WO2014024779A1 - 車両用シートスライド装置 - Google Patents

車両用シートスライド装置 Download PDF

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Publication number
WO2014024779A1
WO2014024779A1 PCT/JP2013/070930 JP2013070930W WO2014024779A1 WO 2014024779 A1 WO2014024779 A1 WO 2014024779A1 JP 2013070930 W JP2013070930 W JP 2013070930W WO 2014024779 A1 WO2014024779 A1 WO 2014024779A1
Authority
WO
WIPO (PCT)
Prior art keywords
upper rail
seat slide
slide device
vehicle seat
lock lever
Prior art date
Application number
PCT/JP2013/070930
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
基裕 小久保
賢志 増田
恒雄 仰木
大智 曽我本
Original Assignee
アイシン精機 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
Priority claimed from JP2012177458A external-priority patent/JP5867334B2/ja
Priority claimed from JP2012177456A external-priority patent/JP5867333B2/ja
Priority claimed from JP2012177457A external-priority patent/JP2014034330A/ja
Priority claimed from JP2012192174A external-priority patent/JP5867344B2/ja
Application filed by アイシン精機 株式会社 filed Critical アイシン精機 株式会社
Priority to CN201380040198.XA priority Critical patent/CN104507742B/zh
Priority to BR112015001403-8A priority patent/BR112015001403B1/pt
Priority to IN834DEN2015 priority patent/IN2015DN00834A/en
Publication of WO2014024779A1 publication Critical patent/WO2014024779A1/ja

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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
    • B60N2/0837—Movement of the latch pivoting
    • B60N2/085—Movement of the latch pivoting about a transversal axis

Definitions

  • the present invention relates to a vehicle seat slide device.
  • a seat slide device for a vehicle includes an upper rail that supports a seat upward, and a lower rail that supports the upper rail so as to be relatively movable.
  • a seat slide device is provided with a lock mechanism capable of restricting the relative movement of the upper rail with respect to the lower rail.
  • the seat slide device described in Patent Document 1 includes a lower rail that extends in the longitudinal direction of the vehicle, that is, the longitudinal direction, and an upper rail that can move relative to the lower rail along the longitudinal direction.
  • the upper rail has a pair of side wall portions facing in the width direction.
  • the lock mechanism includes a lock lever that has a rotation shaft that intersects both side walls and is rotatably supported by the upper rail.
  • the lock lever is provided with a plurality of engaging protrusions protruding in the width direction at a position on the rear side of the rotation shaft. Further, a plurality of insertion holes through which the engaging protrusions are inserted so as to be movable up and down are formed in the side wall portion of the upper rail.
  • the lower rail is provided with a plurality of engaged portions each having an upper opening that allows the engaging protrusions to be engaged and disengaged by vertical movement based on the rotation of the lock lever.
  • the lock mechanism is in a locked state in which the relative movement of the upper rail is restricted by the engagement protrusion moving downward by the rotation of the lock lever and engaging the engaged portion of the lower rail.
  • the engaging projection of the lock lever moves upward and is detached from the engaged portion of the lower rail, so that the unlocked state is allowed to allow relative movement of the upper rail.
  • the relative position (slide position) of the upper rail with respect to the lower rail is regulated during normal times when the operation lever is not operated. Then, the slide position can be adjusted by operating the operation lever to bring the lock mechanism into the unlocked state.
  • the seat load and the seat belt load caused by the inertial force toward the front side of the vehicle are a force to lift the upper rail upward from the rear end side, and consequently, the upper rail tries to be peeled off from the lower rail. Acts as a force.
  • the upper rail is deformed thereby, There is a risk that the smooth engagement / disengagement of the engaging protrusion with respect to the engaged portion may be hindered.
  • the normal shift of the lock lever may prevent smooth engagement / disengagement of the engagement protrusion with the engaged portion. There is still room for improvement in this regard.
  • a conventional seat slide device having the configuration shown in FIG. 29 is known.
  • the stopper portion 172 is formed by extending a part of the side wall portion 171 downward to limit the range of relative movement of the upper rail with respect to the lower rail.
  • the strength of the upper rail decreases due to the formation of the stopper portion. That is, in many cases, the upper rail is formed by bending a plate material.
  • the upper rail is formed by bending a plate material.
  • the strength of the upper rail is reduced by the hole 173 generated thereby. As a result, there is a problem that the deformation of the upper rail is likely to occur as described above. In this respect, there is still room for improvement.
  • An object of the present invention is to provide a vehicle seat slide device capable of suppressing deformation of the upper rail and ensuring higher reliability.
  • a lower rail extending along a longitudinal direction of a vehicle, and an upper rail configured to support a seat above and to be relatively movable on the lower rail.
  • a vehicle seat slide device comprising a lock mechanism capable of restricting relative movement of the upper rail.
  • the upper rail has a pair of side wall portions opposed to each other in the width direction of the upper rail, and the lock mechanism has a pivot shaft that intersects the both side wall portions and is rotatably supported by the upper rail.
  • the lock lever has an engaging protrusion that protrudes in the width direction at a position rearward of the rotation shaft.
  • At least one side wall portion of the pair of side wall portions intersecting with the engaging protrusion has an insertion hole through which the engaging protrusion is inserted so as to be vertically movable.
  • the lower rail has a plurality of engaged portions that open upward so that the engaging protrusions can be engaged and disengaged by the vertical movement based on the rotation of the lock lever.
  • Either the lock lever or the upper rail includes a deformation suppressing member capable of suppressing the deformation of the upper rail such that the space between the both side wall portions is narrowed by being interposed between the both side wall portions.
  • the deformation suppressing member provided on either the lock lever or the upper rail is The deformation of the upper rail can be suppressed such that the space between the side wall portions is narrowed by being interposed between the side wall portions. As a result, the engaging protrusion of the lock lever can be engaged and disengaged more smoothly from the engaged portion.
  • FIG. 1 is a schematic configuration diagram of a seat slide device according to a first embodiment.
  • FIG. 5 is a cross-sectional view taken along line 2-2 of FIG. The exploded perspective view of an upper rail.
  • (A) is a top view of a seat slide device
  • (b) is a side view of a seat slide device.
  • (A) is a top view of a lock lever
  • (b) is a side view of a lock lever.
  • FIG. 6 is a cross-sectional view taken along line 6-6 in FIG.
  • (A) is a top view of the lock lever of another example
  • (b) is a side view of the lock lever of another example.
  • Sectional drawing of the seat slide apparatus of another example cross section along line 6-6 in FIG.4 (b)).
  • the disassembled perspective view of the upper rail of 2nd Embodiment (A) is a top view of a seat slide device, (b) is a side view of a seat slide device. (A) is a top view of a lock lever, (b) is a side view of a lock lever.
  • the perspective view of a reinforcement bracket The side view of the part by which the reinforcement bracket in the seat slide apparatus is arrange
  • FIG. 14 is a cross-sectional view taken along line 14-14 of FIG. The bottom view of a lower rail. The side view of the reinforcement bracket of another example.
  • FIG. 24 is a cross-sectional view of the seat slide device according to the fourth embodiment (a cross-sectional view taken along line 22-22 in FIG. 24A). The exploded perspective view of an upper rail.
  • (A) is a top view of a seat slide device
  • (b) is a side view of a seat slide device.
  • FIG. 25 is a cross-sectional view taken along line 26-26 in FIG.
  • a vehicle seat 1 is provided on a seat cushion 2, a seat back 3 provided to be tiltable with respect to a rear end portion of the seat cushion 2, and an upper end of the seat back 3.
  • the headrest 4 is provided.
  • the floor F of the vehicle is provided with a pair of lower rails 5 extending in the longitudinal direction of the vehicle, that is, in the longitudinal direction, and upper rails 6 that move relative to the lower rails 5 are mounted on the lower rails 5. ing.
  • the seat cushion 2 of the seat 1 is supported on these upper rails 6.
  • the seat slide device 10 is configured by the lower rail 5 and the upper rail 6.
  • the vehicle occupant uses the function of the seat slide device 10 to adjust the position of the seat 1 in the vehicle longitudinal direction in which the lower rail 5 and the upper rail 6 extend, that is, the vehicle longitudinal direction (lateral direction in FIG. 1). It can be carried out.
  • the lower rail 5 includes a flat bottom wall portion 11 that serves as a fixed portion to the vehicle floor F (see FIG. 1).
  • outer wall portions 12 are erected at both ends in the width direction (lateral direction in FIG. 2) of the bottom wall portion 11, and at the upper ends (upper end portions in FIG. 2) of each outer wall portion 12.
  • the flange-shaped upper wall portion 13 is formed to extend inward in the width direction.
  • An inner wall portion 14 is formed at the tip of each upper wall portion 13 so as to be folded downward.
  • the upper rail 6 includes a pair of side wall portions 15 (15A, 15B) facing each other in the width direction. Moreover, the upper rail 6 is provided with the plate-shaped upper wall part 16 which connects these both side wall parts 15 (15A, 15B).
  • the upper rail body 18 having a substantially U-shaped cross section formed by the both side wall portions 15 (15A, 15B) and the upper wall portion 16 is disposed between the inner wall portions 14 of the lower rail 5. As shown, the lower rail 5 is mounted.
  • the upper rail 6 of the present embodiment includes a first member 21 having a flat plate shape constituting one side wall portion 15 ⁇ / b> A, and a cross section constituting the other side wall portion 15 ⁇ / b> B and the upper wall portion 16.
  • the second member 22 having a crank shape is assembled and configured.
  • the lower end portions 21 b and 22 b of both are based on the cross-sectional crank shape of the second member 22.
  • the upper rail body 18 as described above is formed by the lower end portion 21b of the first member 21, the lower end portion 22b of the second member 22, and the intermediate portion 22c of the second member 22 disposed above the lower end portion 21b.
  • a substantially U-shaped cross section is formed.
  • the upper rail 6 of the present embodiment includes an overhang portion 23 that is folded back in a flange shape from the lower end of each side wall portion 15 toward the outer side in the width direction, and an upper side from the tip of each overhang portion 23. And a hook portion 24 folded back.
  • the hook portion 24 is disposed in a space surrounded by the outer wall portion 12, the upper wall portion 13, and the inner wall portion 14 constituting the lower rail 5, so that the relative movement in the upward direction and the width direction with respect to the lower rail 5 is achieved.
  • the plate-like portion 25 formed above the upper rail body 18 by bonding the upper end portions 21a, 22a of the first member 21 and the second member 22 as described above is the sheet. 1 is a fixed part. Also, as shown in FIGS. 4 (a) and 4 (b), one end (seat belt anchor) of the seat belt SB is provided at the rear end portion (right end portion in the figure) of the plate-like portion 25. An anchor bracket 26 to which is fixed is provided. And the seat slide apparatus 10 of this embodiment becomes a structure which supports the seat load and seatbelt load by using the plate-shaped part 25 of this upper rail main body 18 as a load support part.
  • a plurality of rolling elements 27 are interposed between the outer wall portion 12 of the lower rail 5 and the hook portion 24 of the upper rail 6 that face each other in the width direction (see FIG. 2). .
  • a plurality of retainers 28 are provided between the lower rail 5 and the upper rail 6 at positions separated in the longitudinal direction (lateral direction in FIG. 4). The retainer 28 is held so as to roll freely.
  • these rolling elements 27 roll in sliding contact with the outer wall portion 12 of the lower rail 5 and the hook portion 24 of the upper rail 6, thereby ensuring a smooth relative movement of the upper rail 6 with respect to the lower rail 5. ing.
  • the seat slide device 10 of the present embodiment includes a lock mechanism 30 that can restrict the relative movement of the upper rail 6 with respect to the lower rail 5. Yes.
  • the lock mechanism 30 of the present embodiment includes a lock lever 31 that is rotatably supported by the upper rail 6. ing.
  • the lock lever 31 of the present embodiment has a lever main body 32 formed in a long plate shape.
  • a pair of side plate portions 33 that are opposed to each other in the width direction (vertical direction in FIG. 5A) are provided upright on both side end portions 32a and 32b of the lever main body 32.
  • Each side plate portion 33 is provided with a pair of support protrusions 34 that protrude outward in the width direction at positions that are coaxial with each other.
  • support holes 35 into which the support protrusions 34 are inserted are formed in the side wall portions 15 of the upper rail 6. That is, as shown in FIG. 6, the lock lever 31 of the present embodiment is disposed between the side wall portions 15 along the longitudinal direction of the upper rail 6. And it supports by the upper rail 6 so that rotation is possible centering
  • one end of the lock lever 31 is disposed on the rear side of the vehicle with respect to the rotating shaft M in the state supported by the upper rail 6.
  • a plurality of engaging protrusions 36 projecting outward in the width direction from both side end portions 32a and 32b of the lever body 32 are provided at the longitudinal end portion (the right end portion and the working end 31a in FIG. 6). It has been.
  • three engaging protrusions 36 are provided on the both side end portions 32a and 32b of the lever main body 32 at positions that are symmetrical to each other.
  • each side wall portion 15 of the upper rail 6 that intersects each engagement projection 36 is inserted through each engagement projection 36.
  • a hole 37 is formed.
  • each insertion hole 37 is extended in the up-down direction in the aspect curved in the circular arc shape centering around the rotating shaft M, respectively. In the present embodiment, this allows the vertical movement of each engagement protrusion 36 based on the rotation of the lock lever 31.
  • the lower rail 5 has a plurality of engagements as engaged portions to which the engagement protrusions 36 of the lock lever 31 can be engaged and disengaged.
  • a joint hole 38 is formed.
  • the engagement holes 38 are provided at substantially equal intervals along the longitudinal direction of the lower rail 5.
  • each engagement hole 38 is formed by cutting out the upper end of the inner wall portion 14 facing each side wall portion 15 of the upper rail 6 and a part of the upper wall portion 13 connected to the upper end.
  • An upper opening 38 a that opens above the lower rail 5 is provided.
  • the engaging protrusions 36 that move up and down by the rotation of the lock lever 31 are thus provided at positions corresponding to the relative position (sliding position) of the upper rail 6 with respect to the lower rail 5.
  • the engagement hole 38 can be engaged and disengaged.
  • the hook portion 24 of the upper rail 6 is formed with a slit 39 that opens upward at a position corresponding to each insertion hole 37.
  • Each engagement protrusion 36 that protrudes outside the upper rail 6 by being inserted into each insertion hole 37 engages with each engagement hole 38 of the lower rail 5 with its tip inserted into the slit 39. It is supposed to be.
  • the engagement protrusions 36 are moved downward by the rotation of the lock lever 31, and are moved to the engagement holes 38 of the lower rail 5.
  • Engagement (the position of the engagement protrusion 36 indicated by a solid line in FIG. 2) results in a locked state that restricts relative movement of the upper rail 6.
  • each engagement protrusion 36 moves upward and is detached from the corresponding engagement hole 38 of the lower rail 5 (the engagement indicated by the two-dot chain line in FIG. 2).
  • the position of the protrusion 36) is configured to be in an unlocked state that allows relative movement of the upper rail 6.
  • the upper wall portion 16 of the upper rail 6 has a plate extending in the longitudinal direction (lateral direction in the figure).
  • a spring 41 is provided.
  • the action end 31a of the lock lever 31 is urged in the direction in which each engaging protrusion 36 moves downward by being pressed by the first spring portion 42 of the leaf spring 41.
  • an operation lever 43 is connected to the operation end 31b of the lock lever 31 disposed on the opposite side of the operation end 31a with the rotation axis M interposed therebetween.
  • the lock mechanism 30 of the present embodiment can rotate the lock lever 31 in the direction in which the engagement protrusion 36 moves upward based on the operation on the operation lever 43.
  • the operation lever 43 of the present embodiment extends along the operation portion 44 (see FIG. 1) disposed in front of the seat 1 and the left and right upper rails 6 along the width direction of the seat 1. It has a well-known configuration including a pair of lever portions 45.
  • the operation lever 43 is formed by bending a pipe (pipe) into a substantially U shape. The operation lever 43 is attached to the front opening end 6a of each upper rail 6 in a state where the tip 45a of the lever portion 45 is inserted into the upper rail body 18 (see FIG. 2) having a U-shaped cross section. Yes.
  • the second spring portion 46 of the leaf spring 41 fixed to the upper wall portion 16 of the upper rail 6 as described above is arranged so that the tip 46a is disposed in the vicinity of the front opening end 6a. It extends toward the front side of the vehicle (left direction in the figure).
  • the lever portion 45 of the operation lever 43 inserted into the upper rail body 18 as described above has the tip 45a disposed above the operation end 31b of the lock lever 31 and the lower end thereof is the second spring. It is supported by the tip 46a of the portion 46.
  • the lock mechanism 30 of the present embodiment is configured so that each engagement protrusion of the lock lever 31 is based on the elastic force of the first spring portion 42 of the leaf spring 41 during normal operation when the operation lever 43 is not operated. 36 is in a state of being engaged with a corresponding engagement hole 38 of the lower rail 5, that is, in a locked state.
  • the lever portion 45 of the operation lever 43 has a portion supported by the tip 46a of the second spring portion 46 of the leaf spring 41 as a fulcrum.
  • the tip 45a operates so as to push down the operation end 31b of the lock lever 31.
  • the lock lever 31 rotates against the elastic force of the leaf spring 41, and each engagement protrusion 36 provided on the action end 31a moves upward.
  • the lock state is released by releasing from the corresponding engagement hole 38 of the lower rail 5, that is, the unlock state is established.
  • the lock lever 31 of the present embodiment protrudes in the width direction (vertical direction in FIG. 6), and each side wall portion of the upper rail 6 15 is provided. That is, the lock lever 31 includes an overhanging portion 50 as a deformation suppressing member capable of suppressing the deformation of the upper rail 6 such that the space W0 between the both side wall portions 15 is narrowed by being interposed between the both side wall portions 15.
  • the working end 31a of the lock lever 31 provided with the respective engaging protrusions 36 is provided with a connecting portion 51 narrower than the lever main body 32, and the overhanging portion 50 is provided. Is provided at the tip of the connecting portion 51.
  • both end portions 50 a and 50 b face the corresponding side wall portions 15, and the left and right sides of the upper rail 6 in the width direction, specifically in the direction substantially orthogonal to the both side wall portions 15. It extends evenly.
  • the width W1 of the lever body 32 is set to be narrower than the interval W0 between the side wall portions 15 of the upper rail 6.
  • the width W2 of the projecting portion 50 is set to be wider than the width W1 of the lever main body 32 and narrower than the interval W0 between the side wall portions 15 of the upper rail 6.
  • the both end portions 50a and 50b of the projecting portion 50 thus protrude outward in the width direction from the both end portions 32a and 32b of the lever main body 32, respectively, and the both side wall portions 15 of the upper rail 6 are thereby projected. It is comprised so that it may oppose.
  • the seat load and the seatbelt load supported by the seat slide device 10 are determined by the rear rail side of the upper rail 6. Acting as a force to lift upward from the upper rail 6, and as a force to peel the upper rail 6 from the lower rail 5.
  • the upper rail 6 may be deformed based on the positional relationship between the lower rail 5 and the both inner wall portions 14. Specifically, there is a possibility that the U-shaped section of the upper rail body 18 is deformed in such a manner that the lower end sides of the opposite side wall portions 15 facing each other with a predetermined interval W0 in the width direction are narrowed.
  • the projecting portion 50 functions as a support member when both end portions 50a and 50b of the projecting portion 50 projecting outward in the width direction and facing the side wall portion 15 abut against the facing side wall portion 15 respectively. That is, the projecting portion 50 functions as a deformation suppressing member that can suppress the deformation of the upper rail 6 such that the space W0 between the side wall portions 15 is narrowed by being interposed between the side wall portions 15.
  • the overhanging portion 50 functions as a restricting member that suppresses the displacement of the lock lever 31, the displacement in the width direction of the lock lever 31 and the shaft runout around the rotation axis M can be suppressed. In the present embodiment, this makes it possible to more smoothly engage and disengage each engagement protrusion 36 of the lock lever 31 with the corresponding engagement hole 38 of the lower rail 5.
  • the projecting portion 50 of the present embodiment has a shape in which a cross-sectional shape orthogonal to the extending direction (width direction) is curved in a substantially arc shape. And in this embodiment, the high rigidity (support rigidity) in the width direction is ensured by this bent shape.
  • the lock lever 31 of the present embodiment is formed by bending a plate material including the bent shape of the protruding portion 50. Then, by bending the connecting portion 51 between the protruding portion 50 and the lever main body 32 downward (see FIG. 5B, the lower side in the figure), the protruding portion 50 is rotated when the lock lever 31 is rotated. Is configured not to interfere with the upper wall portion 16 of the upper rail 6.
  • the lock lever 31 includes a protruding portion 50 that protrudes in the width direction and faces each side wall portion 15 of the upper rail 6.
  • both ends of the overhang portion 50 provided on the lock lever 31 are applied even when a force that peels the upper rail 6 from the lower rail 5 is applied by a seat load or a seat belt load based on inertia.
  • the overhanging portion 50 functions as a support member by the portions 50a and 50b coming into contact with the respective side wall portions 15 of the opposed upper rail 6 respectively. That is, the projecting portion 50 functions as a deformation suppressing member that can suppress the deformation of the upper rail 6 such that the space W0 between the side wall portions 15 is narrowed by being interposed between the side wall portions 15. And thereby, the deformation
  • the overhanging portion 50 functions as a restricting member that suppresses the displacement of the lock lever, displacement in the width direction of the lock lever 31 and shaft runout around the rotation axis M can be suppressed. As a result, each engagement protrusion 36 of the lock lever 31 can be engaged and disengaged with each engagement hole 38 of the lower rail 5 more smoothly.
  • the lock lever 31 includes an overhang 50 provided at the tip of the working end 31 a via the connection 51.
  • the overhanging portions 50 are arranged along the both side wall portions 15 of the upper rail 6 with respect to the vehicle.
  • the lock lever 31 In the longitudinal direction of the lock lever 31 extending along the longitudinal direction, the lock lever 31 is disposed at a position different from each engagement protrusion 36 and on the rear side of the engagement protrusion 36. And it can avoid that the said protrusion part 50 inhibits engagement / disengagement of each engagement protrusion 36 by this. Further, the deformation of the upper rail 6 caused by the seat load or the seat belt load based on inertia proceeds from the rear end side.
  • the projecting portion 50 has a curved shape in which a cross-sectional shape orthogonal to the extending direction is curved in a substantially arc shape.
  • the lock lever 31 is provided with the three engaging protrusions 36 at both end portions of the tip portion thereof.
  • the present invention is not limited to this, and the number of the engaging protrusions 36 may be arbitrarily changed.
  • the position is not necessarily the tip portion as long as it is on the rear side of the rotation axis M.
  • a plurality of (three) insertion holes 37 corresponding to the respective engagement protrusions of the lock lever 31 are formed in each side wall portion 15.
  • the configuration is not limited thereto, and a configuration in which a plurality of engaging protrusions 36 are inserted into one insertion hole 37 may be employed.
  • the protruding portion 50 of the lock lever 31 is provided at a position farther from the engaging protrusion 36 with respect to the rotation axis M.
  • the projecting portion 50 provided at the tip of the working end 31 a via the connection portion 51 is provided.
  • the present invention is not limited to this, and the overhanging portion may be provided at a position closer to each engaging protrusion 36 with respect to the rotation axis M.
  • both side end portions 32a and 32b of the lever main body 32 are positioned closer to the engaging protrusion 36 with respect to the rotation axis M.
  • an overhang portion 60 that protrudes outward in the width direction and faces each side wall portion 15 of the upper rail 6 is provided.
  • these projecting portions 60 are provided in the vicinity of the engaging projections 36 so as to be symmetrical.
  • the width W3 of the portion where the projecting portion 60 is provided is set to be wider than the width W1 of the lever main body 32 and narrower than the interval W0 between the side wall portions 15 of the upper rail 6.
  • projection part 60 is arrange
  • each engagement projection is utilized by utilizing the deformation of the upper rail 6 as described above when the vehicle collides forward. 36 can be restrained. And thereby, high safety
  • the lock lever 31 is positioned closer to the projecting portion 36 with respect to the rotational axis M, and a position closer to the projecting portion 36 with respect to the rotational axis M. It is good also as a structure provided with both each overhang
  • projection part may be formed not only on the action
  • the projecting portion 50 has a curved shape in which a cross-sectional shape perpendicular to the extending direction (width direction) is curved in a substantially arc shape.
  • the present invention is not limited to this, and the shape of each of the overhang portions 60 of the other examples may be arbitrarily changed.
  • the bent shape is not limited to the curved shape as described above, but may be, for example, an acute bent shape.
  • the lock lever 31 is formed by bending a plate material.
  • the present invention is not limited thereto, and may be formed by, for example, casting, forging, cutting, injection molding, or other processing methods.
  • the bending process as in the above embodiment is advantageous. And in that case, the rigidity in the width direction can be strengthened easily by forming the bending shape of the up-down direction.
  • the plate-like portion 25 serving as the load support portion has a flat plate shape, but the shape thereof may be arbitrarily changed.
  • the overhanging portion 50 of the first embodiment is omitted from the lock lever 31 of the second embodiment.
  • the upper rail 6 according to the second embodiment is interposed between the side wall portions 15 (15A, 15B), thereby forming the side wall portions 15 (15A, 15B).
  • a reinforcing bracket 150 is provided as a deformation suppressing member capable of suppressing the deformation of the upper rail 6 so that the interval W0 is narrowed.
  • the second embodiment has the same configuration as the first embodiment.
  • the reinforcing bracket 150 is provided on the rear end side of the upper rail 6 and in the vicinity of the rear opening end 6b thereof. Specifically, as shown in FIGS. 13 and 14, the reinforcing bracket 150 has a positional relationship that intersects the side wall portions 15, specifically, a positional relationship that is substantially orthogonal to the side wall portions 15, and the longitudinal direction of the upper rail 6.
  • a plate-like portion 151 extending in the direction, that is, the longitudinal direction of the vehicle (see FIG. 13, lateral direction) is provided. And the plate-shaped part 151 is arrange
  • the plate-like portion 151 has a plurality of (two in the present embodiment) penetrating the plate-like portion 151 in the thickness direction (see FIG. 13, vertical direction). ) Through-hole 152 is formed. A plurality of through holes 153 corresponding to the respective through holes 152 are formed in the upper wall portion 16 of the upper rail 6. And the reinforcement bracket 150 of this embodiment is being fixed to the upper wall part 16 using the rivet 154 by utilizing these through-holes 152 and 153.
  • the reinforcing bracket 150 of the present embodiment is formed by bending a plate material (metal plate).
  • the plate-like portion 151 is bent downward from a direction intersecting with the longitudinal direction of the upper rail 6, that is, from the first and second fixing portions 155a and 155b fixed to the upper wall portion 16 of the upper rail 6.
  • a bent portion 156 is provided.
  • the reinforcing bracket 150 of the present embodiment includes first and second bent portions 156a and 156b formed by bending both ends in the longitudinal direction.
  • the 1st bending part 156a is formed wide according to the stopper part 160 mentioned later.
  • the reinforcing bracket 150 further includes a third bent portion 156c formed by bending the first fixed portion 155a and the second fixed portion 155b into a substantially U shape.
  • the reinforcing bracket 150 as a deformation suppressing member that is, a reinforcing member, supports the both side wall portions 15 that are in contact with both side end portions in the width direction, so that the interval W0 between the both side wall portions 15 is reduced. Suppress deformation. Then, by forming the bent portions 156 (156a to 156c) as described above, the rigidity in the width direction (support rigidity) is increased.
  • a protrusion 157 protruding inward is formed near the end of the lower rail 5 by cutting and raising the bottom wall 11 thereof.
  • 13 and 15 show the vicinity of the rear end portion of the lower rail 5, but a similar protrusion 157 is also formed in the vicinity of the front end portion of the lower rail 5 (not shown).
  • the reinforcing bracket 150 according to the present embodiment is provided with a stopper portion 160 that can limit the relative movement range by abutting against the protrusion 157 based on the relative movement of the upper rail 6 with respect to the lower rail 5.
  • the stopper portion 160 of the present embodiment is formed so as to protrude below the upper rail 6 by bending both side portions of the plate-like portion 151 in the width direction.
  • both side portions of the first fixing portion 155a arranged on the front side of the vehicle by being fixed to the upper rail 6 are bent downward. And thereby, a pair of stopper part 160 which sandwiches the plate-shaped part 151 in the width direction is formed.
  • the width W1 of the plate-like portion 151 is such that the stopper portion is formed by bending both side portions except for the first bent portion 156a that is formed wide in accordance with the stopper portion 160 as described above.
  • the outer side surfaces of 160 are set so as to contact the inner wall surface of the side wall portion 15 of the opposed upper rail 6.
  • the flange part 161 extended in a radial direction outer side is formed in the front-end
  • the seat load and the seat belt load supported by the seat slide device 10 lift the upper rail 6 upward from the rear end side. It acts as a force to try and to pull off the upper rail 6 from the lower rail 5.
  • the upper rail 6 may be deformed based on the positional relationship between the lower rail 5 and the both inner wall portions 14. Specifically, there is a possibility that the U-shaped section of the upper rail body 18 is deformed in such a manner that the lower end sides of the opposite side wall portions 15 facing each other with a predetermined interval W0 in the width direction are narrowed.
  • the reinforcement bracket 150 supports the side wall portions 15 that are in contact with both side end portions in the width direction, thereby restricting the movement of the side wall portions 15 toward the direction in which the interval W0 is narrowed.
  • the U-shaped cross section of the upper rail body 18 is maintained, so that the lock lever 31 can be smoothly engaged and disengaged even after a force that deforms the upper rail 6 is applied.
  • the state in which each engagement protrusion 36 can be smoothly engaged with and disengaged from each engagement hole 38 of the lower rail 5 as the engaged portion is maintained.
  • the stopper 160 provided on the reinforcing bracket 150 abuts on the protrusion 157 of the lower rail 5 based on the relative movement of the upper rail 6, so that the relative movement of the upper rail 6 in the relative movement direction is restricted. Thereby, the relative movement range of the upper rail 6 can be limited.
  • the upper rail 6 includes a reinforcing bracket 150 that can suppress deformation of the upper rail 6 such that the space W0 between the side wall portions 15 is narrowed by being interposed between the side wall portions 15 (15A, 15B).
  • the reinforcing bracket 150 is provided with a stopper portion 160 that can limit the relative movement range by abutting against a protrusion 157 provided on the lower rail 5 based on the relative movement of the upper rail 6.
  • both side walls of the upper rail 6 can be used even when a force that peels the upper rail 6 from the lower rail 5 is applied by a seat load or a seat belt load caused by the inertial force toward the front side of the vehicle.
  • Reinforcing brackets 150 interposed between the portions 15 support the side wall portions 15 that come into contact with both side end portions in the width direction. And thereby, the deformation
  • the relative movement range of the upper rail 6 can be limited without processing the upper rail 6 itself, for example, by cutting up a part thereof. Thereby, it is possible to avoid a decrease in strength of the upper rail 6 due to the formation of the stopper portion 160. As a result, the deformation of the upper rail 6 can be suppressed more effectively.
  • the width of the reinforcing bracket 150 (see FIG. 14, the width W1 of the plate-like portion 151 + the plate thickness of the stopper portion 160) wider than the interval W0 between the side wall portions 15, the upper rail 6 (upper rail body 18) is set. Can be spread. And thereby, the operational feeling of the seat slide device 10 can be improved by adjusting the sliding resistance with the lower rail 5.
  • the reinforcing bracket 150 is provided on the rear end side of the upper rail 6 (in the vicinity of the rear opening end 6b). That is, the deformation of the upper rail 6 caused by the seat load or the seat belt load caused by the inertial force toward the front side of the vehicle proceeds from the rear end side. Therefore, according to the said structure, a deformation
  • the reinforcing bracket 150 includes a plate-like portion 151 that has a positional relationship intersecting the both side wall portions 15 and extends in the longitudinal direction of the upper rail 6.
  • the plate-like portion 151 includes bent portions 156 (156a to 156c) that are bent in a direction intersecting the longitudinal direction of the upper rail 6.
  • the reinforcing bracket 150 having a simple configuration and high rigidity in the width direction can be easily formed.
  • the stopper portion 160 is formed so as to protrude below the upper rail 6 by bending both side portions in the width direction of the plate-like portion 151. Thereby, the stopper part 160 can be easily formed with a simple configuration.
  • the reinforcing bracket 150 includes stopper portions 160 provided on both sides of a portion (first fixing portion 155a) disposed on the front side of the vehicle by being fixed to the upper rail 6.
  • the stopper portion 160 is hardly affected by the deformation of the upper rail 6 that proceeds from the rear end side as described above.
  • the function of the stopper 160 can be ensured regardless of the seat load or seat belt load caused by the inertial force toward the front side of the vehicle.
  • the presence of the bent portion 156 (156b, 156c) having high rigidity in the width direction on the rear side of the stopper portion 160 can provide a more remarkable effect.
  • a flange portion 161 extending outward in the width direction is formed at the tip of the stopper portion 160.
  • the lock lever 31 is provided with three engagement protrusions 36 on both sides of the tip portion thereof.
  • the present invention is not limited to this, and the number of the engaging protrusions 36 may be arbitrarily changed.
  • the position is not necessarily the tip portion as long as it is on the rear side of the rotation axis M.
  • a plurality (three) of insertion holes 37 corresponding to the engagement protrusions of the lock lever 31 are formed in each side wall portion 15.
  • the configuration is not limited thereto, and a configuration in which a plurality of engaging protrusions 36 are inserted into one insertion hole 37 may be employed.
  • the reinforcing bracket 150 includes the plate-like portion 151 that has a positional relationship intersecting the both side wall portions 15 and extends in the longitudinal direction of the upper rail 6.
  • the reinforcing bracket 150 is formed by bending a plate material (metal plate).
  • the present invention is not limited to this, and the shape of the reinforcing bracket 150 may not necessarily include the plate-like portion 151.
  • the deformation of the upper rail 6 such that the interval W0 between the side wall portions 15 is narrowed by being interposed between the both side wall portions 15 can be suppressed, and the lower rail 5 side contact with the projection 157 on the lower rail 5 side due to the relative movement of the upper rail 6. What is necessary is just to provide the stopper part 160 which can restrict
  • the method of forming the reinforcing bracket 150 is not limited to the bending process, and other methods such as forging and casting may be used.
  • the protrusion 157 of the lower rail 5 is formed by cutting and raising the bottom wall 11.
  • the present invention is not limited to this, and for example, the protrusion 157 may be formed by attaching an additional such as a bolt or a screw to the lower rail 5.
  • each stopper portion 160 is set so as to come into contact with the inner wall surface of the side wall portion 15 of the opposing upper rail 6, but corresponds to each stopper portion 160.
  • the flange portion 161 extending outward in the width direction is formed at the tip of the stopper portion 160.
  • the flange portion 161 may be omitted.
  • the stopper portion 160 is formed by bending both side portions of the first fixing portion 155a downward.
  • the present invention is not limited to this, and the position where the stopper portion 160 is formed may be arbitrarily changed.
  • the structure which forms the stopper part 160 in the other part in the side part of the plate-shaped part 151 including the 3rd bending part 156c bent by the substantially U shape may be sufficient.
  • the structure which forms the stopper part 160 in the longitudinal direction edge part of the plate-shaped part 151 in which the 1st and 2nd bending parts 156a and 156b were formed may be employ
  • the shape of the third bent portion 156c does not necessarily have to be substantially U-shaped.
  • the bending angles of the first and second bent portions 156a and 156b may be arbitrarily changed.
  • the bending angle is set so that the first bent portion 156a is disposed between both stopper portions 160 extending downward from both side portions of the first fixed portion 155a. May be.
  • the 1st bending part 156a supports the both stopper parts 160 contact
  • the both side wall portions 15 can be supported by the both stopper portions 160.
  • the plate-like portion 25 serving as the load support portion is a flat plate shape, but the shape may be arbitrarily changed.
  • the vehicle seat slide device of the third embodiment is different from the first and second embodiments with respect to the shape of the insertion hole 37.
  • any configuration of the first and second embodiments may be adopted for the configuration excluding the shape of the insertion hole 37. That is, as shown in FIG. 17, the lock lever 31 of the third embodiment may or may not have the protruding portion 50 indicated by a two-dot chain line.
  • the shape of the insertion hole 37 which is a feature of the third embodiment, will be described. As shown in FIG. 19, only the insertion hole 37a located on the rearmost side (right side in the figure) among the insertion holes 37a to 37c arranged in parallel in the side wall portions 15 of the upper rail 6 is provided with the rear inner wall surface 251. A notch 252 is formed in the.
  • the notch 252 of this embodiment is formed by notching the rear inner wall surface 251 in a substantially rectangular shape on the rear side so as to be continuous with the bottom inner wall surface 253 of the insertion hole 37a. It is formed. Specifically, the notch 252 is formed on a lower side (lower side in the figure) than an intermediate position in the vertical direction of the rear inner wall surface 251 (a position indicated by a one-dot chain line N in the figure). Yes. The notch 252 is set such that the notch width (first width) Wy along the vertical direction is longer than the notch width (second width) Wx along the front-rear direction.
  • the upper rail 6 is deformed so that the periphery of the insertion hole 37a in which the notch 252 is formed is bent at the time of forward collision. To do.
  • the rear inner wall surface 251 of the insertion hole 37a tilts forward (see FIG. 20, the position indicated by the two-dot chain line in FIG. 20), and the engagement protrusion inserted through the insertion hole 37a.
  • the upward movement of the portion 36a is restricted.
  • the convex shape 255 formed at the upper end portion of the notch 252 by notching the rear inner wall surface 251 is inserted into the insertion hole 37a by the tilt of the rear inner wall surface 251. It is arranged above the protrusion 36a. This makes it possible to more effectively suppress the detaching operation of the lock lever 31 due to the forward collision.
  • the upper rail 6 or the lock lever 31 includes a deformation suppressing member that suppresses deformation of the upper rail 6, Deformation is suppressed. However, even in that case, the upper rail 6 may be deformed depending on the condition at the time of collision (for example, the magnitude of impact).
  • the notch 252 is formed in the rear inner wall surface 251 of the insertion hole 37a, the deformation of the upper rail 6 causes the rear inner wall surface 251 of the upper rail 6 to tilt forward.
  • the upward movement of the engaging protrusion 36a inserted through the insertion hole 37a is restricted.
  • the detachment operation of the lock lever 31 can be effectively suppressed with a simple configuration.
  • the notch 252 is continuously formed on the bottom inner wall surface 253 of the insertion hole 37a.
  • the rear part inner wall surface 251 can be tilted from the position of a lower side.
  • the upward movement of the engagement protrusion 36a can be restricted at a lower position.
  • the detachment operation of the lock lever 31 can be suppressed more reliably.
  • the convex shape 255 formed on the rear inner wall surface 251 by cutting the rear inner wall surface 251 is arranged above the engaging protrusion 36 a due to the tilt of the rear inner wall surface 251. Designed to. By setting it as such a structure, the upward movement of the engaging protrusion 36a can be controlled more reliably. As a result, the detachment operation of the lock lever 31 can be suppressed more reliably.
  • the notch 252 is formed in the rear inner wall surface 251 of the insertion hole 37a located on the most rear side.
  • the rear inner wall surface 251 can be more greatly cut out without interfering with the adjacent insertion hole 37.
  • the rear inner wall surface 251 can be reliably tilted forward.
  • movement of the lock lever 31 can be suppressed more reliably by suppressing the site
  • the lock lever 31 is provided with the three engaging protrusions 36 (36a to 36b) at both end portions of the tip portion (the working end 31a).
  • the present invention is not limited to this, and the number of the engaging protrusions 36 may be arbitrarily changed.
  • the position is not necessarily the tip portion as long as it is on the rear side of the rotation axis M.
  • each side wall 15 is formed with three insertion holes 37 (37a to 37c) corresponding to the engagement protrusions 36a to 36c of the lock lever 31.
  • the present invention is not limited to this, and the present invention may be applied to a configuration in which a plurality of engaging protrusions 36 are inserted into one insertion hole 37.
  • the notch 252 is formed on the rear inner wall surface 251 of the insertion hole 37a located on the rearmost side.
  • the configuration is not limited thereto, and a notch may be formed in the inner wall surface of the rear portion of the other insertion hole 37 (37b, 37b). And about the some penetration hole 37, the structure which forms a notch in the rear part inner wall surface may be sufficient.
  • the notch 252 is formed by notching the rear inner wall surface 251 to the rear side in a substantially rectangular shape so as to be continuous with the bottom inner wall surface 253 of the insertion hole 37a.
  • the present invention is not limited to this, and the shape of the notch 252 may be arbitrarily changed.
  • the structure which forms the substantially triangular notch 252 as shown to Fig.21 (a) may be sufficient.
  • positioned rather than the convex shape 255 formed in the rear part inner wall surface 251 may be sufficient.
  • the notch 252 may not continue to the bottom inner wall surface 253 of the insertion hole 37a.
  • the convex shape 255 formed on the rear inner wall surface 251 by notching the rear inner wall surface 251 is disposed above the engaging protrusion 36 a due to the tilt of the rear inner wall surface 251. It was decided to be done.
  • the configuration is not limited to this, and the convex shape 255 may not be disposed above the engagement protrusion 36a.
  • the notch 252 is formed below the intermediate position in the vertical direction of the rear inner wall surface 251, but extends upward from the intermediate position. May be. Further, the notch 252 is set such that the notch width Wy in the vertical direction is longer than the notch width Wx in the front-rear direction. However, the present invention is not limited to this, and the notch width Wx in the front-rear direction may be longer than the notch width Wy in the up-down direction.
  • the plate-like portion 25 serving as the load support portion is a flat plate shape, but the shape may be arbitrarily changed.
  • the vehicle seat slide device of the fourth embodiment is characterized in that the engagement protrusion 36 of the lock lever 31 is provided only on one side end 32b.
  • the upper rail 6 of the present embodiment is formed such that the plate-like portion 25 is disposed on the outer side in the width direction of the seat 1 (outer side of the seat, upper side in the figure). . That is, the upper rail 6 shown in FIGS. 23, 24A, and 24B is a right upper rail that supports the right side of the seat 1 in a vehicle-mounted state. In the case of a left upper rail (not shown), the positional relationship between the plate-like portion 25 and the left and right side wall portions 15A and 15B is reversed.
  • one end of the lock lever 31 is disposed on the rear side of the vehicle with respect to the rotating shaft M in a state of being supported by the upper rail 6.
  • a plurality of (four in the present embodiment) engaging projections 36 projecting in the width direction are provided at the longitudinal end portion (the right end portion in FIG. 26, the working end 31a). .
  • the lock lever 31 of the present embodiment has a side end portion 32b of the lever main body 32 on the inner side in the width direction of the seat 1 (the seat inner side, Side).
  • the engaging protrusions 36 are provided only on one side end 32 b of the lever main body 32.
  • a plurality of engaging protrusions 36 are inserted into the side wall 15B of the upper rail 6 intersecting with the engaging protrusions 36 (this embodiment). Then, four) insertion holes 37 are formed.
  • the lock lever 31 of the present embodiment protrudes in the width direction (vertical direction in FIG. 26) and each side wall portion of the upper rail 6 15 is provided with an overhanging portion (50, 52) opposite to 15. That is, the lock lever 31 includes an overhanging portion (50, 52) as a deformation suppressing member capable of suppressing the deformation of the upper rail 6 such that the space between the side wall portions 15 is narrowed by being interposed between the side wall portions 15.
  • a connecting portion 51 that is narrower than the lever body 32 is provided at the working end 31a of the lock lever 31 provided with each of the engaging protrusions 36.
  • the lock lever 31 according to the present embodiment includes an overhang portion 50 provided at the tip of the connection portion 51.
  • the projecting portion 50 is configured in such a manner that both end portions 50a and 50b face the side wall portions 15, and is substantially left and right in the width direction of the upper rail 6, specifically in a direction substantially orthogonal to the both side wall portions 15. It is extended evenly. Further, the width W2 of the projecting portion 50 is set to be wider than the width W1 of the lever main body 32 and narrower than the interval W0 between the side wall portions 15 of the upper rail 6. The width W1 of the lever body 32 is set to be narrower than the interval W0 between the side wall portions 15 of the upper rail 6.
  • the both end portions 50a and 50b of the projecting portion 50 thus protrude outward in the width direction from the both end portions 32a and 32b of the lever main body 32, respectively, and the both side wall portions 15 of the upper rail 6 are thereby projected. It is comprised so that it may oppose.
  • the lock lever 31 of the present embodiment includes an overhanging portion 52 that protrudes outward in the width direction from both side end portions 32 a and 32 b of the lever main body 32 and faces each side wall portion 15 of the upper rail 6.
  • these overhang portions 52 are provided so as to be symmetric with respect to the rotation axis M at a position closer to the engagement protrusion 36, specifically, in the vicinity of each engagement protrusion 36.
  • the width W3 of the portion where the overhanging portion 52 is provided is wider than the width W1 of the lever main body 32 and the interval W0 between the side wall portions 15 of the upper rail 6 in the same manner as the width W2 of the overhanging portion 50. Is set too narrow.
  • the lock lever 31 is disposed so that the side end portion 32b of the lever main body 32 faces the inner side in the width direction of the seat 1 in a vehicle-mounted state.
  • Each engagement protrusion 36 is provided only on one side end 32 b of the lever main body 32.
  • each engagement protrusion 36 of the lock lever 31 can be engaged and disengaged more smoothly with the engagement hole 38 as the engaged portion without requiring strict tolerance management.
  • the number of man-hours can be reduced by forming the insertion hole 37 only in the side wall portion 15B intersecting with each engagement protrusion 36. And thereby, manufacturing cost can be reduced. Moreover, the strength reduction of the upper rail 6 accompanying the formation of the insertion hole 37 can be suppressed. As a result, high safety can be ensured and, at the same time, smooth operation of the lock lever 31 can be ensured.
  • the upper rail 6 has a plate-like portion 25 that supports a seat load and a seat belt load as a load support portion above the side wall portion 15A arranged on the outer side in the width direction of the seat 1.
  • Each engagement protrusion 36 is provided so as to protrude inward in the width direction of the sheet 1.
  • the upper rail 6 tends to pull up the upper rail 6 due to inertia, more specifically, the plate-like portion 25 as its load support portion. Force acts.
  • the plate-like portion 25 is formed above the side wall portion 15 ⁇ / b> A disposed outside the sheet 1 in the width direction. For this reason, the force that pulls up the plate-like portion 25 also acts as a force that tilts the upper rail 6 inward in the width direction of the seat 1.
  • each engagement protrusion 36 is provided so as to protrude inward in the width direction of the sheet 1 as described above.
  • the lock lever 31 is tilted integrally with the upper rail 6 due to the seat load and the seat belt load. Even in this case, it is possible to prevent the engagement protrusions 36 from being detached from the engagement holes 38 of the lower rail 5.
  • each engagement protrusion 36 moves downward in the engagement hole 38.
  • the engagement protrusions 36 and the engagement holes 38 are strongly engaged, and the locked state is maintained. Therefore, according to the above configuration, it is possible to reliably support the seat load and the seat belt load based on the inertia even at the time of a forward collision. As a result, higher safety can be ensured.
  • each engagement protrusion 36 that moves up and down in the insertion hole 37 is difficult to pinch foreign matter.
  • each engagement protrusion 36 of the lock lever 31 can be engaged and disengaged with the engagement hole 38 of the lower rail 5 more smoothly.
  • the designability (appearance) can be improved.
  • the lock lever 31 includes projecting portions 50 and 52 that protrude in the width direction and face the side wall portions 15 of the upper rail 6.
  • both ends of the overhang portion 50 provided on the lock lever 31 even when a force that peels the upper rail 6 from the lower rail 5 is exerted by a seat load or a seat belt load based on inertia.
  • projection part 52 function as a supporting member by contact
  • projection part 50 and 52 functions as a control member which suppresses the position shift of a lock lever, the displacement in the width direction of the lock lever 31 and the axial run-out around the rotating shaft M can be suppressed. As a result, each engagement protrusion 36 of the lock lever 31 can be engaged and disengaged with each engagement hole 38 of the lower rail 5 more smoothly.
  • the lock lever 31 includes an overhang 50 provided at the tip of the working end 31a via the connection 51. Therefore, the same effect as the effect (2) of the first embodiment can be obtained.
  • the lock lever 31 includes an overhanging portion 52 provided at a position closer to the engaging protrusion 36 with respect to the rotation axis M. Therefore, it is possible to obtain the same effect as the overhanging portion 52 of another example shown in FIGS. 7A and 7B of the first embodiment.
  • the projecting portion 50 has a curved shape in which a cross-sectional shape orthogonal to the extending direction is curved in a substantially arc shape. Therefore, the same effect as the effect (3) of the first embodiment can be obtained.
  • the lock lever 31 is provided with the four engaging protrusions 36 at both end portions of the tip portion thereof.
  • the present invention is not limited to this, and the number of the engaging protrusions 36 may be arbitrarily changed.
  • the position is not necessarily the tip portion as long as it is on the rear side of the rotation axis M.
  • a plurality of (four) insertion holes 37 corresponding to the engaging protrusions of the lock lever 31 are formed in each side wall 15.
  • the configuration is not limited thereto, and a configuration in which a plurality of engaging protrusions 36 are inserted into one insertion hole 37 may be employed.
  • each engaging protrusion 36 is provided at the side end 32b of the lever main body 32 so as to protrude inward in the width direction of the seat 1 in the on-vehicle state.
  • the present invention is not limited to this, and any configuration may be employed as long as the engagement protrusions 36 are provided only on one side in the width direction of the lock lever 31, and each engagement protrusion 36 may protrude outward in the width direction of the seat 1. .
  • a configuration in which the upper rail 6 tilts outward in the width direction of the seat 1 due to a seat load and a seat belt load based on inertia, that is, a plate-like portion 25 serving as a load support portion is disposed on the inner side in the width direction.
  • the engaging protrusions 36 protrude outward in the width direction of the seat 1.
  • each engaging protrusion 36 protrudes outward in the width direction of the sheet 1.
  • the plate-like portion 25 serving as the load support portion is formed in a flat plate shape, but the shape thereof may be arbitrarily changed.
  • the lock lever 31 includes the overhang 50 provided at a position farther from the engagement protrusion 36 with respect to the rotation axis M, and the engagement protrusion with respect to the rotation axis M.
  • the projecting portion 52 provided at a position closer to the portion 36 is provided.
  • the configuration is not limited to this, and only one of these overhang portions 50 and 52 may be provided.
  • each engagement protrusion 36 of the lock lever 31 can be engaged and disengaged with each engagement hole 38 of the lower rail 5 more smoothly.
  • each engagement projection is utilized by utilizing the deformation of the upper rail 6 as described above when the vehicle collides forward. 36 can be restrained. And thereby, high safety
  • an overhanging portion may be formed not only on the operation end 31a side where each engagement protrusion 36 is provided, but also on the operation end 31b side opposite to the rotation axis M. However, from the viewpoint of ensuring smooth engagement / disengagement of the lock lever 31, it is desirable to form an overhanging portion on the side of the working end 31 a where each engagement protrusion 36 is provided.
  • the overhanging portion 50 both end portions 50a and 50b thereof
  • the overhanging portion 52 protrude outward in the width direction from both side end portions 32a and 32b of the lever body 32, respectively.
  • the both side wall portions 15 are opposed to each other.
  • the present invention is not limited to this, and a configuration in which an overhanging portion that protrudes in the opposite direction to the direction in which each engaging protrusion 36 protrudes and faces the side wall portion 15 is provided in the lock lever 31 may be employed.
  • the upper rail protrudes outward in the width direction from the side end 32 a to the side end 32 a opposite to the side end 32 b provided with each engagement protrusion 36.
  • 6 is provided with an overhanging portion 55 facing the side wall portion 15A.
  • the projecting portion 55 is provided at a position corresponding to each engagement protrusion 36 in the longitudinal direction of the lock lever 31.
  • the projecting portion 50 has a curved shape in which a cross-sectional shape orthogonal to the extending direction (width direction) is curved in a substantially arc shape.
  • the shape is not limited to this, and the shape including the protruding portion 52 may be arbitrarily changed.
  • the bent shape is not limited to the curved shape as described above, but may be, for example, an acute bent shape.
  • the lock lever 31 is formed by bending a plate material.
  • the present invention is not limited to this, and may be formed by other processing methods such as casting, forging, cutting or injection molding.
  • the bending process as in the above embodiment is advantageous. And in that case, the rigidity in the width direction can be strengthened easily by forming the bending shape of the up-down direction.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)
PCT/JP2013/070930 2012-08-09 2013-08-01 車両用シートスライド装置 WO2014024779A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201380040198.XA CN104507742B (zh) 2012-08-09 2013-08-01 车辆用座椅滑动装置
BR112015001403-8A BR112015001403B1 (pt) 2012-08-09 2013-08-01 Dispositivo de deslize para assento de um veículo
IN834DEN2015 IN2015DN00834A (zh) 2012-08-09 2013-08-01

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
JP2012-177456 2012-08-09
JP2012177458A JP5867334B2 (ja) 2012-08-09 2012-08-09 車両用シートスライド装置
JP2012-177458 2012-08-09
JP2012-177457 2012-08-09
JP2012177456A JP5867333B2 (ja) 2012-08-09 2012-08-09 車両用シートスライド装置
JP2012177457A JP2014034330A (ja) 2012-08-09 2012-08-09 車両用シートスライド装置
JP2012-192174 2012-08-31
JP2012192174A JP5867344B2 (ja) 2012-08-31 2012-08-31 車両用シートスライド装置

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WO2014024779A1 true WO2014024779A1 (ja) 2014-02-13

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BR (1) BR112015001403B1 (zh)
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WO (1) WO2014024779A1 (zh)

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JP6875946B2 (ja) * 2017-07-12 2021-05-26 株式会社ホンダアクセス オットマン及びオットマンを備える車両用シートシステム
CN107472091A (zh) * 2017-08-23 2017-12-15 重庆飞适动力汽车座椅部件有限公司 一种汽车座椅滑轨加强装置
CN107627909A (zh) * 2017-08-23 2018-01-26 重庆飞适动力汽车座椅部件有限公司 一种汽车座椅滑轨
JP7141278B2 (ja) 2018-08-27 2022-09-22 トヨタ車体精工株式会社 シートスライド装置
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CN104507742B (zh) 2016-10-19

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