JP2008149889A - Seat - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a seat capable of obtaining stable brake force, in regard to the seat having a first rail provided on a floor extendably to the advancing direction of a vehicle, a second rail movably engaged with the first rail and provided with the seat, a locked part provided on either one of the floor side or the second rail, a lock part provided on the other rail of the floor side or the second rail engageably/disengageably with/from the locked part, an energizing means for energizing in the direction where the lock part is engaged with the locked part, a drive part for driving the lock part and releasing the engagement of the lock part with the locked part, an acceleration sensor for detecting the acceleration applied to the seat, and a control part for taking in a signal from the acceleration sensor and driving the drive part to release the engagement of the lock part with the locked part when acceleration is applied to the seat. <P>SOLUTION: A brake force applying means 101b for continuously applying brake force to the movement of the second rail 55 is provided. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention includes a first rail provided on a floor so as to extend in a traveling direction of the vehicle, a second rail movably engaged with the first rail, and provided with a seat, A locked part provided on one of the floor side and the second rail, and the other side of the floor side and the second rail are detachably provided on the locked part. A locking portion, biasing means for biasing the locking portion in a direction to engage the locked portion, and driving the locking portion to release the engagement between the locking portion and the locked portion. A drive unit, an acceleration sensor for detecting an acceleration acting on the seat, and a signal from the acceleration sensor, and when the acceleration acts on the seat, the drive unit is driven to A controller that releases the engagement with the locked part. That relates to a sheet.

  When the front part of the vehicle is crushed due to a frontal collision of the vehicle, the space between the dashboard and the seat may be narrowed. Therefore, if the seat occupant's legs are located in the space between the dashboard and the seat, it may be difficult to rescue the occupant.

  In order to secure a space where the seated person's legs are located between the dashboard and the seat, a seat that releases the slide lock and allows the seat to move backward in the event of a frontal collision of the vehicle has been proposed. Yes.

  In FIG. 14, the arrow direction is the traveling direction of the vehicle. On the floor, a first rail (not shown) provided so as to extend in the traveling direction of the vehicle, and a second rail (movingly engaged with the first rail and provided with a seat) ( (Not shown).

  On the second rail side, a rack 1 having serrated ratchet teeth 1a is provided as a member to be locked. The ratchet teeth 1a have a standing wall surface 1b that is substantially perpendicular to the traveling direction of the vehicle on the traveling direction side of the vehicle, and an inclined surface 1c that is opposite to the traveling direction of the vehicle.

  On the other hand, a claw member 3 is provided on the floor side as a lock portion that can be engaged and disengaged with the ratchet teeth 1a of the rack 1. At the tip of the claw member 3, a standing wall surface 3b facing the standing wall surface 1b of the ratchet tooth 1a and a slope 3c facing the slope surface 1c of the ratchet tooth 1a are formed.

The claw member 3 is biased by a spring 5 in a direction to mesh with the ratchet teeth 1a.
In addition, a solenoid 9 is provided, and the sliding piece 11 driven by the solenoid 9 is driven on the movement locus of the claw member 3 and at a position away from the movement locus of the claw member 3. .

  The state shown in FIG. 14 is a state in which the sliding piece 11 is positioned on the movement locus of the claw member 3 and the movement of the claw member 3 in the direction away from the rack 1 is prohibited. At this time, the movement of the rack 1 in the direction of the arrow and the movement of the rack 1 in the direction opposite to the arrow are prohibited. In other words, the forward movement and backward movement of the seat are prohibited.

  Further, the state shown in FIG. 15 is a state in which the sliding piece 11 is located at a position away from the movement locus of the claw member 3 and the claw member 3 can move in a direction away from the rack 1. At this time, if the rack 1 tries to move in the arrow direction, the standing wall surface 1b of the ratchet teeth 1a and the standing wall surface 3b of the claw member 3 come into contact with each other, and further movement of the rack 1 in the arrow direction is prohibited. Further, when the rack 1 tries to move in the direction opposite to the arrow direction, a component force is generated on the inclined surface 3c of the claw member 3 in a direction in which the claw member 3 is pushed down against the urging force of the spring 5. Accordingly, the rack 1 can move rearward while the claw member 3 moves in the vertical direction along the inclined surface 1c of the ratchet teeth 1a of the rack 1. In other words, the movement of the seat in the forward direction is prohibited, but the movement of the seat in the backward direction is possible.

  Reference numeral 13 denotes an acceleration sensor that detects acceleration acting on the seat. Reference numeral 15 denotes a control unit that drives the solenoid 9 when the acceleration sensor 13 receives a signal from the acceleration sensor 13 and acts on the seat.

Next, the operation of the above configuration will be described. In the state shown in FIG. 14, the claw member 3 meshes with the ratchet teeth 1 a of the rack 1, and the rack 1, that is, the movement of the seat in the front-rear direction is prohibited.
When the vehicle collides with the front and an acceleration greater than the set acceleration is applied to the seat, the control unit 15 taking in the signal from the sensor 13 drives the solenoid 9 to move the sliding piece 11 away from the movement locus of the claw member 3. 15 to the state shown in FIG. That is, the movement of the seat in the forward direction is prohibited, but the movement of the seat in the rear direction is possible.

For this reason, the front of the vehicle collapses due to a frontal collision, the space between the dashboard and the seat shrinks, and when the seat occupant's leg is pushed against the dashboard, the seat moves backward, and the dashboard and the seat A space in which the leg portion of the seated person is located can be secured (for example, see Patent Document 1).
JP 2004-299637 A

  In the seat having the above-described configuration, when the seat moves rearward, a braking force is generated by sliding contact between the slope of the ratchet teeth 1a and the slope 3c of the claw member 3, so that rapid rearward movement of the seat is prohibited. It has become.

  In this case, the braking force depends on the contact area between the inclined surface of the ratchet teeth 1 a and the inclined surface 3 c of the claw member 3. In the case of the above configuration, when the claw member 3 moves upward, the contact area between the inclined surface of the ratchet teeth 1a and the inclined surface 3c of the claw member 3 increases, and the braking force increases. When the claw member 3 moves downward, the contact area between the inclined surface of the ratchet teeth 1a and the inclined surface 3c of the claw member 3 is reduced, and the braking force is reduced. When the claw member 3 gets over the ratchet teeth 1a, the braking force becomes zero. Therefore, the braking force is not constant and there is a case where no braking force is generated.

  Also, after the claw member 3 gets over the ratchet teeth 1a, a phenomenon in which the claw portion 3 does not fit between the ratchet teeth 1a and the next ratchet teeth 1a and the claw portion 3 slides on the tip of the ratchet teeth 1a, so-called tooth It may cause a jump. When tooth jump occurs, almost no braking force is generated.

  The present invention has been made in view of the above problems, and an object thereof is to provide a seat that can obtain a stable braking force.

  According to a first aspect of the present invention, there is provided a first rail provided on the floor so as to extend in a traveling direction of the vehicle, and a second rail movably engaged with the first rail and provided with a seat. A locked portion provided on one of the rail, the floor side, and the second rail; and the other side of the floor side and the second rail, the locked portion being engaged with and disengaged from the locked portion. A lock portion provided in a possible manner, biasing means for biasing the lock portion in a direction in which the lock portion engages with the locked portion, and driving the lock portion to engage the lock portion with the locked portion. A drive unit for releasing the engagement, an acceleration sensor for detecting an acceleration acting on the seat, and a signal from the acceleration sensor, and when the acceleration acts on the seat, the drive unit is driven to Release the engagement between the lock part and the locked part. A seat and a control unit for movement of the second rail, a sheet, characterized in that it comprises a braking force applying means for continuously providing the braking force.

  According to a second aspect of the present invention, in the brake force applying means, one end is attached to the floor side, the other end is attached to the second rail, and the member deforms plastically when the second rail moves. The sheet according to claim 1, wherein:

The invention according to claim 3 is the seat according to claim 2, wherein the member has a portion extending in a direction intersecting with a moving direction of the second rail.
According to a fourth aspect of the present invention, the brake force applying means has a shape bent in a triangular waveform on a plane perpendicular to the floor and along the moving direction of the second rail. The seat according to any one of claims 1 to 3, wherein the rail is compressed when it moves rearward.

The invention according to claim 5 is the seat according to claim 3 or 4, further comprising a cover having a surface against which a buckling portion abuts when the brake applying means buckles.
The invention according to claim 6 is the sheet according to claim 4 or 5, wherein a notch is formed in a side portion of the top of the triangular wave.

  The invention according to claim 7 is characterized in that the braking force applying means is provided on the second rail side, contacts the floor side, and rotates when the second rail moves, The seat according to claim 1, further comprising a damper provided on the rotating shaft.

  According to the first to seventh aspects of the invention, the brake force applying means for continuously applying the brake force to the movement of the second rail is provided, whereby a stable brake force can be obtained.

  According to the second aspect of the present invention, the brake force applying means has one end attached to the floor side, the other end attached to the second rail, and plastic deformation when the second rail moves. The desired braking force can be obtained by changing the material and shape of the member.

  According to the invention which concerns on Claim 3, when the said member has a part extended in the direction which cross | intersects the moving direction of a said 2nd rail, when a member is compressed, it becomes difficult to buckle, and stable braking force Is obtained.

  According to the invention according to claim 4, the braking force applying means is a shape that is perpendicular to the floor and bent into a triangular waveform on a plane along the moving direction of the second rail. Even if the second rail moves rearward and is compressed, it is difficult to buckle and a stable braking force is obtained.

  According to the fifth aspect of the present invention, when the brake applying means is buckled, the second rail is moved by providing a cover having a surface against which the buckled portion abuts, and the brake force applying means is Even if buckling occurs, the buckled portion hits the surface of the cover and further buckling is prevented, so that a stable braking force can be obtained.

  According to the invention which concerns on Claim 6, since the notch is formed in the side part of the top part of a triangular wave, the bending rigidity in a top part is small. Therefore, when the second rail moves rearward and the braking force applying means is compressed, the braking force applying means is bent at the top of the triangular wave and is not easily buckled, and a stable braking force is obtained.

  According to the invention of claim 7, the brake force applying means is provided on the second rail side, contacts the floor side, and rotates when the second rail moves, and the rotation A stable braking force can be obtained by comprising a damper provided on the rotating shaft of the body.

  Initially, the whole structure of the sheet | seat of this example is demonstrated using FIG. As shown in the figure, a lower seat track 51 and an upper seat track 61 are stacked on the floor F from the floor F side. The lower seat track 51 includes a first rail 53 provided on the floor F so as to extend in the traveling direction of the vehicle, and a second rail 55 movably engaged with the first rail. Yes. The upper seat track 61 includes a first rail 63 provided on the second rail 55 of the lower seat track 51 and a second rail 65 movably engaged with the first rail 63. A seat 71 is provided on the second rail 65 of the upper seat track 61. The seat 71 includes a seat cushion 73 for supporting the seated person's buttocks and a seat back 75 for supporting the seated person's back. The normal slide of the seat 71 is performed when the second rail 65 of the upper seat track 61 moves with respect to the first rail 63. Normally, the movement of the second rail 55 relative to the first rail 53 of the lower seat track 51 is prohibited, and the movement of the second rail 55 relative to the first rail 53 is released when the vehicle collides front. A seat track release device is provided.

Here, the sheet track releasing device will be described.
(First embodiment)
First, FIG. 1 which is a top view of the lower sheet track 51 of the first embodiment, FIG. 2 which is a cross-sectional view taken along a cutting line AA in FIG. 1, and FIG. It explains using.

  As shown in FIG. 1, the bracket 101 is disposed along the moving direction of the second rail 55 of the lower seat track 51. A front attachment portion 101 a that is bent toward the lower seat track 51 and attached to the top portion of the second rail 55 is formed at the front portion of the bracket 101. A rear attachment portion 101 c that is bent toward the lower seat track 51 and attached to the bottom of the first rail 53 is formed at the rear portion of the bracket 101. Between the front mounting portion 101a and the rear mounting portion 101c, a brake force applying portion 101b as a braking force applying means is formed.

  On the floor F, a hook 105 as a lock portion is rotatably provided using a pin 103. A hook groove 105 a is formed in the hook 105. On the other hand, the second rail 55 is provided with a sub bracket 108, and the sub bracket 108 is provided with a pin 110 as a locked portion to which the hook groove 105 a of the hook 105 can be engaged and disengaged.

  Further, the hook 105 is engaged with the pin 110 by the spring 107 as an urging means having one end locked to the floor F and the other end locked to the hook 105 (in the direction of the arrow in the figure). Is being energized. Further, on the floor F, a solenoid 109 as a drive unit is provided. The rod 109a of the solenoid 109 is rotatably attached to the hook 105 using a pin 111. When the solenoid 109 is driven, the rod 109a is pulled from the state shown in FIG. 1, and the hook 105 rotates in the direction opposite to the arrow direction against the biasing force of the spring 107, and the hook groove 105a of the hook 105 and the pin The engagement with 110 is released (see FIG. 6).

  As shown in FIG. 3, the braking force applying portion 101 b is a shape that is perpendicular to the floor F and bent into a triangular waveform on a plane along the moving direction of the second rail 55 of the lower seat track 51. The second rail 55 has portions 101e to 101n that intersect with the moving direction of the second rail 55 (the moving direction of the vehicle). Further, notches 101o are formed on both sides of each upper portion (top portion) and each lower portion (bottom portion) of the triangular wave.

  Further, on the floor F, a cover 102 having a substantially U-shaped cross section having a surface facing the one side surface, the lower surface, and the upper surface of the brake force applying portion 101b of the bracket 101 is provided (FIG. 2). reference).

  Next, the electrical configuration of this embodiment will be described with reference to FIG. In the figure, reference numeral 121 denotes an acceleration sensor that detects acceleration acting on the seat 71. For example, an acceleration sensor for an airbag can be used. A control unit 123 drives the solenoid 109 when the signal from the acceleration sensor 121 is taken and acceleration is applied to the seat 71.

  Next, the operation of this embodiment will be described with reference to FIGS. 1, 5, and 6. FIG. 5 is a flowchart for explaining the operation of the control unit, and FIG. 6 is a diagram showing a case where the second rail moves rearward from the state of FIG. As shown in FIG. 5, the control unit 123 takes in a signal from the acceleration sensor 121, and when the signal (g) of the acceleration sensor 121 exceeds a set value (Gc) due to a frontal collision of the vehicle, that is, the seat 71. When the acceleration of pushing forward exceeds a set value, the solenoid 109 is driven.

  When the solenoid 109 is driven in the state shown in FIG. 1, the rod 109 a is retracted and the hook 105 rotates in the direction opposite to the arrow direction against the urging force of the spring 107, and the hook groove 105 a of the hook 105 and the pin 110 are The engagement is released and the second rail 55 can move with respect to the first rail 53. That is, the sheet can move backward.

  Then, due to the frontal collision, the front part of the vehicle collapses, the space between the dashboard and the seat shrinks, and when the seat occupant's leg is pushed against the dashboard, the seat moves backward, and the dashboard and the seat A space in which the legs of the seated person are located can be secured. When the seat moves rearward, as shown in FIG. 6, the triangular waveform brake force applying portion 101b of the bracket 101 is compressed in the moving direction of the second rail 55 and plastically deformed. A brake force is continuously applied to the movement of the rail 55.

According to such a configuration, the following effects can be obtained.
(1) A stable braking force can be obtained by including the braking force applying unit 101b as a braking force applying unit that continuously applies a braking force to the movement of the second rail 55.
(2) The brake force applying unit 101b as the brake force applying means is attached to the first rail 53 having one end on the floor side, and attached to the second rail 55 at the other end. Is a metal thin plate that is plastically deformed when moved, and a desired braking force can be obtained by changing the material and shape of the braking force applying portion 101b.
(3) The braking force applying portion 101b is bent in a substantially “triangular wave” shape on a plane perpendicular to the floor F and along the moving direction of the second rail 55 of the lower-stage seat track 51. When the brake force applying portion 101b is compressed in the moving direction of the second rail 55 and plastically deformed by having the portions 101e-101n intersecting the moving direction of the rail 55 (vehicle moving direction), the brake force applying portion 101b becomes difficult to buckle, and a stable braking force can be obtained.
(4) Since the notch 101o is formed, the bending rigidity at the top is small. Therefore, when the brake force applying part 101b is compressed in the moving direction of the second rail 55 and plastically deforms, the brake force applying part 101b is bent at the top, so that it is difficult to buckle and a stable brake force is obtained. .
(5) On the floor F, the cover 102 having a substantially U-shaped cross section having a surface facing the one side surface, the lower surface, and the upper surface of the brake force applying portion 101b of the bracket 101 is provided. Even if the second rail 55 moves rearward, the brake force applying portion 101b is compressed, and the brake force applying portion 101b is buckled, the buckled portion abuts against the upper surface or the lower surface of the cover 102, and further buckling occurs. Is prohibited, and a stable braking force can be obtained.

The present invention is not limited to the above embodiment. In the above embodiment, the brake force applying portion 101b formed on the bracket 101 is
The shape is bent in a triangular waveform on a surface perpendicular to the floor F, but is not limited thereto.

  For example, the shape shown in FIGS. 9 and 3 may be used. FIG. 8 is a top view of a lower seat track of another example of the first embodiment, and FIG. 9 is a diagram showing a case where the second rail moves rearward from the state of FIG. In the present embodiment, the same parts as those in the above-described embodiments are denoted by the same reference numerals, and redundant description is omitted.

  A bracket 101 ′ is provided along the lower seat track 51. The front part of the bracket 101 ′ is a front part attaching part 101 a ′ attached to the lower surface of the first rail 53 of the lower seat track 51. The rear part of the bracket 101 ′ is a rear part attaching part 101 c ′ attached to the upper surface of the second rail 53 of the lower seat track 51. And between the front part attaching part 101a 'and the rear part attaching part 101c', there is a brake force applying part 101b 'as a brake force applying means.

  A hook 105 as a lock portion is rotatably provided on the front attachment portion 101 a ′ using a pin 103. A hook groove 105 a is formed in the hook 105. On the other hand, the second rail 55 is provided with a sub bracket 108, and the sub bracket 108 is provided with a pin 110 as a locked portion to which the hook groove 105 a of the hook 105 can be engaged and disengaged.

  Further, the hook 105 is engaged with the pin 110 by the spring 107 as an urging means having one end locked to the floor F and the other end locked to the hook 105 (in the direction of the arrow in the figure). Is being energized. Further, a solenoid 109 as a drive unit is provided on the front mounting portion 101 a of the bracket 101. The rod 109a of the solenoid 109 is rotatably attached to the hook 105 using a pin 111. When the solenoid 109 is driven, the rod 109a is drawn from the state shown in the figure, and the hook 105 rotates in the direction opposite to the arrow direction against the urging force of the spring 107, and the hook groove 105a of the hook 105 and the pin 110 are rotated. Is disengaged (see FIG. 9).

  The brake force applying portion 101b ′ of the bracket 101 ′ is made of a thin metal plate, and is bent into a substantially “m” shape on a plane parallel to the floor F as shown in FIG. It has portions 101d ′, 101e ′, 101f ′, 101g ′ that intersect the direction (the moving direction of the vehicle).

  Then, due to the frontal collision, the front part of the vehicle collapses, the space between the dashboard and the seat shrinks, and when the seat occupant's leg is pushed against the dashboard, the seat moves backward, and the dashboard and the seat A space in which the legs of the seated person are located can be secured. When the seat moves rearward, as shown in FIG. 9, the brake force applying portion 101 b ′ bent in the “m” shape of the bracket 101 extends in the moving direction of the second rail 55 and is plastically deformed. Therefore, the braking force is continuously applied to the movement of the second rail 55.

According to such a configuration, the following effects can be obtained.
(1) A stable braking force can be obtained by including the brake force applying unit 101b ′ as a braking force applying unit that continuously applies a braking force to the movement of the second rail 55.
(2) The brake force applying portion 101b ′ as the brake force applying means is attached to the first rail 53, one end of which is on the floor side, and the other end is attached to the second rail 55. It is a metal thin plate that plastically deforms when 55 moves, and a desired braking force can be obtained by changing the material and shape of the braking force applying portion 101b.
(3) The brake force applying portion 101b ′ is bent into a substantially “m” shape, and includes portions 101d ′, 101e ′, 101f ′, and 101g ′ that intersect the moving direction of the second rail 55 (the moving direction of the vehicle). By having this, the braking force application portion 101b ′ is less likely to buckle, and a stable braking force can be obtained.
(Second embodiment)
First, a description will be given with reference to FIG. 10, which is a top view of the lower sheet track 51 of the second embodiment. Note that the same parts as those in the first embodiment are denoted by the same reference numerals, and redundant description is omitted.

  A bracket 201 is provided on the upper surface of the second rail 55 on the front side of the lower seat track 51. A hook 205 as a lock portion is rotatably provided on the bracket 201 using a pin 203. A hook groove 205 a is formed in the hook 205.

  In addition, one end of the brake force application member 211 is attached to the upper surface of the intermediate portion of the second rail 55. On one end side of the braking force application member 211, a pin 210 is provided as a locked portion to which the hook groove 205a of the hook 205 can be engaged and disengaged. The hook 205 is engaged with the pin 210 by a spring 207 as an urging means whose one end is locked to the bracket 201 and the other end is locked to the hook 205 (in the direction of the arrow in the figure). Is being energized. Further, a solenoid 209 as a drive unit is provided on the bracket 201. The rod 209a of the solenoid 209 is rotatably attached to the hook 205 using a pin 212. When the solenoid 209 is driven, the rod 209a is drawn from the state shown in the figure, and the hook 205 rotates in the direction opposite to the arrow direction against the urging force of the spring 207, and the hook groove 205a of the hook 205 and the pin 210 are rotated. The engagement with is released.

The brake force application member 211 extends rearward of the lower seat track 51 and is attached to the lower surface of the rear of the first rail 53 so as to function as brake force application means.
The brake force applying member 211 is a thin metal plate, and as shown in the drawing, the mounting portion 211a to the second rail 55 extending in a direction substantially orthogonal to the moving direction of the second rail 55, and the first rail 53. Mounting portion 211b, and mounting portion 211a and bridging portions 211c and 211d provided so as to bridge mounting portion 211b. The bridging portions 211c and 211d are bent in a substantially “h” shape. Accordingly, the attachment portions 211a and 211b and the bridging portions 211c and 211d intersect the moving direction of the second rail 55 (the moving direction of the vehicle). Furthermore, a notch 211e is formed between the attachment portion 211a and the bridging portion 211c. Further, a notch 211f is formed between the attachment portion 211b and the bridging portion 211d.

  As in the first embodiment, the present embodiment also includes an acceleration sensor that detects the acceleration acting on the seat 71 and a solenoid when a signal is received from the acceleration sensor and acceleration is applied to the seat 71. A control unit for driving 209 is included.

  Next, the operation of this embodiment will be described. The basic operation is the same as in the first embodiment. The control unit captures a signal from the acceleration sensor, and when the acceleration sensor signal exceeds a set value due to a frontal collision of the vehicle, that is, when the acceleration pushing the seat 71 forward exceeds the set value, the solenoid 209 is turned on. To drive.

  When the solenoid 209 is driven in the state of FIG. 1, the rod 209 a is pulled in, and the hook 205 rotates in the direction opposite to the arrow direction against the urging force of the spring 207, so that the hook groove 205 a of the hook 205 and the pin 210 The engagement is released and the second rail 55 can move with respect to the first rail 53. That is, the sheet can move backward.

  Then, due to the frontal collision, the front part of the vehicle collapses, the space between the dashboard and the seat shrinks, and when the seat occupant's leg is pushed against the dashboard, the seat moves backward, and the dashboard and the seat A space in which the legs of the seated person are located can be secured. During the rearward movement of the seat, the braking force application member 211 is compressed along the movement direction of the second rail 55 and plastically deformed as indicated by a two-dot chain line, and the movement of the second rail 55 is performed. On the other hand, the braking force is continuously applied.

According to such a configuration, the following effects can be obtained.
(1) By having the brake force application member 211 as a brake force application unit that continuously applies a brake force to the movement of the second rail 55, a stable brake force can be obtained.
(2) The brake force applying member 211 as a brake force applying means is attached to the first rail 53 having one end portion on the floor side, and attached to the second rail 55 at the other end portion. Is a metal thin plate that is plastically deformed when moved, and a desired braking force can be obtained by changing the material and shape of the braking force applying member 211.
(3) The braking force application member 211 has a portion that intersects the moving direction of the second rail 55 (the moving direction of the vehicle), that is, the mounting portions 211a and 211b and the bridging portions 211c and 211d, thereby providing braking force. The applying member 211 is less likely to buckle, and a stable braking force can be obtained.
(4) A notch 211e is formed between the attachment portion 211a of the brake force application member 211 and the bridging portion 211c. Further, a notch 211f is formed between the attachment portion 211b of the brake force applying member 211 and the bridging portion 211d. Therefore, the braking force application member 211 is less likely to buckle, and a stable braking force can be obtained.
(Third embodiment)
This will be described with reference to FIGS. 11 is a top view of the lower sheet track, FIG. 12 is a cross-sectional view taken along the line CC in FIG. 11, and FIG. 13 is a cross-sectional view taken along the line DD in FIG.

  A bracket 301 is provided on the lower surface of the first rail 53 of the lower seat track 51. A hole 303 is formed in the bracket 301 along the moving direction of the second rail 55. A rack 305 is formed on the wall surface on the first rail 53 side of the two wall surfaces along the moving direction of the second rail 55 in the hole 303.

  Further, the bracket 301 is formed with a standing wall portion 301a that extends in a direction substantially perpendicular to the floor and away from the floor along the moving direction of the second rail 55. A plurality of lock holes 301b are formed in the standing wall portion 301a at regular intervals. Further, a hook 309 as a lock portion is rotatably provided on the bracket 301 using a pin 307. The hook 309 is formed with a hook groove 309a.

  On the other hand, the second rail 55 is provided with a sub bracket 351. The sub bracket 351 extends in the direction of the first rail 53, and a pin as a locked portion to which the hook groove 309a of the hook 309 can be engaged and disengaged. 353 is provided.

  Further, the hook 309 is engaged with the pin 353 in the hook groove 309a by the spring 311 as an urging means in which one end side is locked to the bracket 301 and the other end side is locked to the hook 309 (in the direction of the arrow in the figure). Is being energized.

  Further, a solenoid 321 as a drive unit is provided on the bracket 301. The rod 321a of the solenoid 321 is rotatably attached to the hook 309 using a pin 323. When the solenoid 321 is driven, the rod 321a is drawn from the state shown in the figure, the hook 309 rotates in the direction opposite to the arrow direction against the urging force of the spring 311, and the hook groove 309a of the hook 309 and the pin 353 are rotated. The engagement with is released.

  The sub bracket 351 is provided with a rotary damper 355 that functions as a brake force applying portion. As shown in FIG. 12, the rotary damper 355 is inserted into the casing 357, the shaft 359 provided to be rotatable with respect to the casing 357, and rotated integrally with the shaft 359 in the casing 357. Further, a viscous body (for example, oil) is sealed in the casing 357. When the shaft 359 and the fin 361 rotate, a viscous shear resistance (braking force) is generated by the action of a viscous body existing between the shaft 359 and the fin 361 and the casing 357. The shaft 359 of the rotary damper 355 is provided with a pinion 363 that is screwed into a rack 305 formed on the bracket 301. The pinion 363 is provided on the second rail 55 side, contacts the floor side, and functions as a rotating body that rotates when the second rail 55 moves.

  The shaft 359 of the rotary damper 355 is rotatably provided with a latch 371 that can be engaged with a lock hole 301b formed in the standing wall portion 301a of the bracket 301. The shape of the latch 371 is such that, when engaged with the lock hole 301b, the forward movement of the second rail 55 is prohibited and the backward movement of the second rail 55 is permitted. That is, when the latch 371 is engaged with the lock hole 301b, the movement of the seat in the forward direction is prohibited, but the movement of the seat in the rear is possible. And the latch 371 is urged | biased by the direction which engages with the lock hole 301b with the spring which is not shown in figure.

  As in the first embodiment, the present embodiment also includes an acceleration sensor that detects the acceleration acting on the seat 71 and a solenoid when a signal is received from the acceleration sensor and acceleration is applied to the seat 71. A control unit for driving the H.321.

  Next, the operation of this embodiment will be described. The basic operation is the same as in the first embodiment. The control unit captures a signal from the acceleration sensor, and when the acceleration sensor signal becomes equal to or higher than the set value due to a frontal collision of the vehicle, that is, when the acceleration pushing the seat 71 forward becomes equal to or higher than the set value, a predetermined timing is obtained. To drive the solenoid 321. Note that the predetermined timing is a period from when the acceleration of pushing the seat 71 forward decreases and until the acceleration of pushing the seat 71 backward starts to act.

  When the solenoid 321 is driven in the state of FIG. 11, the rod 321 a is pulled in, the hook 309 rotates in the direction opposite to the arrow direction against the urging force of the spring 311, and the hook groove 309 a of the hook 309 and the pin 353 The engagement is released and the second rail 55 can move with respect to the first rail 53. That is, the sheet can move backward.

  Then, due to the frontal collision, the front part of the vehicle collapses, the space between the dashboard and the seat shrinks, and when the seat occupant's leg is pushed against the dashboard, the seat moves backward, and the dashboard and the seat A space in which the legs of the seated person are located can be secured. The pinion 363 rotates with the rearward movement of the seat, that is, the rearward movement of the second rail 55, but the rotary damper 355 continues the movement of the second rail 55. Brake power is given. That is, the pinion 363 and the rotary damper 355 constitute a braking force applying means.

According to such a configuration, the following effects can be obtained.
(1) By having the rotary damper 355 as a braking force applying means that continuously applies a braking force to the movement of the second rail 55, a stable braking force can be obtained.
(2) The braking force applying means includes a pinion 363 as a rotating body that rotates when the second rail 55 moves, and a rotary damper 355 provided on a shaft 359 as a rotating shaft of the pinion 363. Stable braking force can be obtained.

  Note that the present invention is not limited to the third embodiment. The rotating body that rotates when the second rail 55 moves may be a roller that is provided on the second rail 55 side and rolls on the floor or the first rail 53.

It is a top view of the lower stage seat track of the 1st form example. It is sectional drawing in cutting line AA. FIG. 2 is a view in the direction of arrow E in FIG. 1. It is a block diagram explaining the electrical constitution of the 1st form example. It is a flowchart explaining the action | operation of a control part. It is a figure which shows the case where the 2nd rail moved back from the state of FIG. It is a figure explaining the whole structure of a sheet. It is a top view of the lower-stage seat track of the other example of the first embodiment. It is a figure which shows the case where the 2nd rail moved back from the state of FIG. It is a top view of the lower sheet track 51 of the second embodiment. It is a top view of the lower sheet track of the third embodiment. FIG. 12 is a sectional view taken along a cutting line CC in FIG. FIG. 12 is a cross-sectional view taken along a cutting line DD in FIG. 11. It is a figure explaining a prior art example. It is a figure explaining the action | operation of FIG.

Explanation of symbols

51 Lower-stage seat track 53 First rail 55 Second rail 101b Brake force application unit (brake force application means)

Claims (7)

A first rail provided on the floor so as to extend in the traveling direction of the vehicle, a second rail movably engaged with the first rail and provided with a seat, the floor side, A locked portion provided on one of the second rails, and a lock portion provided on the floor side, on the other rail of the second rail, so as to be detachable from the locked portion; Urging means for urging the lock portion in a direction to engage the locked portion; a drive portion for driving the lock portion to release the engagement between the lock portion and the locked portion; An acceleration sensor for detecting an acceleration acting on the seat; and when an acceleration acts on the seat by taking a signal from the acceleration sensor, the driving portion is driven and the locking portion and the locked portion are And a control unit for releasing the engagement Oite,
A seat having braking force applying means for continuously applying a braking force to the movement of the second rail. The braking force applying means is
The seat according to claim 1, wherein one end is attached to the floor side, the other end is attached to the second rail, and the second rail is a member that is plastically deformed. The member is
The seat according to claim 2, further comprising a portion extending in a direction crossing a moving direction of the second rail. The braking force applying means is a shape that is perpendicular to the floor and bent into a triangular waveform on a plane along the moving direction of the second rail,
The seat according to any one of claims 1 to 3, wherein the seat is compressed when the second rail moves rearward.   5. The seat according to claim 3, further comprising a cover having a surface against which a buckling portion abuts when the brake applying means buckles.   The sheet according to claim 4 or 5, wherein a notch is formed in a side portion of the top of the triangular wave. The braking force applying means is
A rotating body that is provided on the second rail side, contacts the floor side, and rotates when the second rail moves;
A damper provided on a rotating shaft of the rotating body;
The sheet according to claim 1, comprising:

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