seat cushion 17 are provided. The seat back 19 is attached to the rear end of the seat occupant 16 via the reclining adjuster 18 and receives the back of the occupant 16. A cover 17 is provided below the seat cushion 17.
A cushion frame 17c for holding the pad 17b encapsulated by a is incorporated (FIGS. 2 and 3). The seat track 14 includes a pair of lower rails 21 and 21 extending in the traveling direction of the automobile 10 and a pair of lower rails 2.
1, a pair of intermediate rails 22 and 22 movably arranged along the pair, and a pair of upper rails 23 and 23 movably arranged along the pair of intermediate rails 22 and 22 (FIG. 1, FIG. 2, FIG. 4 and FIG. 5). Seat legs 13 are fixed to the front lower surface and the rear lower surface of the pair of lower frames 21, 21 respectively (FIGS. 1 and 2), and these seat legs 13 are attached to the floor panel 12 (FIGS. 8 and 9). . A pair of flat bars 24, 24 are fixed to the side surfaces of the pair of upper rails 23, 23 facing each other.
c is attached (Fig. 3).

The lower rail 21 and the upper rail 23 are formed in a substantially C-shaped cross section, and the intermediate rail 22 is formed in a substantially I-shaped cross section by joining two channel members back to back. The lower horizontal piece 22a of the intermediate rail 22 is loosely inserted in the lower rail 21, and the upper horizontal piece 22b of the intermediate rail 22 is loosely inserted in the upper rail 23. On both side edges of the lower horizontal piece 22a, the arms 22c, 22c are provided downward.
, And rollers 28, 28 rolling on the inner surface of the lower rail 21 are rotatably attached to the lower portions of the arms 22c, 22c, respectively. Arms 22d and 22d project upward from both side edges of the upper horizontal piece 22b, and rollers 28 and 28 rolling on the inner surface of the upper rail 23 are rotatably attached to the lower portions of the arms 22d and 22d, respectively. (Figure 3). Further, between the lower rail 21 and the intermediate rail 22 and between the intermediate rail 22 and the upper rail 23, movement of the intermediate rail 22 with respect to the lower rail 21 in the vehicle width direction and movement of the upper rail 23 with respect to the intermediate rail 22 in the vehicle width direction are respectively blocked. for,
A steel ball (not shown) is interposed.

Adjusting means 29 is provided between the lower rail 21 and the intermediate rail 22 to fix the intermediate rail 22 at a desired position with respect to the lower rail 21. The adjusting means 29 is fixed to the lower surface of the lower rail 21 on the left side, and the perforating member 31 is provided with a number of engaged holes 31a along the lower rail 21.
And an adjustment handle 33 rotatably held by a handle holder 32 protruding from the center side surface of the left intermediate rail 22, and a proximal end fixed to the adjustment handle 33 and a distal end selectively attached to the locked hole 31a. And a locking claw 34 that can be locked (FIG. 3). An operating portion 33a is formed at the front end of the adjusting handle 33 by bending the handle 33 at a right angle (FIGS. 1 and 2), and a torsion coil spring 36 is wound around the rear end of the adjusting handle 33 (see FIG. 1). This spring 3
6 urges the adjusting handle 33 to rotate in the direction in which the locking claw 34 is locked in the locked hole 31a (FIG. 3). By rotating the operating portion 33a of the adjusting handle 33 against the elastic force of the torsion coil spring 36 and separating the locking claw 34 from the locked hole 31a as shown by the chain double-dashed line in FIG. The fixing of the rail 22 to the lower rail 21 is released, and the intermediate rail 22 can be moved along the lower rail 21.

An upper horizontal piece 22b at the rear end of the intermediate rail 22
A retreat stopper 22e is provided to project upward in the direction (FIGS. 1 and 4 to 7). The rear end position of the upper rail 23 with respect to the intermediate rail 22 is determined by the rear end of the upper rail 23 retracting along the intermediate rail 22 coming into contact with the stopper 22e. A forward stopper 21a is provided on a substantially central upper surface of the lower rail 21 so as to project upward,
A wide gate-shaped notch 23a is formed on the side edge of the upper rail 23 facing the forward movement stopper 21a (FIGS. 1 and 2).
And FIGS. 4 to 7). Gate-shaped notch 2 in the upper rail 23 that advances along the lower rail 21 via the intermediate rail 22
The trailing edge of 3a comes into contact with the stopper 21a, whereby the most advanced position of the upper rail 23 with respect to the lower rail 21 is determined.

Locking means 37 is attached to the inside of the left upper rail 23 via a flat bar 24. The lock means 37 has a first link 41 pivotally attached to a bracket 38 fixed to the flat bar 24 through a pin 39 at its substantially center, and a second link pivotally attached to the bracket 38 at a base end via a pin 43. 42 and. A notch 22f is formed in the vicinity of the rear end of the left intermediate rail 22, and the notch 22f is formed in a state where the tip of the first link 41 is retracted until the left upper rail 23 is brought into contact with the retract stopper 22e.
It is designed to be locked to the front edge of f. Second link 42
The tip end of the first link 41 abuts on the base end side surface of the first link 41 with the tip end of the first link 41 locked to the front edge of the notch 22f, so that the upper rail 23 is fixed to the intermediate rail 22. (Figs. 3, 6, and 7).

An actuator 44 as a lock releasing means is attached to the bracket 38. The actuator 44 includes an actuator body 44a having a solenoid (not shown) built therein, and an actuator body 44a.
and a plunger 44b protruding from a. A long hole 42a extending in the longitudinal direction of the second link 42 is formed near the tip of the second link 42, and the tip of the plunger 44b is connected to the long hole 42a via a pin 46. When a current flows through the solenoid of the actuator 44, the plunger 4
4b is drawn into the actuator body 44a, and the tip of the second link 42 is separated from the base end of the first link 41. The first link 41, the second link 42, and the actuator 44 are covered with a cover 47 (FIGS. 3, 6, and 7).

An air bag device 49 is mounted in the instrument panel 48 facing the passenger seat 11. The airbag device 49 is fixed to a reinforcement 50 in an instrument panel 48 and is capable of instantly generating nitrogen gas, and an airbag 4 connected to the inflator 49a so as to guide the nitrogen gas to the inside.
9b. Although not shown, the inflator 49a has an igniter, a transfer agent that covers the tip of the igniter, and a gas generating agent that is solid sodium nitride. By introducing the nitrogen gas generated by the inflator 49a into the airbag 49b, the airbag 49b pushes the lid 48a attached to the instrument panel 48 to inflate and inflate, so that the passenger 16 in the passenger seat 11 and the instrument panel 48 are separated from each other. It is designed to be deployed in between (FIGS. 8 and 9).

The vehicle 10 has an impact sensor 51 for detecting an impact of a predetermined value or more at the time of a frontal collision of the vehicle 10.
The belt wearing presence detection sensor 54 is attached to a buckle (not shown) of the inner belt, to which a tongue plate (not shown) of the three-point seat belt for the passenger seat 11 can be locked.
Is installed. The impact sensor 51 is an electric sensor using a strain gauge in this example, and is kept off when an impact less than a predetermined value is detected, and is turned on when an impact greater than a predetermined value is detected. Has become. Further, the belt wearing presence / absence detection sensor 54 detects whether or not the tongue plate is locked to the buckle, that is, whether or not the seated person 16 in the passenger seat 11 is wearing the seat belt, and the tongue plate is locked to the buckle. It is kept off when not in use, and is turned on when the buckle is locked to the tongue plate.

The detection outputs of the impact sensor 51 and the belt wearing detection sensor 54 are connected to the control input of the controller 52, and the control output of the controller 52 is connected to the solenoid of the actuator 44 and the ignition device of the inflator 49a via the drive circuit 53. (FIGS. 6 and 7). When the impact sensor 51 is turned on while the belt wearing presence detection sensor 54 is off, the controller 52 sends a current to the solenoid of the actuator 44 and the ignition device of the inflator 49a, and both the belt wearing presence detection sensor 54 and the impact sensor 51 are turned on. At times, no current is passed through the solenoid of the actuator 44, and only current is passed through the ignition device of the inflator 49a.

The operation of the passenger seat structure of the vehicle thus configured will be described. When a passenger 16 in the passenger seat 11 forgets to wear a seat belt (not shown) and the vehicle 10 collides with the front surface and an impact load of a predetermined value or more is applied to the vehicle,
The belt wearing / non-wearing detection sensor 54 is a buckle (not shown).
It is detected that the tongue plate (not shown) is not locked and remains in the off state, and the impact sensor 51 detects the impact load of the predetermined value or more and turns on. Controller 5
2 is a belt wearing / non-wearing detection sensor 54 and an impact sensor 51.
Based on the detection output of, the electric current is passed through the solenoid of the actuator 44 and the ignition device of the inflator 49a. At this time, the plunger 44b of the actuator 44 instantly retracts into the actuator body 44a, so the second link 4
2 rotates in the direction of the solid arrow in FIG.
The tip of the second link 42 is separated from the base end of the first link 41, and the fixation of the upper rail 23 to the intermediate rail 22 is released. The upper rail 23 advances along with the seat cushion 17, the seat back 19 and the occupant 16 along the intermediate rail 22 due to inertia, and stops when the trailing edge of the gate-shaped notch 23a of the upper rail 23 comes into contact with the advance stopper 21a ( (FIGS. 5, 7, and 9). At the same time, the airbag 49b is inflated and deployed between the seated person 16 in the passenger seat 11 and the instrument panel 48 (FIG. 9). As a result, the distance L ₁ between the seat cushion 17 and the instrument panel 48 is reduced to the distance L ₂ , and the seated person 16
Does not slide down from the seat cushion 17, the airbag 49b can absorb the kinetic energy of the seated person 16 due to the frontal collision by receiving the face and chest of the seated person 16.

When the vehicle seat 10 is seated by the occupant 16 in the passenger seat 11 and the vehicle 10 collides with the front surface and an impact load of a predetermined value or more is applied to the vehicle, the belt wearing / non-wearing sensor 54 tongues the buckle. It is turned on by detecting that the plate is locked, and the impact sensor 51 is turned on by detecting an impact load of the predetermined value or more. Controller 5
2 is a belt wearing / non-wearing detection sensor 54 and an impact sensor 51.
No current is passed through the solenoid of the actuator 44 on the basis of the detection output of the above, but only current is passed through the ignition device of the inflator 49a. As a result, the kinetic energy of the seated person 16 in the passenger seat 11 due to the frontal collision is absorbed by the seat belt and the deployed airbag 49b.

10 to 19 show a second embodiment of the present invention. 10 to 19, the same reference numerals as those in the first embodiment denote the same parts. In this example, the seat track 114 of the passenger seat 111 has a pair of lower rails 121 extending in the traveling direction of the automobile 10 and a pair of lower rails 12.
A pair of upper rails 1 arranged so as to be movable along 1
23 and. Of the pair of lower rails 121, only the left lower rail 121 is shown, and the pair of upper rails 1
Only the left upper rail 123 of 23 is shown.
The lower rail 121 is formed in a substantially inverted hat-shaped cross section, the upper rail 123 is formed in a substantially C-shaped cross section, and the upper rail 123 is loosely fitted on the upper portion of the lower rail 121 (FIGS. 12 and 13).

Lower rail 121 and upper rail 123
A single roller accommodating portion 126 and a pair of steel ball accommodating portions 127, 127 are formed therebetween. The roller accommodating portion 126 accommodates a roller 129 rotatably attached to the upper rail 123 via a roller bracket 128, and the roller 129 is configured to be able to roll on the inner surface of the lower rail 121. Two rollers 129 are attached to each of the pair of upper rails 123. A pair of steel ball accommodating parts 12
7, 127 have lower rails 121 and upper rails 12.
Steel balls 131, 131 that prevent movement between the three in the vehicle width direction
Are housed respectively (FIG. 13). Seat cushion 1
The 17 cushion frame 117c is formed in a square frame shape by a round pipe. A pair of upper brackets 13 are provided on the upper surface near the front end and the upper surface near the rear end of the upper rail 123.
2, 132 are fixed, and a cushion bracket 133 having a substantially L-shaped cross section is fixed to the lower surface of the side piece 117d of the cushion frame 117c. Cushion frame 13
3 is attached to the upper rail 123 by inserting a bolt 134 into the cushion bracket 133 and the upper bracket 132 and screwing the bolt 135 into the nut 135 (FIG. 1).
0, FIG. 12 and FIG. 13).

On the lower surface of the left lower rail 121, a piercing member 31 having a large number of locked holes 31a provided at equal intervals along the rail 121 is fixed, and on the left upper rail 123, two handle holders 124 are provided. , 125, the adjustment handle 33 extends in the traveling direction of the automobile 10 and is rotatably attached. At the front end of the adjusting handle 33, by bending the handle 33 at a right angle, the operating portion 33
a is formed. The proximal end of the locking claw 34 is fixed to the adjustment handle 33, and the tip of the locking claw 34 is provided with a large number of locked holes 31.
It is formed so that it can be selectively locked to a (see FIGS. 10 and 1).
2). A torsion coil spring 3 is provided at the rear of the adjusting handle 33.
6 is wound, and the locking claw 34 of the spring 36 is engaged with the locked hole 3
The adjustment handle 33 is biased so as to rotate in the direction in which the adjustment handle 33 is locked to 1a (FIG. 10).

The holding bracket 1 is attached to the lower surface of the cushion bracket 133 near the rear end of the left upper rail 123.
36 is fixed, and a locking releasing means 137 for automatically releasing the locking of the locking claw 34 to the locked hole 31a is provided between the holding bracket 136 and the adjustment handle 33 (FIGS. 10 and 14). (FIG. 17). The unlocking means 137 includes a substantially L-shaped lever 139 pivotally supported by a lever bracket 138 and a lever 139 from the rear end of the adjustment handle 33.
Bar 141 protruding so as to abut the upper end of the
Have and. The lever bracket 138 is erected on the holding bracket 136, and the bent central portion of the lever 139 is pivotally supported on the upper end of the lever bracket 138 via the lever shaft 142 (FIGS. 14 to 17). Also lever 13
An elongated hole 139a is formed at the lower end of 9 (FIGS. 14 to 1).
6).

Lower rail 121 on which roller 129 rolls
Two rollers 129 and 129 contact each other on the inner surface of the lock pawl 34 in a state where the locking of the locking claw 34 to the locked hole 31a is released to determine the most advanced position of the upper rail 123 with respect to the lower rail 121. Two advance stoppers 143,
143 and two rollers 129 and 129 respectively contact each other, and two retreat stoppers 144 and 144 that determine the rearmost retracted position of the upper rail 123 with respect to the lower rail 121.
And are projected (FIGS. 10 and 11). An inflator 49a fixed to the reinforcement 50 in the instrument panel 48 and capable of instantaneously generating nitrogen gas is provided in the instrument panel 48 facing the passenger seat 111.
When connected to the inflator 49a so as to guide the nitrogen gas to the inside and inflated by the inflator 49a, the passenger seat 1
An airbag device 49 having an inflatable airbag 49b between the seated person 16 of 11 and the instrument panel 48 is mounted (FIGS. 18 and 19).

A mechanical acceleration sensor 146 for detecting that an impact load of a predetermined value or more is applied to the automobile 10 is attached to the holding bracket 136. The sensor 136 includes a cylinder 147 extending in the traveling direction of the automobile 10 and attached to the holding bracket 136, a mass 148 slidably inserted into the cylinder 147, and the mass 148.
And a compression coil spring 149 to be pressed against the rear end of 47 (FIGS. 10, 14 and 15). A plug 151 is screwed into the front end of the cylinder 147 after inserting the mass 148 and the compression coil spring 149, and a small hole (on the outer peripheral surface of the cylinder 147 for preventing a change in the air pressure in the cylinder 147 due to the movement of the mass 148 ( (Not shown) is formed.

At the rear end of the mass 148, a rod 152 protruding from the rear end of the cylinder 147 is integrally provided with the mass 148. The rod 152 has a large diameter portion 152a connected to the rear end of the mass 148 and a small diameter portion 152b connected to the rear end of the large diameter portion 152a. A pin 153 is provided in the vicinity of the rear end of the large diameter portion 152a, and the pin 153 is slidably inserted into the long hole 139a of the lever 139. A locked piece 154 is provided on the lower surface near the rear end of the small-diameter portion 152b, and a locking claw 15 formed in a substantially inverted V shape is provided on the upper end of a holding stay 156 provided upright on the holding bracket 136.
The center of 7 is pivotally attached. The lock claw 157 is biased by a tension coil spring 158 in a direction in which the upper end thereof is pressed against the small diameter portion 152b (FIGS. 14 and 15). When the mass 148 moves forward by a predetermined amount or more, the lock claw 157 is locked to the locked piece 154, and the mass 148 is compressed by the compression coil spring 15.
The elastic force of 8 prevents the rearward movement.

Further, the plug 151 and the mass 148 are provided with a proximity switch 159 for detecting that the mass 148 has moved forward by a predetermined amount or more. This switch 159 is a separate type magnetic proximity switch having a sensor body 159a and a magnet 159b in this example. Sensor body 159
a is embedded in the surface of the plug 151 facing the mass 148, and the magnet 159b is embedded in the surface of the mass 148 facing the plug 151 (FIGS. 10, 14 and 1).
5). The detection output of the proximity switch 159 is the controller 1
61 is connected to the control input, and the control output of the controller 161 is connected to the inflator 49a via the drive circuit 53 (FIG. 10). The mass 148 and the proximity switch 1
Reference numeral 59 is an impact sensor for detecting that an impact load of a predetermined value or more is applied to the automobile 10, and the rod 152 and the controller 161 are control means for controlling the unlocking means 137 and the inflator 49a.

The operation of the passenger seat structure of the vehicle thus configured will be described. When the automobile 10 collides with the front surface and an impact load of a predetermined value or more is applied to the automobile 10, the mass 148 moves forward against the elastic force of the compression coil spring 149, and the lever 139 rotates around the lever shaft 142. Then lever 1
39 pushes up the flat bar 141 (see FIGS. 15 and 1).
7), the adjusting handle 33 rotates in the direction of the solid arrow in FIG. When the mass 148 moves forward by a predetermined amount or more, the locking claw 34 is disengaged from the locked hole 31a as shown by the chain double-dashed line, and the mass 148 is locked by the locking claw 157 as shown in FIG.
Is locked to the locked piece 154, and is fixed in a state where it has moved a predetermined amount forward. When the upper rail 123 moves forward along the lower rail 121 together with the seat cushion 117, the seat back 19 and the occupant 16 due to inertia, and the rollers 129, 129 contact the forward stoppers 143, 143 as shown by the chain double-dashed line in FIG. Stop at.
On the other hand, when the proximity switch 159 detects the forward movement of the mass 148 by a predetermined amount or more, the controller 161 determines the inflator 49 based on the detection output of the switch 159.
A current is applied to the ignition device of a, and the airbag 49b is inflated and deployed between the seated person 16 in the passenger seat 111 and the instrument panel 48 (FIG. 19). As a result, the distance between the seat cushion 117 and the instrument panel 48 becomes small, and the seated person 16 does not slip off from the seat cushion 117. Therefore, the airbag 49b receives the seated person 16's face and chest, and the seated person due to a frontal collision. 16 kinetic energies can be absorbed.

In the first embodiment, the adjusting means is provided between the lower rail and the intermediate rail, and the locking means and the retracting stopper are provided between the intermediate rail and the upper rail. However, this is an example, and the adjusting means is provided between the lower rail and the intermediate rail. Locking means and retraction stopper may be provided, and adjusting means may be provided between the intermediate rail and the upper rail. In the first embodiment, an electric sensor using a strain gauge is used as the impact sensor, and only the controller is used as the control means. However, the impact sensor is not limited to this, and the mass and the proximity described in the second embodiment are used. A second switch is used as a control means.
The rod and controller described in the examples may be used.

In the second embodiment, the mass sensor and the proximity switch are used as the impact sensor, and the rod and the controller are used as the control means. However, the electric sensor using the strain gauge described in the first embodiment is used as the impact sensor. It is also possible to use a sensor and use only the controller described in the first embodiment as the control means. Further, the belt wearing presence / absence detection sensor connected to the control input of the first embodiment may be connected to the control input of the controller of the second embodiment. Although the belt wearing / non-wearing detection sensor is attached to the buckle to which the tongue plate can be locked in the first embodiment, the seat belt for winding the webbing of the seat belt can be detected if it can be detected whether or not the seated person is wearing the seat belt. It may be attached to a retractor or other location. Further, in the above-mentioned first and second embodiments, nitrogen gas was mentioned as the gas generated by the inflator, but it is not limited to this. Further, in the above-mentioned first and second embodiments, the automobile is mentioned as the vehicle, but it is not limited to this.

[0033]

As described above, according to the present invention, the upper rail is movably disposed on the lower rail attached to the floor panel via the intermediate rail, and the adjusting means moves the intermediate rail or the upper rail to the lower rail or the intermediate rail. Fix it at the desired position with respect to the rail, and the retreat stopper determines the last retracted position of the upper rail or intermediate rail with respect to the intermediate rail or lower rail.When the upper rail or intermediate rail is retracted to the retreat stopper, the locking means moves to the upper rail or intermediate rail. A lock releasing means for fixing the rail to the intermediate rail or the lower rail, the control means automatically releasing the lock means based on a detection output of an impact sensor for detecting that an impact load of a predetermined value or more is applied to the vehicle; Because it is configured to control the inflator that deploys the airbag instantaneously, Is fixed released to the intermediate rail operated by the upper rail of the unlocking means in a frontal collision of the two, upper rails is advanced along the intermediate rail with the seat cushion and the occupant due to inertia, and stops in contact with the forward stopper. As a result, the passenger in the passenger seat can be prevented from slipping off from the seat cushion, so that the kinetic energy due to the inertia of the passenger is absorbed by the airbag deployed by the operation of the inflator, and the performance of the airbag is fully exhibited.

Further, the upper rail is arranged so as to be movable along the lower rail attached to the floor panel, a number of locked holes are provided at equal intervals along the lower rail, and the adjustment is rotatably attached to the upper rail. The handle has locking claws that selectively lock in a number of locked holes, and the control means locks based on the detection output of the shock sensor that detects that a shock load of a predetermined value or more is applied to the vehicle. Even when the pawl is locked in the locked hole by automatically controlling the lock releasing means and the inflator for instantaneously deploying the airbag, the same effect as described above can be obtained.

[Brief description of drawings]

FIG. 1 is an exploded perspective view of a passenger seat of a vehicle according to a first embodiment of the present invention.

FIG. 2 is a fragmentary perspective view of the passenger seat.

3 is a cross-sectional view taken along the line AA of FIG.

FIG. 4 is a perspective view of essential parts showing a state where a rear end of the upper rail is in contact with a retreat stopper.

FIG. 5 is a perspective view of essential parts showing a state where a trailing edge of a gate-shaped notch of the upper rail is in contact with a forward movement stopper.

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

7 is a cross-sectional view corresponding to FIG. 6, showing a state in which the upper rail is released from the intermediate rail and the trailing edge of the gate-shaped notch of the upper rail is in contact with the advance stopper.

FIG. 8 is a side view of a front passenger seat of a vehicle before a frontal collision.

FIG. 9 is a side view of a passenger seat of a vehicle after a frontal collision.

FIG. 10 is a sectional view taken along line CC of FIG. 18 showing a second embodiment of the present invention.

11 is a sectional view taken along line DD of FIG.

12 is a cross-sectional view taken along the line EE of FIG.

13 is a sectional view taken along line FF of FIG.

14 is a sectional view taken along line GG of FIG.

FIG. 15 is a sectional view corresponding to FIG. 14, showing a state in which the mass has moved forward.

16 is a cross-sectional view taken along line HH of FIG.

17 is a cross-sectional view taken along line I-I of FIG.

FIG. 18 is a side view of a passenger seat of a vehicle before a frontal collision.

FIG. 19 is a side view of the passenger seat of the automobile after a frontal collision.

[Explanation of symbols]

 10 Automobile (vehicle) 11,111 Passenger's seat 12 Floor panel 16 Seated person 17,117 Seat cushion 21,121 Lower rail 21a, 143 Advance stopper 22 Intermediate rail 22e Retraction stopper 23,123 Upper rail 29 Adjusting means 31a Locked hole 33 Adjustment Handle 34 Locking claw 36 Torsion coil spring 37 Locking means 44 Actuator (lock releasing means) 49a Inflator 49b Airbag 51 Impact sensor 52,161 Controller (controlling means) 137 Locking release means 146 Mechanical acceleration sensor (impact sensor) 152 Rod (control means) 159 Proximity switch (impact sensor)

Claims (2)

[Claims] 1. A pair of lower rails (21, 21) mounted on a floor panel (12) of a vehicle (10) and extending in the traveling direction of the vehicle (10), and a pair of the lower rails (21, 21). 21) a pair of intermediate rails (22, 22) movably arranged along with a pair of upper rails (23, 23) movably arranged along the pair of intermediate rails (22, 22). ), A seat cushion (17) for the passenger seat (11) attached to the upper rail (23) and receiving the bottom of the seated person (16), the lower rail (21) and the intermediate rail (22) or the intermediate rail. (22) and the upper rail (23) is provided between the intermediate rail (22) or the upper rail (23) is fixed to a desired position with respect to the lower rail (21) or the intermediate rail (22) and the adjustment handle (33). By operating the intermediate rail (22)
Alternatively, an adjusting means (29) capable of releasing the fixation of the upper rail (23) to the lower rail (21) or the intermediate rail (22), and the intermediate rail (22) or the lower rail of the upper rail (23) or the intermediate rail (22). (21) retreat stopper (22e) that determines the final retracted position, an advance stopper (21a) that determines the most advanced position of the upper rail (23) with respect to the lower rail (21), the upper rail (23) or an intermediate rail (22) is retracted to the retraction stopper (22e), the upper rail (2
3) or lock means (37) for fixing the intermediate rail (22) to the intermediate rail (22) or the lower rail (21), and a lock release means for automatically releasing the lock means (37)
(44) and an instrument panel (48) facing the passenger seat (11)
An inflator (49
a), and connected to the inflator (49a) so as to guide the gas to the inside, housed in the instrument panel (48) and inflated by the inflator (49a), the passenger seat
An airbag (49b) deployable between the seated person (16) of (11) and the instrument panel (48), and detecting that an impact load of a predetermined value or more acts on the vehicle (10) A passenger seat structure for a vehicle, comprising a shock sensor (51) and a control means (52) for controlling the lock releasing means (44) and the inflator (49a) based on a detection output of the shock sensor (51). 2. A pair of lower rails (121) mounted on a floor panel (12) of a vehicle (10) and extending in the traveling direction of the vehicle (10), and along the pair of lower rails (121). And a pair of upper rails (123) movably arranged, a seat cushion (117) for the passenger seat (111) attached to the upper rail (123) and receiving the hips of the occupant (16), One of the Lower Rails (121)
A large number of locked holes (31a) provided at equal intervals along the (121)
And one of the pair of upper rails (123) rotatably attached to one of the upper rails (123)
An adjusting handle (33) having a locking claw (34) for selectively locking the (31a), and the adjusting handle in a direction in which the locking claw (34) locks in the locked hole (31a). Spring to urge (33) to rotate
(36), an unlocking means (137) for automatically unlocking the locking claw (34) in the locked hole (31a), and the locking claw (34) The lower rail (12) of the upper rail (123) is released in a state where the engagement with the engagement hole (31a) is released.
Advance stopper (143) that determines the most advanced position for 1)
And an instrument panel (4) facing the passenger seat (111).
8) An inflator (4
9a), and connected to the inflator (49a) so as to guide the gas to the inside, housed in the instrument panel (48) and inflated by the inflator (49a), the passenger seat
(111) seated person (16) and the instrument panel (48)
An airbag (49b) that can be deployed between the impact sensor (146, 159) for detecting that an impact load of a predetermined value or more is applied to the vehicle (10), and a detection output of the impact sensor (146, 159). A passenger seat structure for a vehicle, comprising: a lock releasing means (137) and a control means (152, 161) for controlling the inflator (49a) based on the lock releasing means (137).