WO2012081339A1 - Slide rail device for a vehicle - Google Patents

Slide rail device for a vehicle Download PDF

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Publication number
WO2012081339A1
WO2012081339A1 PCT/JP2011/075781 JP2011075781W WO2012081339A1 WO 2012081339 A1 WO2012081339 A1 WO 2012081339A1 JP 2011075781 W JP2011075781 W JP 2011075781W WO 2012081339 A1 WO2012081339 A1 WO 2012081339A1
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WO
WIPO (PCT)
Prior art keywords
lock
upper rail
rail
lock spring
rear direction
Prior art date
Application number
PCT/JP2011/075781
Other languages
French (fr)
Japanese (ja)
Inventor
林　直樹
Original Assignee
シロキ工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by シロキ工業株式会社 filed Critical シロキ工業株式会社
Publication of WO2012081339A1 publication Critical patent/WO2012081339A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/06—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
    • B60N2/07—Slide construction
    • B60N2/0702—Slide construction characterised by its cross-section
    • B60N2/0705—Slide construction characterised by its cross-section omega-shaped
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/06—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
    • B60N2/08—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable characterised by the locking device
    • B60N2/0812—Location of the latch
    • B60N2/0818—Location of the latch inside the rail
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/06—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
    • B60N2/08—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable characterised by the locking device
    • B60N2/0831—Movement of the latch
    • B60N2/0862—Movement of the latch sliding
    • B60N2/0875—Movement of the latch sliding in a vertical direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/06—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
    • B60N2/08—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable characterised by the locking device
    • B60N2/0881—Activation of the latches by the control mechanism
    • B60N2/0893—Activation of the latches by the control mechanism allowing independent movement of the latches, e.g. to recover tolerance errors

Definitions

  • the present invention relates to a vehicle slide rail device that slidably supports a seat.
  • the vehicle slide rail device generally includes a pair of left and right lower rails fixed to the vehicle floor and a pair of upper rails slidably engaged with the lower rail and fixed to the seat. At least one of the lower rails is formed with a plurality of lock teeth (lock grooves) aligned in the front-rear direction (longitudinal direction), and the upper rail has at least one of the plurality of lock teeth of the lower rail.
  • a lock member having a lock portion that can be selectively engaged with and disengaged from the lock teeth is supported.
  • Both ends of the lock spring are supported by the upper rail, and a lock portion that selectively engages with the plurality of lock teeth of the lower rail is provided at the intermediate portion.
  • the upper rail has an operation member that can rotate between a lock position that does not act on the lock spring and engages the lock portion with the lock teeth, and an unlock position that acts on the lock spring and causes the lock portion to escape from the lock teeth. It is supported.
  • the seat and the upper rail are locked to the lower rail because the lock portion of the lock spring is engaged with one of the lock teeth at the lock position where the passenger does not apply the operation force to the operation member.
  • the lock portion of the lock spring releases the engagement with the lock teeth, so the seat and the upper rail can slide relative to the lower rail It becomes.
  • the lock portions of the lock spring are formed at equal pitches (P) in the front-rear direction (longitudinal direction), and the front rail front-rear direction (longitudinal direction).
  • P pitches in the front-rear direction
  • P front rail front-rear direction
  • an object of the present invention is to obtain a vehicle slide rail device that can support a lock spring without rattling in the front-rear direction (longitudinal direction) with respect to the upper rail.
  • the upper rail and the lock spring are provided with first and second engaging portions that simultaneously act between the upper rail and the lock spring and exert a force in the front-rear direction (longitudinal direction).
  • the vehicle slide rail device of the present invention has a plurality of lock grooves aligned in the longitudinal direction and is fixed to the vehicle floor, and is slidably engaged with the lower rail and fixed to the seat.
  • An upper rail which is supported by the upper rail and has a lock portion that can be selectively engaged with or disengaged from one or more lock grooves of the lower rail, and locks the lock portion by its own urging force.
  • a vehicle having a lock spring biased in a direction to engage with the groove; and an operation member supported by the upper rail for allowing the lock portion of the lock spring engaged with the lock groove to escape from the lock groove in a free state.
  • the upper rail and the lock spring always act simultaneously between the upper rail and the lock spring (regardless of the deformation state of the lock spring).
  • first and second engaging portions are engaged with a plurality of locking grooves formed in the front-rear direction of the upper rail and elastically deformed in the front-rear direction with the plurality of locking grooves.
  • the lock spring may be configured by a plurality of lock portions formed in a phase different from that of the plurality of locking grooves in the front-rear direction of the lock spring.
  • the plurality of locking grooves are formed at an equal pitch in the front-rear direction of the upper rail, and the plurality of lock portions are formed at an unequal pitch in the front-rear direction of the lock spring.
  • the upper rail usually has a pair of vertical walls and an upper wall connecting the upper ends of the pair of vertical walls.
  • the first and second engaging portions can be provided on one and the other of the pair of vertical walls, respectively, or can be provided on only one of the pair of vertical walls.
  • the front-rear direction (longitudinal direction) force acting between the upper rail and the lock spring in the first engagement portion, and the second engagement portion Since the force in the front-rear direction (longitudinal direction) acting between the upper rail and the lock spring is different from each other so as to eliminate play in the front-rear direction (longitudinal direction) with respect to the upper rail of the lock spring, the lock spring is applied to the upper rail. It can be supported without shaking in the front-rear direction (longitudinal direction).
  • the present invention can be applied even when a plurality of locking portions are formed on only one of the pair of vertical walls of the upper rail.
  • FIG. 4 is a sectional view taken along the line IV-IV in FIG. 1. It is a disassembled perspective view of the rail unit which shows a lower rail by a longitudinal cross-sectional view.
  • FIG. 1 It is a perspective view which shows the structure of the upper rail and lock spring in the state after engaging a latching groove and a lock part. It is a figure which shows the force which acts on the engaging part of the latching groove on either side of an upper rail, and the lock part on either side of a lock spring. It is a typical side view which shows a state when a lock spring is located in a lock position and a lock release position. It is a figure which shows the difference in the phase in the front-back direction of the latching groove formed in the upper rail by another embodiment of this invention, and the lock part formed in the lock spring. It is a figure which shows the force which acts on the engaging part of the latching groove
  • the slide rail device 10 is provided on the interior floor of an automobile (vehicle) (not shown), and a seat (not shown) is fixed to the upper surface of the slide rail device 10 (upper rail 30).
  • the slide rail device 10 includes a pair of left and right rail units 20 and a loop handle 60 that connects the front ends of the left and right rail units 20 as large components. Since the left and right rail units 20 are symmetrical to each other and the loop handle 60 is also symmetrical, the slide rail device 10 has a symmetrical shape as a whole.
  • the rail unit 20 has a lower rail 21 fixed to the vehicle interior floor surface via a pair of front and rear fixing brackets 15.
  • the lower rail 21 is a metal channel member extending in the front-rear direction and having an upper surface opened, and includes a substantially horizontal bottom wall 22, a pair of left and right outer wall portions 23 extending upward from left and right sides of the bottom wall 22, and left and right outer walls.
  • a pair of left and right ceiling portions 24 extending inward from the upper edge portion of the portion 23 and a pair of left and right inner wall portions (vertical walls) 25 extending downward from the inner edge portions of the left and right ceiling portions 24 are provided.
  • a large number of lock teeth 25a are formed at equal intervals in the front-rear direction at the lower edge of the inner wall portion 25 of the left and right lower rails 21, and a lock groove 25b having a lower end opened between adjacent lock teeth 25a is formed. It is.
  • the rail unit 20 has an upper rail 30 that can slide in the front-rear direction with respect to the lower rail 21.
  • the upper rail 30 is a metal channel member extending in the front-rear direction and having an open bottom surface, and includes a pair of vertical walls 31 extending in the vertical direction, an upper wall 32 connecting the pair of vertical walls 31, and the pair of vertical walls.
  • 31 has a rising wall 33 extending upward from a portion excluding the central portion in the longitudinal direction of the lower edge portion 31 and a locked wall 34 extending upward from the central portion in the longitudinal direction of the lower edge portion of the pair of vertical walls 31. is doing. As shown in FIGS.
  • a downward regulating piece 36 extending downward from the lower end of the locking groove 35 is integrally projected at the lower edge of the vicinity of the front end of the pair of vertical walls 31.
  • a locking piece 37 extending downward and extending backward is formed in the vicinity of the central portion of the upper wall 32 by cutting and raising, and is slightly more than the central portion of the pair of vertical walls 31.
  • An inward locking piece 38 is formed by cutting and raising at a portion located on the front side.
  • a substantially horizontal lower support portion 39 extending inwardly from the lower edge portion thereof is integrally projected from the vicinity of the front end of the pair of vertical walls 31.
  • the rail unit 20 has a lock release lever (operation member) 40 attached to the upper rail 30.
  • the lock release lever 40 is a metal channel member that is formed by press-molding a metal plate, extends in the front-rear direction, and has an open bottom surface, and includes a pair of left and right side walls 41. As shown in FIGS. 2 and 5, a rotational contact convex portion 42 extending in the left-right direction protrudes from the upper surface of the lock release lever 40.
  • a pair of left and right substantially horizontal spring pressing pieces 43 project from the rear end portion of the lock release lever 40, and are provided at the front portions of the left and right side walls 41 (portions positioned in front of the rotation contact convex portion 42).
  • An upward spring hooking groove 44 is recessed in the lower edge portion.
  • a ceiling hole 45 is formed in the upper surface near the front end of the lock release lever 40, and an upper support 46 that connects the front ends of the left and right side walls 41 is provided in the upper part of the front end. Further, a spring hanging recess 47 is formed in the lower edge portion near the front end of the left and right side walls 41, and an inward substantially horizontal lower surface support piece 48 protrudes from the lower edge portion of the front end of the left and right side walls 41. is there.
  • the rail unit 20 has a lock spring 50 attached to the upper rail 30.
  • the lock spring 50 is a deformed spring member obtained by bending a metal wire.
  • a pair of front and rear locks extending substantially horizontally toward the outside are provided at portions located slightly rearward from the longitudinal center of the left and right sides of the lock spring 50.
  • Portions (lock portions) 51a and 51b are formed.
  • the left lock portion 51 a is formed at an equal pitch P ⁇ b> 1 in the front-rear direction, but is shifted so that the front-rear direction phase is positioned forward of the locking groove 35 of the upper rail 30. Yes.
  • the right lock portion 51b is formed at an equal pitch P1 in the front-rear direction, but is shifted so that the front-rear direction phase is located behind the locking groove 35 of the upper rail 30. Accordingly, when the lock portions 51a and 51b of the lock spring 50 are viewed as a whole, the lock portions 51a and 51b are formed at unequal pitches in the front-rear direction.
  • the portions of the lock spring 50 located behind the lock portions 51a and 51b are substantially horizontal in the free state, and the portions located forward of the lock portions 51a and 51b are substantially free in the free state. It is horizontal.
  • a pair of left and right front end locking pieces 52 project substantially horizontally outward at the front end of the lock spring 50, and the rear end of the lock spring 50 forms a rear end locking portion 53 that is inclined upward in a side view. Yes.
  • the lock release lever 40 (and the urging spring 70) is substantially entirely housed in the upper rail 30 from the front end opening of the upper rail 30, and the rotation contact convex portion 42 is in contact with the inner surface of the upper wall 32.
  • a space is formed between a portion other than the rotational contact convex portion 42 on the upper surface of the lock release lever 40 and the inner surface of the upper wall 32.
  • the lock spring 50 has the rear end locking portion 53 locked to the locking piece 37, and the portions located slightly forward of the lock portions 51a and 51b on the left and right side portions are arranged on the left and right inner sides.
  • the direction locking pieces 38 are respectively engaged, the lock portions 51a and 51b are engaged with the corresponding engagement grooves 35 from below, and the left and right front end engagement pieces 52 are engaged with the spring engaging grooves 44 from below.
  • the spring pressing piece 43 abuts on the upper surface of the portion located between the lock portions 51a and 51b of the lock spring 50 from above.
  • the left lock 51a is shifted so that the phase in the front-rear direction is positioned forward of the locking groove 35 of the upper rail 30. Therefore, in order to engage the lock 51a on the left side with the locking groove 35, the lock 51a is made to enter the locking groove 35 in a state of being elastically deformed rearward.
  • the lock portion 51a engages with the locking groove 35, as shown in FIG. 12B, the upper rail 30 and the lock spring 50 are moved between the locking groove 35 and the lock portion 51a by the elastic return force of the lock portion 51a. They are supported together with a forward tension in between.
  • the right-side lock portion 51b is shifted so that the phase in the front-rear direction is located behind the locking groove 35 of the upper rail 30. Therefore, in order to engage the lock 51b on the right side with the locking groove 35, the lock 51b is made to enter the locking groove 35 in a state of being elastically deformed forward.
  • the lock portion 51b engages with the locking groove 35 as shown in FIG. 12D, the upper rail 30 and the lock spring 50 are moved between the locking groove 35 and the lock portion 51b by the elastic return force of the lock portion 51b. They are supported together with a rearward tension in between.
  • first engagement portion the engagement portion between the left lock portion 51a and the locking groove 35
  • second engagement portion the engagement portion between the right lock portion 51b and the engagement groove 35
  • the “first engaging portion” and the “second engaging portion” always act simultaneously on the upper rail 30 and the lock spring 50 (regardless of the deformed state of the lock spring 50) and exert a force in the front-rear direction.
  • the force in the front-rear direction is different from each other so as to eliminate play in the front-rear direction with respect to the upper rail 30 of the lock spring 50 (opposite in the front-rear direction).
  • the lock spring 50 can be supported with respect to the upper rail 30 without rattling in the front-rear direction.
  • the rotational contact convex portion 42 of the lock release lever 40 is pressed against the inner surface of the upper wall 32 of the upper rail 30 by the biasing force.
  • the lock release lever 40 can be rotated in the left-right direction around the contact portion. Therefore, when no upward external force is applied to the front end portion of the lock release lever 40, the lock release lever 40 is held in the locked position.
  • the lock release lever 40 rotates to the unlock position. Then, the spring pressing piece 43 of the lock release lever 40 pushes down the portion located between the lock portions 51a and 51b, so that the lock portions 51a and 51b escape downward from the corresponding lock teeth 25a (lock groove 25b).
  • the rail unit 20 is assembled by inserting the upper rail 30, the lock release lever 40, and the lock spring 50 integrated as described above into the lower rail 21 from the front end opening or the rear end opening of the lower rail 21.
  • the rising wall 33 and the locked wall 34 of the upper rail 30 enter the space formed between the outer wall portion 23 and the inner wall portion 25, and the retainer disposed in this space. Since the plurality of bearing balls 56 rotatably supported by 55 are in contact with the outer surface of the rising wall 33 and the inner surface of the outer wall portion 23 respectively, the upper rail 30 (and the lock release lever 40 and the lock spring 50) are brought into contact with the lower rail 21. On the other hand, it can slide in the front-rear direction. Further, since front end stopper means and rear end stopper means (not shown) are provided between the upper rail 30 and the lower rail 21, the upper rail 30 has a front end position (not shown) and a rear end position (not shown in FIG. 1). Position).
  • the assembled pair of left and right rail units 20 are parallel to each other and aligned with each other in the front-rear position (with the sliding position of the upper rail 30 relative to the lower rail 21 matched), and a seat (not shown)
  • the abbreviation seat is fixed.
  • the loop handle 60 is formed by bending a metal pipe material, and includes an operation portion 61 extending in the left-right direction, a pair of inclined portions 62 extending obliquely downward from the left and right ends of the operation portion 61, and A pair of rear end connection portions 63 extending rearward from the left and right end portions of the inclined portion 62 are provided.
  • the urging spring 70 When the urging spring 70 is attached (integrated) to the rear end connection portion 63, the left and right rear end connection portions 63 and the urging spring 70 are moved from the front end opening of the lock release lever 40 to the inside of the front end portion of the lock release lever 40.
  • the insertion end of the biasing spring 70 is inserted into a space (a space located directly below the ceiling hole 45), and the rear end of the lock release lever 40 in the U-shaped downward section (behind the space located immediately below the ceiling hole 45). In the space where it is located. Then, the urging spring 70 engages with the left and right spring hooking recesses 47 of the unlocking lever 40 from below, so that the urging spring 70 is integrated with the lock releasing lever 40 and the rear left and right via the urging spring 70.
  • the end connection portion 63 and the front end portion of the lock release lever 40 are integrated, and the rear end connection portion 63 is restricted from moving relative to the lock release lever 40 in the front-rear direction.
  • the slide rail device 10 is assembled by integrating the loop handle 60 and the urging spring 70 with the left and right rail units 20 in this way, the loop handle 60 can rotate about the left / right axis with respect to the lock release lever 40.
  • the assembled slide rail device 10 is attached to the vehicle interior floor by fixing the fixed bracket 15 fixed to the left and right lower rails 21 to the vehicle interior floor.
  • the slide rail device 10 locks the rotational force from the rear end connecting portion 63 when the passenger grips the operating portion 61 with his hand and rotates the entire loop handle 60 upward.
  • the unlock lever 40 is transmitted to the front end portion of the release lever 40 and rotates upward together with the rear end connection portion 63. Then, the lock release lever 40 located at the lock position rotates to the unlock position, so that the upper rail 30 that has been restricted from sliding with respect to the lower rail 21 can be slid with respect to the lower rail 21.
  • the vehicular slide rail device 10 has the first and second engagements that act simultaneously on the upper rail 30 and the lock spring 50 between the upper rail 30 and the lock spring 50 so as to exert a longitudinal force.
  • Portions engagement portions of the locking groove 35 and the lock portion 51a, engagement portions of the locking groove 35 and the lock portion 51b), and a first engagement portion (of the locking groove 35 and the lock portion 51a).
  • Force in the front-rear direction acting between the upper rail 30 and the lock spring 50 in the engagement portion and between the upper rail 30 and the lock spring 50 in the second engagement portion (engagement portion between the locking groove 35 and the lock portion 51b).
  • the force in the front-rear direction acting between them is made different from each other so as to remove the play in the front-rear direction with respect to the upper rail 30 of the lock spring 50.
  • the lock spring 50 can be supported with respect to the upper rail 30 without rattling in the front-rear direction.
  • the first and second engaging portions (the engaging portion of the locking groove 35 and the lock portion 51a, the engaging portion of the locking groove 35 and the lock portion 51b) are used as a pair of vertical walls of the upper rail 30. 31 are provided on one side and the other side, respectively. However, the first and second engaging portions may be provided only on one of the pair of vertical walls 31 of the upper rail 30.
  • FIG. 14 shows the embodiment. As shown in FIG. 14, the four locking grooves 35 of the upper rail 30 are formed at an equal pitch P1 in the front-rear direction.
  • the lock spring 51 includes a front lock portion 57a that is shifted so that the front-rear direction phase is positioned forward of the two engaging grooves 35 on the front side of the upper rail 30, and the front-rear direction phase is the rear side of the upper rail 30. And a rear lock portion 57b which is displaced so as to be located behind the two locking grooves 35.
  • the front lock portion 57a and the rear lock portion 57b are each formed at a pitch P1, but the interval between the front lock portion 57a and the rear lock portion 57b is set to be P2 larger than the pitch P1.
  • the front lock portion 57a is shifted so that the front-rear direction phase is positioned forward of the locking groove 35 of the upper rail 30. Therefore, in order to engage the front lock portion 57a with the locking groove 35, the front lock portion 57a is caused to enter the locking groove 35 in a state of being elastically deformed rearward.
  • the front lock portion 57a engages with the locking groove 35 as shown in FIG. 15B, the upper rail 30 and the lock spring 50 are moved between the locking groove 35 and the front lock by the elastic return force of the front lock portion 57a.
  • the portions 57a are supported by each other with a forward tension applied.
  • the rear locking portion 57b is shifted so that the phase in the front-rear direction is located behind the locking groove 35 of the upper rail 30. Therefore, in order to engage the rear lock portion 57b with the locking groove 35, the rear lock portion 57b is caused to enter the locking groove 35 in a state of being elastically deformed forward.
  • the upper rail 30 and the lock spring 50 are moved between the locking groove 35 and the rear lock by the elastic return force of the rear lock portion 57b.
  • the portions 57b are supported by each other in a state where a rearward tension is applied.
  • first engaging portion and the engaging portion between the rear locking portion 57b and the locking groove 35 is a "second engaging portion”
  • the “first engaging portion” and the “second engaging portion” always act on the upper rail 30 and the lock spring 50 at the same time (regardless of the deformation state of the lock spring 50), and exert a force in the front-rear direction.
  • the force in the front-rear direction is different from each other so as to eliminate play in the front-rear direction with respect to the upper rail 30 of the lock spring 50 (opposite in the front-rear direction).
  • the lock spring 50 can be supported with respect to the upper rail 30 without rattling in the front-rear direction.
  • the plurality of locking grooves 35 of the upper rail 30 are formed at equal pitches in the front-rear direction of the upper rail 30, and the plurality of lock portions 51a, 51b (57a, 57b) of the lock spring 50 are formed in the front-rear direction of the lock spring 50. It is formed with non-equal pitch.
  • the front-rear force acting between the upper rail and the lock spring in the second engaging portion is made different from each other so as to eliminate play in the front-rear direction with respect to the upper rail of the lock spring. If possible, various design changes can be made to the pitch of the plurality of locking grooves of the upper rail and the plurality of lock portions of the lock spring.
  • the vehicular slide rail device according to the present invention is suitable for use in a vehicular slide rail device used for ordinary vehicles, light vehicles and other various vehicles.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)

Abstract

A slide rail device for a vehicle, which enables a lock spring to be supported without rattling in the front-to-back direction (longitudinal direction) with respect to an upper rail, is provided. This slide rail device for a vehicle is characterized in that: first and second engagement parts (an engagement part for latching grooves (35) and locks (51a), and an engagement part for latching grooves (35) and locks (51b)), which exert a force that constantly and simultaneously acts between the upper rail (30) and the lock spring (50) in the longitudinal direction, are disposed on the upper rail (30) and the lock spring (50); and a force that acts between the upper rail (30) and the lock spring (50) in the longitudinal direction in the first engagement part (the engagement part for the latching grooves (35) and the locks (51a)), and a force that acts between the upper rail (30) and the lock spring (50) in the second engagement part (the engagement part for the latching grooves (35) and the locks (51b)) in the longitudinal direction are made to differ from each other so as to eliminate play in the longitudinal direction with respect to the upper rail (30) of the lock spring (50).

Description

車両用スライドレール装置Slide rail device for vehicle
　本発明は、シートをスライド可能に支持する車両用スライドレール装置に関する。 The present invention relates to a vehicle slide rail device that slidably supports a seat.
　車両用スライドレール装置は一般に、車両床面に固定される左右一対のロアレールと、このロアレールに摺動自在に係合し、シートに固定される一対のアッパレールとを備えている。そして、少なくとも一方のロアレールには、その前後方向（長手方向）に整列させて複数のロック歯（ロック溝）が形成されており、アッパレールには、ロアレールの複数のロック歯のいずれか１つ以上のロック歯に選択的に係脱可能なロック部を有するロック部材が支持されている。 The vehicle slide rail device generally includes a pair of left and right lower rails fixed to the vehicle floor and a pair of upper rails slidably engaged with the lower rail and fixed to the seat. At least one of the lower rails is formed with a plurality of lock teeth (lock grooves) aligned in the front-rear direction (longitudinal direction), and the upper rail has at least one of the plurality of lock teeth of the lower rail. A lock member having a lock portion that can be selectively engaged with and disengaged from the lock teeth is supported.
　このロック部材として、一連のロックバネを用いることが提案されている。このロックバネは、両端部がアッパレールに支持されており、中間部にロアレールの複数のロック歯に選択的に係合するロック部を有している。アッパレールには、このロックバネに作用せずロック部をロック歯に係合させるロック位置と、ロックバネに作用してロック部をロック歯から脱出させるアンロック位置との間を回動可能な操作部材が支持されている。 It has been proposed to use a series of lock springs as this lock member. Both ends of the lock spring are supported by the upper rail, and a lock portion that selectively engages with the plurality of lock teeth of the lower rail is provided at the intermediate portion. The upper rail has an operation member that can rotate between a lock position that does not act on the lock spring and engages the lock portion with the lock teeth, and an unlock position that acts on the lock spring and causes the lock portion to escape from the lock teeth. It is supported.
　このような車両用スライドレール装置では、乗客が操作部材に操作力を与えないロック位置では、ロックバネのロック部がいずれかのロック歯と係合するので、シート及びアッパレールがロアレールにロックされる。一方、乗客がロックバネの付勢力に抗して操作部材をアンロック位置まで回動させると、ロックバネのロック部がロック歯との係合を解除するので、シート及びアッパレールはロアレールに対してスライド可能となる。 In such a slide rail device for a vehicle, the seat and the upper rail are locked to the lower rail because the lock portion of the lock spring is engaged with one of the lock teeth at the lock position where the passenger does not apply the operation force to the operation member. On the other hand, when the passenger rotates the operating member to the unlocked position against the urging force of the lock spring, the lock portion of the lock spring releases the engagement with the lock teeth, so the seat and the upper rail can slide relative to the lower rail It becomes.
米国特許第５５２４５０４号明細書US Pat. No. 5,524,504
　図１６（Ａ）に示すように、従来の車両用スライドレール装置にあっては、ロックバネのロック部を前後方向（長手方向）に等ピッチ（Ｐ）で形成し、アッパレールの前後方向（長手方向）に等ピッチ（Ｐ）で係止溝を形成し、これら等ピッチ（Ｐ）で形成したロック部と係止溝を僅かに前後方向（長手方向）にスライド可能に係合させることで、ロックバネをアッパレールに支持している。このため、図１６（Ｂ）に示すように、アッパレールとロアレールのロック状態でアッパレール（シート）に前後方向（長手方向）の荷重が加わると、ロックバネがアッパレールに対して前後方向（長手方向）にがたついて異音が発生してしまう。 As shown in FIG. 16A, in the conventional vehicle slide rail device, the lock portions of the lock spring are formed at equal pitches (P) in the front-rear direction (longitudinal direction), and the front rail front-rear direction (longitudinal direction). ) Are formed at equal pitches (P), and the lock portions and the locking grooves formed at equal pitches (P) are slightly slidably engaged in the front-rear direction (longitudinal direction). Is supported by the upper rail. For this reason, as shown in FIG. 16B, when a load in the front-rear direction (longitudinal direction) is applied to the upper rail (seat) with the upper rail and the lower rail locked, the lock spring moves in the front-rear direction (longitudinal direction) with respect to the upper rail. An abnormal noise occurs due to rattling.
　本発明は従って、ロックバネをアッパレールに対して前後方向（長手方向）にがたつくことなく支持できる車両用スライドレール装置を得ることを目的とする。 Accordingly, an object of the present invention is to obtain a vehicle slide rail device that can support a lock spring without rattling in the front-rear direction (longitudinal direction) with respect to the upper rail.
　本発明は、ロックバネをアッパレールに支持するに際し、アッパレールとロックバネに、アッパレールとロックバネの間に常時同時に作用して前後方向（長手方向）の力を及ぼす第１、第２の係合部を設け、第１の係合部においてアッパレールとロックバネとの間に作用する前後方向（長手方向）の力と、第２の係合部においてアッパレールとロックバネとの間に作用する前後方向（長手方向）の力とを、ロックバネのアッパレールに対する前後方向（長手方向）の遊びを除去するように互いに異ならせれば、ロックバネをアッパレールに対して前後方向（長手方向）にがたつくことなく支持できる、との着眼に基づいて完成されたものである。 In the present invention, when the lock spring is supported on the upper rail, the upper rail and the lock spring are provided with first and second engaging portions that simultaneously act between the upper rail and the lock spring and exert a force in the front-rear direction (longitudinal direction). The front-rear direction (longitudinal) force acting between the upper rail and the lock spring in the first engagement portion, and the front-rear direction (longitudinal direction) force acting between the upper rail and the lock spring in the second engagement portion. Are different from each other so as to eliminate play in the front-rear direction (longitudinal direction) with respect to the upper rail of the lock spring, based on the viewpoint that the lock spring can be supported without wobbling in the front-rear direction (longitudinal direction) with respect to the upper rail. It has been completed.
　すなわち、本発明の車両用スライドレール装置は、長手方向に整列させた複数のロック溝を有し、車両床面に固定されるロアレール；上記ロアレールと摺動自在に係合し、シートに固定されるアッパレール；上記アッパレールに支持され、上記ロアレールの複数のロック溝のいずれか１つ以上のロック溝に選択的に係脱可能なロック部を有し、自身の付勢力によって該ロック部を上記ロック溝に係合する方向に付勢するロックバネ；及び自由状態で上記ロック溝に係合しているロックバネのロック部を該ロック溝から脱出させる、上記アッパレールに支持された操作部材；を有する車両用スライドレール装置において、上記アッパレールとロックバネに、該アッパレールとロックバネの間に常時同時に作用して（ロックバネの変形状態に拘わらず）前後方向の力を及ぼす第１、第２の係合部を設けたこと、及び上記第１の係合部においてアッパレールとロックバネとの間に作用する前後方向の力と、上記第２の係合部においてアッパレールとロックバネとの間に作用する前後方向の力とを、ロックバネのアッパレールに対する前後方向の遊びを除去するように互いに異ならせたこと、を特徴としている。 That is, the vehicle slide rail device of the present invention has a plurality of lock grooves aligned in the longitudinal direction and is fixed to the vehicle floor, and is slidably engaged with the lower rail and fixed to the seat. An upper rail, which is supported by the upper rail and has a lock portion that can be selectively engaged with or disengaged from one or more lock grooves of the lower rail, and locks the lock portion by its own urging force. A vehicle having a lock spring biased in a direction to engage with the groove; and an operation member supported by the upper rail for allowing the lock portion of the lock spring engaged with the lock groove to escape from the lock groove in a free state. In the slide rail device, the upper rail and the lock spring always act simultaneously between the upper rail and the lock spring (regardless of the deformation state of the lock spring). The first and second engaging portions that exert a force in the front-rear direction, the force in the front-rear direction acting between the upper rail and the lock spring in the first engaging portion, and the second In this engagement portion, the force in the front-rear direction acting between the upper rail and the lock spring is made different from each other so as to eliminate play in the front-rear direction with respect to the upper rail of the lock spring.
　具体的に、上記第１、第２の係合部は、上記アッパレールの前後方向に形成した複数の係止溝と、この複数の係止溝に前後方向に弾性変形した状態で係合する、上記ロックバネの前後方向に上記複数の係止溝とは異なる位相で形成した複数の上記ロック部とから構成することができる。 Specifically, the first and second engaging portions are engaged with a plurality of locking grooves formed in the front-rear direction of the upper rail and elastically deformed in the front-rear direction with the plurality of locking grooves. The lock spring may be configured by a plurality of lock portions formed in a phase different from that of the plurality of locking grooves in the front-rear direction of the lock spring.
　この場合、上記複数の係止溝を、上記アッパレールの前後方向に等ピッチで形成し、上記複数のロック部を、上記ロックバネの前後方向に非等ピッチで形成することが好ましい。 In this case, it is preferable that the plurality of locking grooves are formed at an equal pitch in the front-rear direction of the upper rail, and the plurality of lock portions are formed at an unequal pitch in the front-rear direction of the lock spring.
　上記アッパレールは、一対の縦壁と、該一対の縦壁の上端を接続する上壁とを備えているのが普通である。この構成において上記第１、第２の係合部は、上記一対の縦壁の一方と他方にそれぞれ設けることもできるし、あるいは上記一対の縦壁のいずれか一方のみに設けることもできる。 The upper rail usually has a pair of vertical walls and an upper wall connecting the upper ends of the pair of vertical walls. In this configuration, the first and second engaging portions can be provided on one and the other of the pair of vertical walls, respectively, or can be provided on only one of the pair of vertical walls.
　請求の範囲第１項及び第２項に係る発明によれば、第１の係合部においてアッパレールとロックバネとの間に作用する前後方向（長手方向）の力と、第２の係合部においてアッパレールとロックバネとの間に作用する前後方向（長手方向）の力とを、ロックバネのアッパレールに対する前後方向（長手方向）の遊びを除去するように互いに異ならせているため、ロックバネをアッパレールに対して前後方向（長手方向）にがたつくことなく支持することができる。
　請求の範囲第３項に係る発明によれば、さらに、アッパレールの複数の係止溝の形成に特別な工夫を施す必要がなく（従来通りに等ピッチで形成すればよく）、ロックバネをその複数のロック部が非等ピッチで形成された異形バネとして加工するだけで、簡単に第１、第２の係合部を設けることができる。
　請求の範囲第４項に係る発明によれば、第１、第２の係合部をアッパレールの一対の縦壁の一方と他方に設けているので、ロックバネとアッパレールの前後方向のがたつきを左右方向にバランスよく除去することができる。
　請求の範囲第５項に係る発明によれば、アッパレールの一対の縦壁のいずれか一方のみに複数の係止部を形成した場合にも、本発明を適用することができる。 According to the first and second aspects of the invention, the front-rear direction (longitudinal direction) force acting between the upper rail and the lock spring in the first engagement portion, and the second engagement portion Since the force in the front-rear direction (longitudinal direction) acting between the upper rail and the lock spring is different from each other so as to eliminate play in the front-rear direction (longitudinal direction) with respect to the upper rail of the lock spring, the lock spring is applied to the upper rail. It can be supported without shaking in the front-rear direction (longitudinal direction).
According to the invention of claim 3, it is not necessary to specially devise the formation of the plurality of locking grooves of the upper rail (there should be formed at an equal pitch as in the prior art), and the plurality of lock springs are provided. The first and second engaging portions can be easily provided simply by processing the lock portions as irregular springs formed at non-equal pitches.
According to the invention of claim 4, since the first and second engaging portions are provided on one and the other of the pair of vertical walls of the upper rail, the back and forth rattling of the lock spring and the upper rail is prevented. It can be removed in a balanced manner in the left-right direction.
According to the fifth aspect of the present invention, the present invention can be applied even when a plurality of locking portions are formed on only one of the pair of vertical walls of the upper rail.
本発明の一実施形態による車両用スライドレール装置を、アッパレールを後端位置までスライドさせて示した前斜め上方から見た斜視図である。It is the perspective view which looked at the slide rail apparatus for vehicles by one Embodiment of this invention from the front diagonal upper direction which showed the upper rail sliding to the rear-end position. 左側のレールユニットを省略して示すスライドレール装置の前斜め上方から見た分解斜視図である。It is the disassembled perspective view seen from the front diagonal upper direction of the slide rail apparatus which abbreviate | omits and shows the left side rail unit. 左側のレールユニットを省略して示すスライドレール装置の前斜め下方から見た分解斜視図である。It is the disassembled perspective view seen from the front slanting lower part of the slide rail apparatus which abbreviate | omits and shows the left rail unit. 図１のIV－IV矢線に沿う断面図である。FIG. 4 is a sectional view taken along the line IV-IV in FIG. 1. ロアレールを縦断面視で示すレールユニットの分解斜視図である。It is a disassembled perspective view of the rail unit which shows a lower rail by a longitudinal cross-sectional view. ロアレールを縦断面視で示すレールユニットの前斜め上方から見た斜視図である。It is the perspective view seen from the front diagonal upper direction of the rail unit which shows a lower rail by a longitudinal cross-sectional view. 一部を破断したアッパレール、ロック解除レバー、及び、ロックバネの前斜め下方から見た斜視図である。It is the perspective view seen from the front slanting lower part of the upper rail which partially fractured | ruptured, the lock release lever, and a lock spring. 縦断面視して示したロアレール、ロック解除レバー、及び、ロックバネの前斜め下方から見た斜視図である。It is the perspective view seen from the front slanting lower part of the lower rail, the lock release lever, and lock spring which were shown in the longitudinal cross section. アッパレールに形成した係止溝と、ロックバネに形成したロック部との前後方向における位相の違いを示す図である。It is a figure which shows the difference in the phase in the front-back direction of the latching groove formed in the upper rail, and the lock part formed in the lock spring. 係止溝とロック部とを係合する前の状態におけるアッパレールとロックバネの構成を示す斜視図である。It is a perspective view which shows the structure of the upper rail and lock spring in the state before engaging a latching groove and a lock part. 係止溝とロック部とを係合した後の状態におけるアッパレールとロックバネの構成を示す斜視図である。It is a perspective view which shows the structure of the upper rail and lock spring in the state after engaging a latching groove and a lock part. アッパレールの左右の係止溝とロックバネの左右のロック部との係合部に作用する力を示す図である。It is a figure which shows the force which acts on the engaging part of the latching groove on either side of an upper rail, and the lock part on either side of a lock spring. ロックバネがロック位置とロック解除位置に位置するときの状態を示す模式的な側面図である。It is a typical side view which shows a state when a lock spring is located in a lock position and a lock release position. 本発明の別実施形態によるアッパレールに形成した係止溝と、ロックバネに形成したロック部との前後方向における位相の違いを示す図である。It is a figure which shows the difference in the phase in the front-back direction of the latching groove formed in the upper rail by another embodiment of this invention, and the lock part formed in the lock spring. 図１４の係止溝とロック部との係合部に作用する力を示す図である。It is a figure which shows the force which acts on the engaging part of the latching groove | channel and lock part of FIG. 従来の車両用スライドレール装置におけるアッパレールとロックバネの係合部を示す図である。It is a figure which shows the engaging part of the upper rail and lock spring in the conventional slide rail apparatus for vehicles.
　以下、添付図面を参照しながら本発明の一実施形態による車両用スライドレール装置１０について説明する。以下の説明中の方向は図中に記載した矢線方向を基準とする。スライドレール装置１０は、図示を省略した自動車（車両）の車内床面に設けてあり、スライドレール装置１０（アッパレール３０）の上面にはシート（図示略）が固定してある。 Hereinafter, a vehicle slide rail device 10 according to an embodiment of the present invention will be described with reference to the accompanying drawings. The direction in the following description is based on the arrow direction indicated in the figure. The slide rail device 10 is provided on the interior floor of an automobile (vehicle) (not shown), and a seat (not shown) is fixed to the upper surface of the slide rail device 10 (upper rail 30).
　スライドレール装置１０は大きな構成要素として、左右一対のレールユニット２０と、左右のレールユニット２０の前端部同士を接続するループハンドル６０とを具備している。左右のレールユニット２０は互いに左右対称形状であり、かつループハンドル６０も左右対称形状なので、スライドレール装置１０は全体として左右対称形状である。 The slide rail device 10 includes a pair of left and right rail units 20 and a loop handle 60 that connects the front ends of the left and right rail units 20 as large components. Since the left and right rail units 20 are symmetrical to each other and the loop handle 60 is also symmetrical, the slide rail device 10 has a symmetrical shape as a whole.
　レールユニット２０は、車内床面に対して前後一対の固定ブラケット１５を介して固定したロアレール２１を有している。ロアレール２１は前後方向に延びかつ上面が開口した金属製のチャンネル材であり、略水平な底壁２２と、底壁２２の左右両側部から上方に延びる左右一対の外壁部２３と、左右の外壁部２３の上縁部から内側に延びる左右一対の天井部２４と、左右の天井部２４の内側縁部から下方に延びる左右一対の内壁部（縦壁）２５とを具備している。左右のロアレール２１の内壁部２５の下縁部には、多数のロック歯２５ａが前後方向に等間隔で並べて形成してあり、隣り合うロック歯２５ａの間に下端が開放したロック溝２５ｂが形成してある。 The rail unit 20 has a lower rail 21 fixed to the vehicle interior floor surface via a pair of front and rear fixing brackets 15. The lower rail 21 is a metal channel member extending in the front-rear direction and having an upper surface opened, and includes a substantially horizontal bottom wall 22, a pair of left and right outer wall portions 23 extending upward from left and right sides of the bottom wall 22, and left and right outer walls. A pair of left and right ceiling portions 24 extending inward from the upper edge portion of the portion 23 and a pair of left and right inner wall portions (vertical walls) 25 extending downward from the inner edge portions of the left and right ceiling portions 24 are provided. A large number of lock teeth 25a are formed at equal intervals in the front-rear direction at the lower edge of the inner wall portion 25 of the left and right lower rails 21, and a lock groove 25b having a lower end opened between adjacent lock teeth 25a is formed. It is.
　レールユニット２０は、ロアレール２１に対して前後方向にスライド可能なアッパレール３０を有している。アッパレール３０は前後方向に延びかつ下面が開口した金属製のチャンネル材であり、上下方向に延びる一対の縦壁３１と、この一対の縦壁３１を接続する上壁３２と、この一対の縦壁３１の下縁部の長手方向の中央部を除く部分から上方に延びる立ち上がり壁３３と、この一対の縦壁３１の下縁部の長手方向の中央部から上方に延びる被ロック壁３４とを有している。図２、図３、図５、図７、図９に示すように、左右の被ロック壁３４の下縁部と一対の縦壁３１の下縁部に跨る部分には４つの係止溝３５が上向きに形成してある。この左右それぞれ４つの係止溝３５は、図９に示すように、前後方向に等ピッチＰ１で形成されている。 The rail unit 20 has an upper rail 30 that can slide in the front-rear direction with respect to the lower rail 21. The upper rail 30 is a metal channel member extending in the front-rear direction and having an open bottom surface, and includes a pair of vertical walls 31 extending in the vertical direction, an upper wall 32 connecting the pair of vertical walls 31, and the pair of vertical walls. 31 has a rising wall 33 extending upward from a portion excluding the central portion in the longitudinal direction of the lower edge portion 31 and a locked wall 34 extending upward from the central portion in the longitudinal direction of the lower edge portion of the pair of vertical walls 31. is doing. As shown in FIGS. 2, 3, 5, 7, and 9, there are four locking grooves 35 in a portion straddling the lower edge of the left and right locked walls 34 and the lower edges of the pair of vertical walls 31. Is formed upward. As shown in FIG. 9, the four left and right locking grooves 35 are formed at an equal pitch P1 in the front-rear direction.
　一対の縦壁３１の前端近傍部の下縁部には、係止溝３５の下端より下方まで延びる下向きの規制片３６が一体的に突設してある。図６、図７に示すように、上壁３２の中央部近傍には下方に向かった後に後方に延びる係止片３７が切り起こしにより形成してあり、一対の縦壁３１の中央部よりやや前側に位置する部分には内向きの係止片３８がそれぞれ切り起こしにより形成してある。さらに一対の縦壁３１の前端近傍部には、その下縁部から内向きに延びる略水平な下側支持部３９が一体的に突設してある。 A downward regulating piece 36 extending downward from the lower end of the locking groove 35 is integrally projected at the lower edge of the vicinity of the front end of the pair of vertical walls 31. As shown in FIGS. 6 and 7, a locking piece 37 extending downward and extending backward is formed in the vicinity of the central portion of the upper wall 32 by cutting and raising, and is slightly more than the central portion of the pair of vertical walls 31. An inward locking piece 38 is formed by cutting and raising at a portion located on the front side. Further, a substantially horizontal lower support portion 39 extending inwardly from the lower edge portion thereof is integrally projected from the vicinity of the front end of the pair of vertical walls 31.
　レールユニット２０は、アッパレール３０に装着したロック解除レバー（操作部材）４０を有している。ロック解除レバー４０は金属板をプレス成形した前後方向に延びかつ下面が開口した金属製のチャンネル材であり、左右一対の側壁４１を具備している。図２、図５に示すように、ロック解除レバー４０の上面には左右方向に延びる回転接触凸部４２が突設してある。またロック解除レバー４０の後端部には左右一対の略水平なバネ押圧片４３がそれぞれ突設してあり、左右の側壁４１の前部（回転接触凸部４２より前方に位置する部分）の下縁部には上向きのバネ掛け溝４４が凹設してある。ロック解除レバー４０の前端近傍の上面には天井孔４５が形成してあり、前端上部には左右の側壁４１の前端同士を接続する上側支持部４６が設けてある。さらに左右の側壁４１の前端近傍の下縁部にはバネ掛け凹部４７が凹設してあり、左右の側壁４１の前端下縁部には内向き略水平の下面支持片４８が突設してある。 The rail unit 20 has a lock release lever (operation member) 40 attached to the upper rail 30. The lock release lever 40 is a metal channel member that is formed by press-molding a metal plate, extends in the front-rear direction, and has an open bottom surface, and includes a pair of left and right side walls 41. As shown in FIGS. 2 and 5, a rotational contact convex portion 42 extending in the left-right direction protrudes from the upper surface of the lock release lever 40. A pair of left and right substantially horizontal spring pressing pieces 43 project from the rear end portion of the lock release lever 40, and are provided at the front portions of the left and right side walls 41 (portions positioned in front of the rotation contact convex portion 42). An upward spring hooking groove 44 is recessed in the lower edge portion. A ceiling hole 45 is formed in the upper surface near the front end of the lock release lever 40, and an upper support 46 that connects the front ends of the left and right side walls 41 is provided in the upper part of the front end. Further, a spring hanging recess 47 is formed in the lower edge portion near the front end of the left and right side walls 41, and an inward substantially horizontal lower surface support piece 48 protrudes from the lower edge portion of the front end of the left and right side walls 41. is there.
　レールユニット２０は、アッパレール３０に装着したロックバネ５０を有している。このロックバネ５０は金属製の線材を曲折加工した異形バネ部材である。図２、図３、図５－図１３に示すように、ロックバネ５０の左右両側部の長手方向の中央部よりやや後方に位置する部分には、外側に向かって略水平に延びる前後一対のロック部（ロック部）５１ａ、５１ｂが形成してある。図９に示すように、左側のロック部５１ａは、前後方向に等ピッチＰ１で形成されているが、その前後方向の位相がアッパレール３０の係止溝３５よりも前方に位置するようにずれている。一方、右側のロック部５１ｂは、前後方向に等ピッチＰ１で形成されているが、その前後方向の位相がアッパレール３０の係止溝３５よりも後方に位置するようにずれている。従って、ロックバネ５０のロック部５１ａ、５１ｂを全体として見ると、ロック部５１ａ、５１ｂは前後方向に非等ピッチで形成されている。 The rail unit 20 has a lock spring 50 attached to the upper rail 30. The lock spring 50 is a deformed spring member obtained by bending a metal wire. As shown in FIG. 2, FIG. 3, FIG. 5 to FIG. 13, a pair of front and rear locks extending substantially horizontally toward the outside are provided at portions located slightly rearward from the longitudinal center of the left and right sides of the lock spring 50. Portions (lock portions) 51a and 51b are formed. As shown in FIG. 9, the left lock portion 51 a is formed at an equal pitch P <b> 1 in the front-rear direction, but is shifted so that the front-rear direction phase is positioned forward of the locking groove 35 of the upper rail 30. Yes. On the other hand, the right lock portion 51b is formed at an equal pitch P1 in the front-rear direction, but is shifted so that the front-rear direction phase is located behind the locking groove 35 of the upper rail 30. Accordingly, when the lock portions 51a and 51b of the lock spring 50 are viewed as a whole, the lock portions 51a and 51b are formed at unequal pitches in the front-rear direction.
　ロックバネ５０のロック部５１ａ、５１ｂより後方に位置する部分（ただし前端部及び後端部を除く）は自由状態において略水平であり、ロック部５１ａ、５１ｂより前方に位置する部分は自由状態において略水平である。ロックバネ５０の前端には左右一対の前端係止片５２が外向き略水平に突設してあり、ロックバネ５０の後端部は側面視で上向きに傾斜する後端係止部５３を構成している。 The portions of the lock spring 50 located behind the lock portions 51a and 51b (except the front end portion and the rear end portion) are substantially horizontal in the free state, and the portions located forward of the lock portions 51a and 51b are substantially free in the free state. It is horizontal. A pair of left and right front end locking pieces 52 project substantially horizontally outward at the front end of the lock spring 50, and the rear end of the lock spring 50 forms a rear end locking portion 53 that is inclined upward in a side view. Yes.
　ロック解除レバー４０（及び付勢バネ７０）は、アッパレール３０の前端開口部から略全体をアッパレール３０内に収納してあり、回転接触凸部４２が上壁３２の内面に接触している。ロック解除レバー４０の上面における回転接触凸部４２以外の部分と上壁３２の内面の間には空間が形成されている。図６ないし図８に示すように、ロックバネ５０は、後端係止部５３を係止片３７に係止し、左右両側部のロック部５１ａ、５１ｂよりやや前側に位置する部分を左右の内向き係止片３８にそれぞれ係止し、ロック部５１ａ、５１ｂを対応する係止溝３５に下方から係合し、さらに左右の前端係止片５２を下方からバネ掛け溝４４に係止してあり、ロックバネ５０のロック部５１ａ、５１ｂの間に位置する部分の上面にバネ押圧片４３が上方から当接する。このようにしてロックバネ５０をアッパレール３０及びロック解除レバー４０に取り付けると、ロックバネ５０はアッパレール３０に対して、ロックバネ５０の後端係止部５３と係止片３７が係止され、かつ、前端係止片５２とバネ掛け溝４４が係止された状態で、ロックバネ５０がアッパレール３０及びロック解除レバー４０に支持される。 The lock release lever 40 (and the urging spring 70) is substantially entirely housed in the upper rail 30 from the front end opening of the upper rail 30, and the rotation contact convex portion 42 is in contact with the inner surface of the upper wall 32. A space is formed between a portion other than the rotational contact convex portion 42 on the upper surface of the lock release lever 40 and the inner surface of the upper wall 32. As shown in FIGS. 6 to 8, the lock spring 50 has the rear end locking portion 53 locked to the locking piece 37, and the portions located slightly forward of the lock portions 51a and 51b on the left and right side portions are arranged on the left and right inner sides. The direction locking pieces 38 are respectively engaged, the lock portions 51a and 51b are engaged with the corresponding engagement grooves 35 from below, and the left and right front end engagement pieces 52 are engaged with the spring engaging grooves 44 from below. Yes, the spring pressing piece 43 abuts on the upper surface of the portion located between the lock portions 51a and 51b of the lock spring 50 from above. When the lock spring 50 is attached to the upper rail 30 and the lock release lever 40 in this way, the lock spring 50 is engaged with the upper rail 30 by the rear end engagement portion 53 and the engagement piece 37 of the lock spring 50 and the front end engagement. The lock spring 50 is supported by the upper rail 30 and the lock release lever 40 in a state where the stop piece 52 and the spring hooking groove 44 are locked.
　いま、アッパレール３０の左右の係止溝３５と、ロックバネ５０の左右のロック部５１ａ、５１ｂとの係合部に注目する。 Now, attention is paid to the engaging portions between the left and right engaging grooves 35 of the upper rail 30 and the left and right lock portions 51 a and 51 b of the lock spring 50.
　図１２（Ａ）に示すように、左側のロック部５１ａは、その前後方向の位相がアッパレール３０の係止溝３５よりも前方に位置するようにずれている。従って、左側のロック部５１ａを係止溝３５に係合させるためには、ロック部５１ａを後方に弾性変形させた状態で係止溝３５に進入させる。そして、ロック部５１ａが係止溝３５に係合すると、図１２（Ｂ）に示すように、ロック部５１ａの弾性復帰力によって、アッパレール３０とロックバネ５０は、係止溝３５とロック部５１ａの間に前方へのテンションが掛かった状態で互いに支持される。 As shown in FIG. 12 (A), the left lock 51a is shifted so that the phase in the front-rear direction is positioned forward of the locking groove 35 of the upper rail 30. Therefore, in order to engage the lock 51a on the left side with the locking groove 35, the lock 51a is made to enter the locking groove 35 in a state of being elastically deformed rearward. When the lock portion 51a engages with the locking groove 35, as shown in FIG. 12B, the upper rail 30 and the lock spring 50 are moved between the locking groove 35 and the lock portion 51a by the elastic return force of the lock portion 51a. They are supported together with a forward tension in between.
　一方、図１２（Ｃ）に示すように、右側のロック部５１ｂは、その前後方向の位相がアッパレール３０の係止溝３５よりも後方に位置するようにずれている。従って、右側のロック部５１ｂを係止溝３５に係合させるためには、ロック部５１ｂを前方に弾性変形させた状態で係止溝３５に進入させる。そして、ロック部５１ｂが係止溝３５に係合すると、図１２（Ｄ）に示すように、ロック部５１ｂの弾性復帰力によって、アッパレール３０とロックバネ５０は、係止溝３５とロック部５１ｂの間に後方へのテンションが掛かった状態で互いに支持される。 On the other hand, as shown in FIG. 12 (C), the right-side lock portion 51b is shifted so that the phase in the front-rear direction is located behind the locking groove 35 of the upper rail 30. Therefore, in order to engage the lock 51b on the right side with the locking groove 35, the lock 51b is made to enter the locking groove 35 in a state of being elastically deformed forward. When the lock portion 51b engages with the locking groove 35, as shown in FIG. 12D, the upper rail 30 and the lock spring 50 are moved between the locking groove 35 and the lock portion 51b by the elastic return force of the lock portion 51b. They are supported together with a rearward tension in between.
　左側のロック部５１ａと係止溝３５の係合部を「第１の係合部」、右側のロック部５１ｂと係止溝３５の係合部を「第２の係合部」とすれば、この「第１の係合部」と「第２の係合部」は、アッパレール３０とロックバネ５０に常時同時に作用して（ロックバネ５０の変形状態に拘わらず）前後方向の力を及ぼしており、しかも、この前後方向の力は、ロックバネ５０のアッパレール３０に対する前後方向の遊びを除去するように互いに異なっている（前後方向に対向している）。これにより、ロックバネ５０をアッパレール３０に対して前後方向にがたつくことなく支持することが可能となっている。 If the engagement portion between the left lock portion 51a and the locking groove 35 is a "first engagement portion" and the engagement portion between the right lock portion 51b and the engagement groove 35 is a "second engagement portion". The “first engaging portion” and the “second engaging portion” always act simultaneously on the upper rail 30 and the lock spring 50 (regardless of the deformed state of the lock spring 50) and exert a force in the front-rear direction. In addition, the force in the front-rear direction is different from each other so as to eliminate play in the front-rear direction with respect to the upper rail 30 of the lock spring 50 (opposite in the front-rear direction). As a result, the lock spring 50 can be supported with respect to the upper rail 30 without rattling in the front-rear direction.
　ロック部５１ａ、５１ｂは、弾性変形することにより上向きの付勢力（弾性力）を発生するため、この付勢力によってロック解除レバー４０の回転接触凸部４２がアッパレール３０の上壁３２の内面に押し付けられ、その接触部を中心にしてロック解除レバー４０が左右方向に回転可能となる。従って、ロック解除レバー４０の前端部に上向きの外力を掛けないときは、ロック解除レバー４０がロック位置に保持される。一方、ロックバネ５０の付勢力に抗してロック解除レバー４０の前端部に上向きの外力を掛けると、ロック解除レバー４０がアンロック位置まで回転する。すると、ロック解除レバー４０のバネ押圧片４３がロック部５１ａ、５１ｂの間に位置する部分を下方に押し下げるので、ロック部５１ａ、５１ｂが対応するロック歯２５ａ（ロック溝２５ｂ）から下方に脱出する。 Since the lock portions 51a and 51b are elastically deformed to generate an upward biasing force (elastic force), the rotational contact convex portion 42 of the lock release lever 40 is pressed against the inner surface of the upper wall 32 of the upper rail 30 by the biasing force. Thus, the lock release lever 40 can be rotated in the left-right direction around the contact portion. Therefore, when no upward external force is applied to the front end portion of the lock release lever 40, the lock release lever 40 is held in the locked position. On the other hand, when an upward external force is applied to the front end portion of the lock release lever 40 against the urging force of the lock spring 50, the lock release lever 40 rotates to the unlock position. Then, the spring pressing piece 43 of the lock release lever 40 pushes down the portion located between the lock portions 51a and 51b, so that the lock portions 51a and 51b escape downward from the corresponding lock teeth 25a (lock groove 25b). .
　以上のようにして一体化したアッパレール３０、ロック解除レバー４０、及びロックバネ５０を、ロアレール２１の前端開口又は後端開口からロアレール２１の内部に挿入することによりアッセンブリしたものがレールユニット２０である。レールユニット２０をアッセンブリすると図４に示すように、アッパレール３０の立ち上り壁３３及び被ロック壁３４が外壁部２３と内壁部２５の間に形成された空間に入り込み、さらにこの空間に配設したリテーナ５５に回転可能に支持された複数のベアリングボール５６が立ち上り壁３３の外面と外壁部２３の内面にそれぞれ回転可能に接触するので、アッパレール３０（及びロック解除レバー４０、ロックバネ５０）はロアレール２１に対して前後方向にスライド可能となる。さらにアッパレール３０とロアレール２１の間には図示を省略した前端ストッパ手段と後端ストッパ手段が設けてあるので、アッパレール３０はロアレール２１に対して前端位置（図示略）と後端位置（図１の位置）の間をスライド可能である。 The rail unit 20 is assembled by inserting the upper rail 30, the lock release lever 40, and the lock spring 50 integrated as described above into the lower rail 21 from the front end opening or the rear end opening of the lower rail 21. When the rail unit 20 is assembled, as shown in FIG. 4, the rising wall 33 and the locked wall 34 of the upper rail 30 enter the space formed between the outer wall portion 23 and the inner wall portion 25, and the retainer disposed in this space. Since the plurality of bearing balls 56 rotatably supported by 55 are in contact with the outer surface of the rising wall 33 and the inner surface of the outer wall portion 23 respectively, the upper rail 30 (and the lock release lever 40 and the lock spring 50) are brought into contact with the lower rail 21. On the other hand, it can slide in the front-rear direction. Further, since front end stopper means and rear end stopper means (not shown) are provided between the upper rail 30 and the lower rail 21, the upper rail 30 has a front end position (not shown) and a rear end position (not shown in FIG. 1). Position).
　またロック解除レバー４０がロック位置に位置するときは、図８、及び、図１３の実線で示すようにロック部５１ａ、５１ｂが対応する係止溝３５及びロック歯２５ａ（ロック溝２５ｂ）に下方から係合するので、アッパレール３０のロアレール２１に対するスライドが規制される。一方、ロック解除レバー４０をアンロック位置まで下方に回転させると、図１３の仮想線で示すようにロック部５１ａ、５１ｂが係合していたロック歯２５ａ（ロック溝２５ｂ）から下方に脱出するので、アッパレール３０はロアレール２１に対してスライド可能となる。アッセンブリされた左右一対のレールユニット２０は、互いを平行にしかつ互いの前後位置を合わせた上で（アッパレール３０のロアレール２１に対するスライド位置も一致させた上で）、アッパレール３０の上面にシート（図示略）の座部が固定される。 When the unlocking lever 40 is in the locked position, as shown by the solid lines in FIGS. 8 and 13, the lock portions 51a and 51b are positioned below the corresponding locking grooves 35 and lock teeth 25a (lock grooves 25b). Therefore, the sliding of the upper rail 30 with respect to the lower rail 21 is restricted. On the other hand, when the lock release lever 40 is rotated downward to the unlock position, as shown by the phantom line in FIG. 13, the lock portions 51a and 51b escape from the lock teeth 25a (lock grooves 25b) engaged therewith. Therefore, the upper rail 30 can slide with respect to the lower rail 21. The assembled pair of left and right rail units 20 are parallel to each other and aligned with each other in the front-rear position (with the sliding position of the upper rail 30 relative to the lower rail 21 matched), and a seat (not shown) The abbreviation seat is fixed.
　このようにして左右のレールユニット２０とシート（図示略）を一体化したら、左右のロック解除レバー４０に対して左右一対の付勢バネ７０を利用してループハンドル６０を接続する。これによりループハンドル６０と左右のレールユニット２０が一体化され、スライドレール装置１０がアッセンブリされる。ループハンドル６０は金属製のパイプ材を曲げ加工したものであり、左右方向に延びる操作部６１と、この操作部６１の左右両端部から後斜め下方に向かって延びる一対の傾斜部６２と、各傾斜部６２の左右両端部からそれぞれ後方に向かって延びる一対の後端接続部６３とを具備している。付勢バネ７０を後端接続部６３に対して装着（一体化）したら、左右の後端接続部６３及び付勢バネ７０をロック解除レバー４０の前端開口からロック解除レバー４０の前端部の内部空間（天井孔４５の直下に位置する空間）に挿入し、付勢バネ７０の挿入端部をロック解除レバー４０の断面下向コ字状部内（天井孔４５の直下に位置する空間の後方に位置する空間内）に挿入する。すると付勢バネ７０がロック解除レバー４０の左右のバネ掛け凹部４７に対して下方から係合するので、付勢バネ７０がロック解除レバー４０と一体化し、付勢バネ７０を介して左右の後端接続部６３とロック解除レバー４０の前端部が一体化し、後端接続部６３はロック解除レバー４０に対して前後方向への相対移動が規制される。このようにループハンドル６０及び付勢バネ７０を左右のレールユニット２０と一体化することによりスライドレール装置１０をアッセンブリすると、ループハンドル６０がロック解除レバー４０に対して左右方向の軸回りに回転可能に接触する。アッセンブリしたスライドレール装置１０は、左右のロアレール２１に固定した固定ブラケット１５を車内床面に固定することにより車内床面に取り付ける。 When the left and right rail units 20 and the seat (not shown) are integrated in this way, the loop handle 60 is connected to the left and right unlocking levers 40 using a pair of left and right biasing springs 70. As a result, the loop handle 60 and the left and right rail units 20 are integrated, and the slide rail device 10 is assembled. The loop handle 60 is formed by bending a metal pipe material, and includes an operation portion 61 extending in the left-right direction, a pair of inclined portions 62 extending obliquely downward from the left and right ends of the operation portion 61, and A pair of rear end connection portions 63 extending rearward from the left and right end portions of the inclined portion 62 are provided. When the urging spring 70 is attached (integrated) to the rear end connection portion 63, the left and right rear end connection portions 63 and the urging spring 70 are moved from the front end opening of the lock release lever 40 to the inside of the front end portion of the lock release lever 40. The insertion end of the biasing spring 70 is inserted into a space (a space located directly below the ceiling hole 45), and the rear end of the lock release lever 40 in the U-shaped downward section (behind the space located immediately below the ceiling hole 45). In the space where it is located. Then, the urging spring 70 engages with the left and right spring hooking recesses 47 of the unlocking lever 40 from below, so that the urging spring 70 is integrated with the lock releasing lever 40 and the rear left and right via the urging spring 70. The end connection portion 63 and the front end portion of the lock release lever 40 are integrated, and the rear end connection portion 63 is restricted from moving relative to the lock release lever 40 in the front-rear direction. When the slide rail device 10 is assembled by integrating the loop handle 60 and the urging spring 70 with the left and right rail units 20 in this way, the loop handle 60 can rotate about the left / right axis with respect to the lock release lever 40. To touch. The assembled slide rail device 10 is attached to the vehicle interior floor by fixing the fixed bracket 15 fixed to the left and right lower rails 21 to the vehicle interior floor.
　スライドレール装置１０は、ループハンドル６０が下方を向いたロック状態において、乗客が手で操作部６１を掴んでループハンドル６０全体を上方に回転させると、この回転力が後端接続部６３からロック解除レバー４０の前端部に伝わりロック解除レバー４０が後端接続部６３と一緒に上方に回転する。するとロック位置に位置していたロック解除レバー４０がアンロック位置まで回転するので、ロアレール２１に対するスライドが規制されていたアッパレール３０がロアレール２１に対してスライド可能となる。 In the locked state in which the loop handle 60 faces downward, the slide rail device 10 locks the rotational force from the rear end connecting portion 63 when the passenger grips the operating portion 61 with his hand and rotates the entire loop handle 60 upward. The unlock lever 40 is transmitted to the front end portion of the release lever 40 and rotates upward together with the rear end connection portion 63. Then, the lock release lever 40 located at the lock position rotates to the unlock position, so that the upper rail 30 that has been restricted from sliding with respect to the lower rail 21 can be slid with respect to the lower rail 21.
　以上のように本実施形態の車両用スライドレール装置１０は、アッパレール３０とロックバネ５０に、アッパレール３０とロックバネ５０の間に常時同時に作用して前後方向の力を及ぼす第１、第２の係合部（係止溝３５とロック部５１ａの係合部、係止溝３５とロック部５１ｂの係合部）を設けて、さらに、第１の係合部（係止溝３５とロック部５１ａの係合部）においてアッパレール３０とロックバネ５０との間に作用する前後方向の力と、第２の係合部（係止溝３５とロック部５１ｂの係合部）においてアッパレール３０とロックバネ５０との間に作用する前後方向の力とを、ロックバネ５０のアッパレール３０に対する前後方向の遊びを除去するように互いに異ならせている。これにより、ロックバネ５０をアッパレール３０に対して前後方向にがたつくことなく支持することができる。 As described above, the vehicular slide rail device 10 according to the present embodiment has the first and second engagements that act simultaneously on the upper rail 30 and the lock spring 50 between the upper rail 30 and the lock spring 50 so as to exert a longitudinal force. Portions (engagement portions of the locking groove 35 and the lock portion 51a, engagement portions of the locking groove 35 and the lock portion 51b), and a first engagement portion (of the locking groove 35 and the lock portion 51a). Force in the front-rear direction acting between the upper rail 30 and the lock spring 50 in the engagement portion), and between the upper rail 30 and the lock spring 50 in the second engagement portion (engagement portion between the locking groove 35 and the lock portion 51b). The force in the front-rear direction acting between them is made different from each other so as to remove the play in the front-rear direction with respect to the upper rail 30 of the lock spring 50. Thereby, the lock spring 50 can be supported with respect to the upper rail 30 without rattling in the front-rear direction.
　以上の実施形態では、第１、第２の係合部（係止溝３５とロック部５１ａの係合部、係止溝３５とロック部５１ｂの係合部）をアッパレール３０の一対の縦壁３１の一方と他方にそれぞれ設けている。しかし、第１、第２の係合部は、アッパレール３０の一対の縦壁３１のいずれか一方のみに設けることも可能である。図１４はその実施形態を示している。図１４に示すように、アッパレール３０の４つの係止溝３５は、前後方向に等ピッチＰ１で形成されている。これに対し、ロックバネ５１は、前後方向の位相がアッパレール３０の前側の２つの係止溝３５より前方に位置するようにずれている前方ロック部５７ａと、前後方向の位相がアッパレール３０の後側の２つの係止溝３５より後方に位置するようにずれている後方ロック部５７ｂとを有している。前方ロック部５７ａと後方ロック部５７ｂはそれぞれピッチＰ１で形成されているが、前方ロック部５７ａと後方ロック部５７ｂの間の間隔はピッチＰ１よりも大きいＰ２となるように設定されている。 In the above embodiment, the first and second engaging portions (the engaging portion of the locking groove 35 and the lock portion 51a, the engaging portion of the locking groove 35 and the lock portion 51b) are used as a pair of vertical walls of the upper rail 30. 31 are provided on one side and the other side, respectively. However, the first and second engaging portions may be provided only on one of the pair of vertical walls 31 of the upper rail 30. FIG. 14 shows the embodiment. As shown in FIG. 14, the four locking grooves 35 of the upper rail 30 are formed at an equal pitch P1 in the front-rear direction. On the other hand, the lock spring 51 includes a front lock portion 57a that is shifted so that the front-rear direction phase is positioned forward of the two engaging grooves 35 on the front side of the upper rail 30, and the front-rear direction phase is the rear side of the upper rail 30. And a rear lock portion 57b which is displaced so as to be located behind the two locking grooves 35. The front lock portion 57a and the rear lock portion 57b are each formed at a pitch P1, but the interval between the front lock portion 57a and the rear lock portion 57b is set to be P2 larger than the pitch P1.
　図１５（Ａ）に示すように、前方ロック部５７ａは、その前後方向の位相がアッパレール３０の係止溝３５よりも前方に位置するようにずれている。従って、前方ロック部５７ａを係止溝３５に係合させるためには、前方ロック部５７ａを後方に弾性変形させた状態で係止溝３５に進入させる。そして、前方ロック部５７ａが係止溝３５に係合すると、図１５（Ｂ）に示すように、前方ロック部５７ａの弾性復帰力によって、アッパレール３０とロックバネ５０は、係止溝３５と前方ロック部５７ａの間に前方へのテンションが掛かった状態で互いに支持される。 As shown in FIG. 15 (A), the front lock portion 57a is shifted so that the front-rear direction phase is positioned forward of the locking groove 35 of the upper rail 30. Therefore, in order to engage the front lock portion 57a with the locking groove 35, the front lock portion 57a is caused to enter the locking groove 35 in a state of being elastically deformed rearward. When the front lock portion 57a engages with the locking groove 35, as shown in FIG. 15B, the upper rail 30 and the lock spring 50 are moved between the locking groove 35 and the front lock by the elastic return force of the front lock portion 57a. The portions 57a are supported by each other with a forward tension applied.
　一方、図１５（Ａ）に示すように、後方ロック部５７ｂは、その前後方向の位相がアッパレール３０の係止溝３５よりも後方に位置するようにずれている。従って、後方ロック部５７ｂを係止溝３５に係合させるためには、後方ロック部５７ｂを前方に弾性変形させた状態で係止溝３５に進入させる。そして、後方ロック部５７ｂが係止溝３５に係合すると、図１５（Ｂ）に示すように、後方ロック部５７ｂの弾性復帰力によって、アッパレール３０とロックバネ５０は、係止溝３５と後方ロック部５７ｂの間に後方へのテンションが掛かった状態で互いに支持される。 On the other hand, as shown in FIG. 15 (A), the rear locking portion 57b is shifted so that the phase in the front-rear direction is located behind the locking groove 35 of the upper rail 30. Therefore, in order to engage the rear lock portion 57b with the locking groove 35, the rear lock portion 57b is caused to enter the locking groove 35 in a state of being elastically deformed forward. When the rear lock portion 57b engages with the locking groove 35, as shown in FIG. 15B, the upper rail 30 and the lock spring 50 are moved between the locking groove 35 and the rear lock by the elastic return force of the rear lock portion 57b. The portions 57b are supported by each other in a state where a rearward tension is applied.
　前方ロック部５７ａと係止溝３５の係合部を「第１の係合部」、後方ロック部５７ｂと係止溝３５の係合部を「第２の係合部」とすれば、この「第１の係合部」と「第２の係合部」は、アッパレール３０とロックバネ５０に常時同時に作用して（ロックバネ５０の変形状態に拘わらず）前後方向の力を及ぼしており、しかも、この前後方向の力は、ロックバネ５０のアッパレール３０に対する前後方向の遊びを除去するように互いに異なっている（前後方向に対向している）。これにより、ロックバネ５０をアッパレール３０に対して前後方向にがたつくことなく支持することが可能となっている。 If the engaging portion between the front locking portion 57a and the locking groove 35 is a "first engaging portion" and the engaging portion between the rear locking portion 57b and the locking groove 35 is a "second engaging portion", this The “first engaging portion” and the “second engaging portion” always act on the upper rail 30 and the lock spring 50 at the same time (regardless of the deformation state of the lock spring 50), and exert a force in the front-rear direction. The force in the front-rear direction is different from each other so as to eliminate play in the front-rear direction with respect to the upper rail 30 of the lock spring 50 (opposite in the front-rear direction). As a result, the lock spring 50 can be supported with respect to the upper rail 30 without rattling in the front-rear direction.
　以上の実施形態では、アッパレール３０の複数の係止溝３５をアッパレール３０の前後方向に等ピッチで形成し、ロックバネ５０の複数のロック部５１ａ、５１ｂ（５７ａ、５７ｂ）をロックバネ５０の前後方向に非等ピッチで形成している。しかし、アッパレールとロックバネに、アッパレールとロックバネの間に常時同時に作用して前後方向の力を及ぼす第１、第２の係合部を設けることができ、第１の係合部においてアッパレールとロックバネとの間に作用する前後方向の力と、第２の係合部においてアッパレールとロックバネとの間に作用する前後方向の力とを、ロックバネのアッパレールに対する前後方向の遊びを除去するように互いに異ならせることができれば、アッパレールの複数の係止溝とロックバネの複数のロック部のピッチは種々の設計変更が可能である。 In the above embodiment, the plurality of locking grooves 35 of the upper rail 30 are formed at equal pitches in the front-rear direction of the upper rail 30, and the plurality of lock portions 51a, 51b (57a, 57b) of the lock spring 50 are formed in the front-rear direction of the lock spring 50. It is formed with non-equal pitch. However, it is possible to provide the upper rail and the lock spring with first and second engaging portions that always act simultaneously between the upper rail and the lock spring to exert a force in the front-rear direction. The front-rear force acting between the upper rail and the lock spring in the second engaging portion is made different from each other so as to eliminate play in the front-rear direction with respect to the upper rail of the lock spring. If possible, various design changes can be made to the pitch of the plurality of locking grooves of the upper rail and the plurality of lock portions of the lock spring.
　本発明による車両用スライドレール装置は、普通自動車や軽自動車その他の各種車両に用いる車両用スライドレール装置に用いて好適である。 The vehicular slide rail device according to the present invention is suitable for use in a vehicular slide rail device used for ordinary vehicles, light vehicles and other various vehicles.
１０　車両用スライドレール装置
１５　固定ブラケット
２０　レールユニット
２１　ロアレール
２２　底壁
２３　外壁部
２４　天井部
２５　内壁部
２５ａ　ロック歯
２５ｂ　ロック溝
３０　アッパレール
３１　縦壁
３２　上壁
３３　立ち上がり壁
３４　被ロック壁
３５　係止溝（第１、第２の係合部）
３６　規制片
３７　係止片
３８　内向き係止片
３９　下側支持部
４０　ロック解除レバー（操作部材）
４１　側壁
４２　回転接触凸部
４３　バネ押圧片
４４　バネ掛け溝
４５　天井孔
４６　上側支持部
４７　バネ掛け凹部
５０　ロックバネ
５１ａ　５１ｂ　ロック部（第１、第２の係合部）
５５　リテーナ
５６　ベアリングボール
５７ａ　５７ｂ　ロック部（第１、第２の係合部）
６０　ループハンドル
６１　操作部
６２　傾斜部
６３　後端接続部
７０　付勢バネ DESCRIPTION OF SYMBOLS 10 Vehicle slide rail apparatus 15 Fixed bracket 20 Rail unit 21 Lower rail 22 Bottom wall 23 Outer wall part 24 Ceiling part 25 Inner wall part 25a Lock tooth 25b Lock groove 30 Upper rail 31 Vertical wall 32 Upper wall 33 Rising wall 34 Locked wall 35 Locking Groove (first and second engaging portions)
36 restriction piece 37 locking piece 38 inward locking piece 39 lower support 40 lock release lever (operation member)
41 Side wall 42 Rotating contact convex part 43 Spring pressing piece 44 Spring hook groove 45 Ceiling hole 46 Upper support part 47 Spring hook concave part 50 Lock spring 51a 51b Lock part (1st, 2nd engaging part)
55 Retainer 56 Bearing ball 57a 57b Lock portion (first and second engaging portions)
60 Loop handle 61 Operation part 62 Inclination part 63 Rear end connection part 70 Biasing spring

Claims (5)

  1. 　長手方向に整列させた複数のロック溝を有し、車両床面に固定されるロアレール；
    　上記ロアレールと摺動自在に係合し、シートに固定されるアッパレール；
    　上記アッパレールに支持され、上記ロアレールの複数のロック溝のいずれか１つ以上のロック溝に選択的に係脱可能なロック部を有し、自身の付勢力によって該ロック部を上記ロック溝に係合する方向に付勢するロックバネ；及び
    　自由状態で上記ロック溝に係合しているロックバネのロック部を該ロック溝から脱出させる、上記アッパレールに支持された操作部材；
    を有する車両用スライドレール装置において、
    　上記アッパレールとロックバネに、該アッパレールとロックバネの間に常時同時に作用して前後方向の力を及ぼす第１、第２の係合部を設けたこと、及び
    　上記第１の係合部においてアッパレールとロックバネとの間に作用する前後方向の力と、上記第２の係合部においてアッパレールとロックバネとの間に作用する前後方向の力とを、ロックバネのアッパレールに対する前後方向の遊びを除去するように互いに異ならせたこと、
    を特徴とする車両用スライドレール装置。     A lower rail having a plurality of locking grooves aligned in the longitudinal direction and fixed to the vehicle floor;
    An upper rail slidably engaged with the lower rail and fixed to the seat;
    A lock portion supported by the upper rail and selectively detachable from any one or more of the plurality of lock grooves of the lower rail. The lock portion is engaged with the lock groove by its urging force. A lock spring that is biased in a mating direction; and an operating member supported by the upper rail that allows the lock portion of the lock spring that is engaged with the lock groove in a free state to escape from the lock groove;
    In a vehicle slide rail device having
    The upper rail and the lock spring are provided with first and second engaging portions that always act simultaneously between the upper rail and the lock spring to exert a longitudinal force, and the upper rail and the lock spring in the first engaging portion. And the front-rear direction force acting between the upper rail and the lock spring in the second engagement portion so as to eliminate play in the front-rear direction with respect to the upper rail of the lock spring. Different things,
    A vehicle slide rail device characterized by the above.
  2. 　請求の範囲第１項記載の車両用スライドレール装置において、
    　上記第１、第２の係合部は、上記アッパレールの前後方向に形成した複数の係止溝と、この複数の係止溝に前後方向に弾性変形した状態で係合する、上記ロックバネの前後方向に上記複数の係止溝とは異なる位相で形成した複数の上記ロック部とから構成されている車両用スライドレール装置。     In the vehicle slide rail device according to claim 1,
    The first and second engaging portions are engaged with a plurality of locking grooves formed in the front-rear direction of the upper rail and the front and rear of the lock spring engaged with the plurality of locking grooves in a state of elastic deformation in the front-rear direction. A vehicle slide rail device comprising a plurality of the locking portions formed in a direction different from the plurality of locking grooves in a direction.
  3. 　請求の範囲第２項記載の車両用スライドレール装置において、
    　上記複数の係止溝は、上記アッパレールの前後方向に等ピッチで形成されており、上記複数のロック部は、上記ロックバネの前後方向に非等ピッチで形成されている車両用スライドレール装置。     In the vehicle slide rail device according to claim 2,
    The plurality of locking grooves are formed at equal pitches in the front-rear direction of the upper rail, and the plurality of lock portions are formed at non-equal pitches in the front-rear direction of the lock spring.
  4. 　請求の範囲第１項ないし第３項のいずれか１項記載の車両用スライドレール装置において、
    　上記アッパレールは、一対の縦壁と、該一対の縦壁の上端を接続する上壁とを備えており、上記第１、第２の係合部は、上記一対の縦壁の一方と他方にそれぞれ設けられている車両用スライドレール装置。     The vehicle slide rail device according to any one of claims 1 to 3,
    The upper rail includes a pair of vertical walls and an upper wall connecting the upper ends of the pair of vertical walls, and the first and second engaging portions are provided on one and the other of the pair of vertical walls. Vehicle slide rail devices provided respectively.
  5. 　請求の範囲第１項ないし第３項のいずれか１項記載の車両用スライドレール装置において、
    　上記アッパレールは、一対の縦壁と、該一対の縦壁の上端を接続する上壁とを備えており、上記第１、第２の係合部は、上記一対の縦壁のいずれか一方に設けられている車両用スライドレール装置。     The vehicle slide rail device according to any one of claims 1 to 3,
    The upper rail includes a pair of vertical walls and an upper wall connecting the upper ends of the pair of vertical walls, and the first and second engaging portions are provided on one of the pair of vertical walls. A slide rail device for a vehicle provided.
PCT/JP2011/075781 2010-12-13 2011-11-09 Slide rail device for a vehicle WO2012081339A1 (en)

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JP2010277175A JP5647506B2 (en) 2010-12-13 2010-12-13 Slide rail device for vehicle

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Cited By (7)

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WO2014065119A1 (en) * 2012-10-24 2014-05-01 シロキ工業株式会社 Slide rail device for vehicle
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JP2016215990A (en) * 2015-05-26 2016-12-22 トヨタ紡織株式会社 Slide rail
US9827878B1 (en) * 2016-05-26 2017-11-28 Toyota Boshoku Kabushiki Kaisha Seat sliding device
US20170341533A1 (en) * 2016-05-26 2017-11-30 Toyota Boshoku Kabushiki Kaisha Seat sliding device

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