JP2021151831A - Seat slide device - Google Patents

Abstract

To provide a seat slide device which is hard to unlock even when receiving vibration.SOLUTION: A seat slide device includes a lower rail which can be mounted on a vehicle body, an upper rail which is slidably engaged with the lower rail, and a lock lever. The lower rail has a plurality of grooves arranged along a rail longitudinal direction. The lock lever is supported by the upper rail so that a protrusion support part formed on a tip end swings in an approaching/separating direction with respect to the groove. A plurality of protrusions engaging with the groove are formed in the protrusion support part along the rail longitudinal direction. Elasticity for bending in a swing direction of the lock lever is exhibited between a swing shaft of the lock lever and the protrusion support part. The lock lever has elasticity for bending in the swing direction of the lock lever between the swing shaft and the protrusion support part. When the protrusion support part is in contact with an opposite part facing the groove and resistance is not generated at a contact point, engagement between the protrusion which is the closest to the swing shaft and the groove is maintained.SELECTED DRAWING: Figure 7

Description

The technology disclosed herein relates to a seat slide device that slides an automobile seat.

The seat slide device that slides the seat includes a lower rail that can be attached to the vehicle body and an upper rail that can be attached to the lower part of the seat. The upper rail is slidably engaged with the lower rail.

The seat slide device is provided with a locking mechanism for fixing the upper rail to the lower rail. A general lock mechanism is composed of a plurality of grooves provided on the lower rail and a lock lever supported by the upper rail (for example, Patent Document 1). The tip of the lock lever is provided with a plurality of protrusions that engage with a plurality of grooves of the lower rail. The lock lever is supported by the upper rail so that the protrusion swings in the direction of approaching / separating from the groove. The lock lever is urged in the direction in which the protrusion approaches the groove. This urging force keeps the upper rail locked. When the user pushes the lock lever in a predetermined direction, the protrusion separates from the groove, the lock is released, and the upper rail can slide with respect to the lower rail. That is, the sheet can slide. When the user releases the lock lever, the lock lever swings in the opposite direction, the protrusion engages the groove, and the upper rail is locked with respect to the lower rail.

If the car receives a strong impact, the lock lever may swing against the urging force and the lock may be released. In the seat slide device of Patent Document 1, a weight is attached near the protrusion of the lock lever so that the lock lever does not easily swing.

JP-A-2019-217906

As mentioned earlier, the lock lever is urged in the direction in which the protrusion approaches the groove. If a strong spring is used and a strong urging force is applied to the lock lever, the lock will not be easily released even if it receives an impact. However, giving a strong force makes it difficult for the user to unlock. The present specification provides a structure in which the lock is hard to be released even if it receives an impact, while suppressing the influence on the unlocking operation by the user.

The seat slide device disclosed in the present specification includes a lower rail that can be attached to a vehicle body, an upper rail that can be attached to a seat, a lock lever, and a spring. The lower rail is provided with a plurality of grooves arranged along the longitudinal direction of the rail. The upper rail is slidably engaged with the lower rail. The lock lever is supported by the upper rail so that the protrusion support portion provided at the tip swings in the direction of approaching / separating from the groove. The spring urges the lock lever in a direction that brings the protrusion support closer to the groove on the side closer to the swing axis of the lock lever than the protrusion support. The protrusion support portion is provided with a plurality of protrusions that engage with the groove along the longitudinal direction of the rail. The space between the swing shaft of the lock lever and the protrusion support portion has elasticity to bend in the swing direction of the lock lever. The protrusion support of the lock lever swings between the groove and the opposing portion (typically the bottom plate of the upper rail) facing the groove. When the protrusion support portion of the lock lever is in contact with the facing portion and no drag force is generated at the contact point, the engagement between the protrusion and the groove closest to the swing shaft is maintained.

In the seat slide device disclosed in the present specification, the spring urges the lock lever in the direction of bringing the protrusion support portion closer to the groove until the protrusion support portion comes into contact with the facing portion. The engagement between the protrusion closest to the swing shaft and the groove is maintained only when the protrusion support portion of the lock lever is in contact with the facing portion, and the locked state is maintained. When a large impact is applied to the vehicle, when a force that presses the protrusion support part against the opposite part is applied, elasticity between the swing shaft of the lock lever and the protrusion support part is applied in addition to the spring, and the lock lever (including the spring) The overall elastic modulus of the is increased, making it difficult to unlock. Furthermore, the increase in elastic modulus increases the response speed of the vibration of the lock lever. This means that the lock lever deformed by a momentary impact can be quickly restored. This improvement in restoration speed also makes it difficult to unlock when impacted.

On the other hand, when the user releases the lock, a force that opposes the elastic force of the spring is applied to the lock lever until the protrusion support portion comes into contact with the facing portion. The force required at this time is the same as in the case of the conventional seat slide device. In order to separate the protrusion near the swing shaft from the groove, the user must apply a drag force against the elasticity between the swing shaft and the protrusion support in addition to the drag force against the spring. Even so, the load on the user is smaller than when the spring is simply strengthened.

When the protrusion support portion is pressed against the facing portion, the lock lever bends and the protrusion closest to the swing shaft separates from the groove. More specifically, when the protrusion support portion is pressed against the facing portion, the lock lever bends, the row of the plurality of protrusions and the row of the plurality of grooves become substantially parallel, and a predetermined clearance is secured between the grooves and the protrusions. By ensuring the clearance, the upper rail can move reliably with respect to the lower rail.

In the seat slide device disclosed in the present specification, the space between the swing shaft of the lock lever and the protrusion support portion has elasticity of bending in the swing direction of the lock lever. Due to this elasticity, the lock lever can still swing after the protrusion support portion comes into contact with the portion facing the groove (opposing portion). When the lock lever swings in the direction away from the groove, the protrusion support portion of the lock lever first comes into contact with the facing portion. That is, when viewed from the swing axis direction of the lock lever, the arrangement of the protrusions on the protrusion support portion has an angle with respect to the rail longitudinal direction (the direction in which the grooves are arranged). As the lock lever bends, its angle decreases, and finally the arrangement of protrusions becomes substantially parallel in the longitudinal direction of the rail. That is, the entire arrangement of the protrusions of the lock lever comes into contact with the above-mentioned facing portions and becomes substantially parallel to the groove row of the lower rail. In this way, sufficient clearance is ensured between the plurality of protrusions and the groove rows. The elasticity of the lock lever is set to such an extent that it bends by a normal operation of the user. In other words, the lock lever swings in the direction in which the protrusions separate from the groove row with a load equal to or less than the allowable upper limit load, the protrusion support portion abuts on the facing portion, and the lock lever bends to cause a plurality of protrusions. The row and the groove are almost parallel to each other, and a clearance is secured between the groove and the protrusion. In the seat slide device disclosed in the present specification, by adopting an elastic material for the lock lever, the arrangement of the protrusions can be made substantially parallel to the groove row, so that the cross-sectional area of the seat slide device (particularly). It also gives the advantage of reducing the height). That is, the seat slide device disclosed in the present specification achieves both a reduction in the cross-sectional area of the seat slide device and a clearance between the groove row of the lower rail and the protrusion of the lock lever in the unlocked state.

Details of the techniques disclosed herein and further improvements will be described in the "Modes for Carrying Out the Invention" below.

It is a side view of the seat slide device of 1st Example. It is a perspective view of the lower rail. FIG. 3A is a partial side view of the seat slide device having a cross section of the rail. FIG. 3B is a plan view of the lock lever. It is a perspective view of a lock lever. It is sectional drawing along the VV line of FIG. It is sectional drawing along the VI-VI line of FIG. It is sectional drawing of the state in which the protrusion support part is in contact with the bottom plate of an upper rail. It is sectional drawing of the state in which the tip part which received a load is in contact with the bottom plate of an upper rail. It is a side view explaining the relationship between the inner side surface of a groove and a protrusion (no load in the longitudinal direction). It is a side view explaining the relationship between the inner side surface of a groove and a protrusion (when a load in a + X direction is applied). It is a side view explaining the relationship between the inner side surface of a groove and a protrusion (when a load in the −X direction is applied). It is a side view of the seat slide device of the comparative example (no load in the longitudinal direction). It is a side view of the seat slide device of the comparative example (when the load in the + X direction is applied).

The seat slide device 2 of the embodiment will be described with reference to the drawings. FIG. 1 shows a side view of the seat slide device 2 attached to the automobile. The seat slide device 2 is composed of a lower rail 10 and an upper rail 20. The upper rail 20 is slidably attached to the lower rail 10. The lower rail 10 is fixed to the floor panel 99 of the vehicle. The upper rail 20 is attached to the lower part of the seat cushion 91 of the seat 90. An operating lever 39 connected to a lock lever (described later) extends from the front end of the upper rail 20. When the user lifts the operation lever 39, the lock of the upper rail 20 with respect to the lower rail 10 is released, and the upper rail 20 becomes slidable. That is, the sheet 90 becomes slidable. The X direction of the coordinate system in the figure corresponds to the rail longitudinal direction of the lower rail 10 and the upper rail 20. The Y direction corresponds to the short side direction of the rail. The + Z direction of the coordinate system in the figure indicates the upper side. For convenience of explanation, the + X direction is referred to as "forward" and the -X direction is referred to as "rear". The meaning of each axis of the coordinate system is the same in the following figure.

FIG. 2 shows a perspective view of the lower rail 10. The lower rail 10 includes a bottom plate 11 attached to the vehicle body, a pair of outer vertical plates 12, a pair of upper plates 13, and a pair of inner vertical plates 14. The pair of outer vertical plates 12 extend upward from both ends of the bottom plate 11 in the lateral direction of the rail (Y direction in the drawing). The pair of upper plates 13 extend from the upper ends of the outer vertical plates 12 toward the inside of the rail in the lateral direction of the rail. The pair of inner vertical plates 14 extend downward from the inner end of each upper plate 13. The pair of inner vertical plates 14 face each other. The outer vertical plate 12 and the inner vertical plate 14 are substantially parallel to each other. The inner vertical plate 14 of the lower rail 10 is provided with a plurality of grooves 15 arranged in the rail longitudinal direction (X direction). In FIG. 2, reference numerals 15 are attached to only two grooves, and reference numerals are omitted for the remaining grooves. The grooves 15 are arranged so as to be uneven downward. In other words, the groove 15 is open downward. The grooves 15 are provided in each of the pair of inner vertical plates 14.

The upper rail 20 is arranged between the pair of inner vertical plates 14. A plurality of balls (not shown) are sandwiched between the lower rail 10 and the upper rail 20. By interposing the ball between the lower rail 10 and the upper rail 20, the upper rail 20 slides smoothly with respect to the lower rail 10.

FIG. 3A shows a partial side view of the seat slide device 2 having a partially cross-sectional view. FIG. 3B is a plan view of the lock lever 30. FIG. 4 shows a perspective view of the lock lever 30. The lock lever 30 is swingably supported by the upper rail 20.

The lock lever 30 will be described. The lock lever 30 is an elongated metal plate, and its longitudinal direction is arranged along the rail longitudinal direction. The lock lever 30 is supported by the upper rail 20 by fitting the axial center protrusion 31 into a through hole (not shown) provided in the upper rail 20. The lock lever 30 can swing around a swing axis parallel to the Y axis of the coordinate system in the figure. In other words, the front end and the rear end of the lock lever 30 can swing in the vertical direction. The rear spring arm 33 extends rearward from the vicinity of the axial protrusion 31, and the protrusion support portion 34 is connected to the tip thereof. The protrusion support portion 34 can swing in the vertical direction between the groove 15 of the lower rail 10 and the bottom plate 23 of the upper rail 20. The bottom plate 23 corresponds to an opposing portion facing the groove 15.

A plurality of lock protrusions 35 project from both edges of the protrusion support portion 34 along the rail lateral direction (Y direction). At each edge of the protrusion support 34, the plurality of lock protrusions 35 are arranged in the rail longitudinal direction. The lock protrusion 35 extends outward in the lateral direction of the upper rail 20 and is locked to any of the plurality of grooves 15 of the lower rail 10. The upper rail 20 is locked to the lower rail 10 by engaging the lock protrusion 35 of the lock lever 30 supported by the upper rail 20 with any of the plurality of grooves 15 provided in the lower rail 10.

The front spring arm 32 extends forward from the axial protrusion 31. As shown in FIGS. 3A and 4, the front spring arm 32 is curved upward. Further, as shown in FIG. 3A, the front spring arm 32 comes into contact with the lower surface of the top plate 21 of the upper rail 20. The entire lock lever 30 is made of a spring material having elasticity in the swing direction, and the front spring arm 32 is deformed by being pressed against the lower surface of the top plate 21. When the front spring arm 32 is pressed against the top plate 21, the lock lever 30 is urged downward in front of the axial protrusion 31, and the lock lever is urged downward in front of the axial protrusion 31. 30 will be urged upwards. By this urging force, the lock protrusion 35 located at the rear end of the lock lever 30 is pressed against the bottom of any of the grooves 15. The engaging force between the lock protrusion 35 and the groove 15 is maintained by the urging force of the front spring arm 32. The lock lever 30 is made of, for example, a steel material of steel material standard (JIS standard) SK85.

A fitting portion 38 is provided at the front end of the lock lever 30, and the operating lever 39 is press-fitted into the fitting portion 38 to be fixed. When the user lifts the operating lever 39, the lock lever 30 is lifted in front of the axial protrusion 31 against the urging force of the front spring arm 32, and the lock lever 30 is lowered behind the axial protrusion 31. The protrusion support portion 34 at the rear end of the lock lever 30 swings downward. As the protrusion support portion 34 swings downward, the lock protrusion 35 also moves downward, the lock protrusion 35 is disengaged from the groove 15, and the locked state of the upper rail 20 is released.

The movement of the lock lever 30 from the locked state to the release of the lock will be described. FIG. 3A shows a locked state. FIG. 5 shows a cross section along the VV line of FIG. 3 (A). As shown in FIGS. 3A and 5, in the locked state, all the lock protrusions 35 of the lock lever 30 are fitted into the grooves 15 of the lower rail 10, and the upper rail 20 is locked with respect to the lower rail 10.

FIG. 6 shows a cross-sectional view taken along the line VI-VI of FIG. FIG. 6 is an enlarged view of the lock lever 30 around the protrusion support portion 34. As will be described in detail later, the groove 15 is tapered from the opening toward the bottom 15a when viewed from the rail lateral direction (Y direction). In FIG. 6 (and subsequent figures), the lock projection 35 is shown in gray to aid understanding. The lock protrusion 35 has a rectangular shape when viewed from the rail lateral direction (Y direction).

The axial protrusion 31 (see FIG. 3) is located on the left side of FIG. The shaft center protrusion 31 is a swing shaft of the lock lever 30. Hereinafter, the lock protrusion closest to the axial center protrusion 31 is referred to as a front lock protrusion 35a, and the lock protrusion farthest from the axial center protrusion 31 is referred to as a rear lock protrusion 35b. The lock protrusion between the front lock protrusion 35a and the rear lock protrusion 35b is referred to as a secondary lock protrusion 35c. When any of the front lock protrusion 35a, the rear lock protrusion 35b, and the secondary lock protrusion 35c is shown without distinction, it is referred to as the lock protrusion 35.

As described above, when the user pulls up the operation lever 39, the lock lever 30 rotates clockwise in FIG. 6 about the axial center protrusion 31. The rear lock protrusion 35b of the lock lever 30 moves downward more than the front lock protrusion 35a. FIG. 7 is a cross-sectional view corresponding to FIG. 6, showing a state in which the tip 34a of the protrusion support portion 34 is in contact with the bottom plate 23 of the upper rail 20. FIG. 7 shows a state when no drag is generated from the bottom plate 23 at the contact point between the protrusion support portion 34 and the bottom plate 23 (the tip of the protrusion support portion 34). Hereinafter, for convenience of explanation, a state in which no drag is generated from the bottom plate 23 at the contact point between the protrusion support portion 34 and the bottom plate 23 (the tip of the protrusion support portion 34) is referred to as a “drag state” (or simply “dragless””. ).

As shown in FIG. 3A, the rear spring arm 33 is curved so that the center in the longitudinal direction projects upward. Since the rear spring arm 33 has elasticity, it deforms when it receives a load. In FIG. 7, since the tip 34a of the protrusion support portion 34 is in contact with the bottom plate 23 without drag, the rear spring arm 33 in FIG. 7 shows a curved shape in the initial state.

As shown in FIG. 7, when the protrusion support portion 34 is in contact with the bottom plate 23 without drag, the row of lock protrusions 35 is inclined with respect to the row of the plurality of grooves 15 when viewed from the rail lateral direction (Y direction). do. The lock protrusion 35 (rear lock protrusion 35b) farthest from the shaft center protrusion 31 (swing axis) is separated from the groove 15, but the engagement between the front lock protrusion 35a closest to the shaft center protrusion 31 and the groove 15 is maintained. ing. Therefore, in the state of FIG. 7, the lock of the upper rail 20 is not released, and the upper rail 20 cannot move.

When the user pulls the operation lever 39 further upward, the protrusion support portion 34 is pressed against the bottom plate 23 of the upper rail 20. In other words, a drag force from the bottom plate 23 of the upper rail 20 is generated at the tip of the protrusion support portion 34. Due to this drag, the rear spring arm 33 of the lock lever 30 bends, and the front lock protrusion 35a (that is, the lock protrusion 35 closest to the axial center protrusion 31) separates from the groove 15.

When the user pulls the operation lever 39 upward, the front lock protrusion 35a approaches the bottom plate 23. FIG. 8 shows a state in which the front lock protrusion 35a is in contact with the bottom plate 23. In the state of FIG. 8, all the rows of the lock protrusions 35 are parallel to the rows of the grooves 15, and a clearance Cr is secured between the lock protrusions 35 and the grooves 15. In the state of FIG. 8, the lock lever 30 is completely unlocked, and the upper rail 20 can slide with respect to the lower rail 10.

The above structure of the seat slide device 2 provides the following advantages. In the seat slide device 2, the engagement between the front lock protrusion 35a and the groove 15 is maintained only when the protrusion support portion 34 of the lock lever 30 contacts the bottom plate 23 of the upper rail 20 with zero drag, and the locked state of the upper rail 20 is maintained. NS. Even if the entire seat slide device 2 receives vibration, it is difficult to unlock the upper rail 20.

In particular, when a large impact is applied to the vehicle such as during a collision, a large force is momentarily applied to the lock lever 30, and the protrusion support portion 34 swings up and down. The protrusion support portion 34 may be pressed against the bottom plate 23 by a momentary force, the lock lever 30 may be deformed, and all the lock protrusions 35 may be separated from the groove 15. However, there is elasticity between the axial center protrusion 31 of the lock lever 30 and the protrusion support portion 34, and a drag force is received from the bottom plate 23 at the tip of the protrusion support portion 34. When the momentary force due to the collision disappears, the deformation of the lock lever 30 is quickly restored, and at least the front lock protrusion 35a engages with the groove 15 again. That is, the seat slide device 2 is difficult to unlock when it receives a large impact. Since the elastic force and the drag force are generated in the vicinity of the protrusion support portion 34, the protrusion support portion 34 quickly returns to the original position. The quick return of the protrusion support 34 to its original position also contributes to the difficulty of unlocking against a momentary force.

Next, the relationship between the inner surface of the groove 15 and the lock protrusion will be described. 9 to 11 show an enlarged side view of the periphery of the lock protrusion 35. 9 to 11 are views for explaining the relationship between the inner side surface 15b of the groove 15 and the lock protrusion 35. In FIGS. 9-11, the number of secondary lock protrusions 35c is reduced to one to aid understanding. Further, in the following, the front lock protrusion 35a and the rear lock protrusion 35b may be collectively referred to as the main lock protrusions 35a and 35b. The sub lock protrusion 35c is arranged between the pair of main lock protrusions 35a and 35b. 9 to 11 show a state in which the lock lever 30 is positioned so that all the lock protrusions 35 are engaged with the groove 15.

As described above, the groove 15 is tapered from the opening toward the bottom 15a when viewed from the rail lateral direction (Y direction), and the inner side surface 15b is a perpendicular line orthogonal to the longitudinal direction (X direction). It is tilted with respect to (Z axis). The lock protrusion 35 is rectangular when viewed from the rail lateral direction (Y direction). The side surface of the lock protrusion 35 facing the rail longitudinal direction and the inner side surface 15b of the groove 15 are not parallel to each other. A gap is secured between the lock protrusion 35 and the bottom 15a of the groove 15.

In each of the pair of main lock protrusions 35a and 35b, the edge on the side close to the sub lock protrusion 35c (the edge shown by P1 and P2 in FIG. 9) is in contact with the inner side surface 15b of the groove 15. The edges of the pair of main lock protrusions 35a and 35b on the side far from the sub lock protrusions 35c are separated from the inner side surface 15b of the groove 15 by a gap d1. The edges on both sides of the sub-lock protrusion 35c in the longitudinal direction of the rail are separated from the inner side surface 15b of the groove 15 by a gap d1. The effects of the above relationship between the edge of the lock protrusion 35 and the inner surface 15b will be described below.

FIG. 10 shows a side view when a load A1 is applied to the upper rail (that is, the lock protrusion 35) in the front direction (+ X direction) in the longitudinal direction of the rail. In the state of FIG. 9, of the plurality of lock protrusions 35, only the rear lock protrusion 35b has a front edge in contact with the inner side surface 15b of the groove 15, and the remaining front edge of the lock protrusion 35 is from the inner side surface 15b. It is separated. When a load A1 in the + X direction is applied to the lock protrusion 35, a moment A2 is generated on the rear lock protrusion 35b in contact with the inner side surface 15b so that the front side surface is along the inner side surface 15b of the groove 15. Since the lock lever 30 (rear spring arm 33) has elasticity, it is deformed by the moment A2. The moment A2 acts in the direction of pressing the remaining lock protrusions (front lock protrusion 35a and secondary lock protrusion 35c) against the bottom 15a of the groove 15. Therefore, the engaged state of the lock protrusion 35 and the groove 15 is strongly maintained. In FIG. 10, the position of the front lock protrusion 35a and the position of the sub lock protrusion 35c as a result of the moment A2 acting are shown by virtual lines. The imaginary line in FIG. 10 shows the position when it is assumed that the front lock protrusion 35a and the sub lock protrusion 35c are not constrained by the groove 15. The actual front lock protrusion 35a and the sub lock protrusion 35c are held in contact with the bottom 15a of the groove 15.

FIG. 11 is a side view when a load B1 is applied to the upper rail (that is, the lock protrusion 35) in the rear direction (−X direction) in the longitudinal direction of the rail. In the state of FIG. 9, of the plurality of lock protrusions 35, only the front lock protrusion 35a has a rear edge in contact with the inner surface 15b of the groove 15, and the remaining rear edge of the lock protrusion 35 is an inner surface. It is separated from 15b. When a load in the −X direction is applied to the lock protrusion 35, a moment B2 is generated on the front lock protrusion 35a in contact with the inner side surface 15b so that the rear side surface is along the inner side surface 15b of the groove 15. The moment B2 acts in the direction of pressing the remaining lock protrusions (rear lock protrusion 35b and secondary lock protrusion 35c) against the bottom 15a of the groove 15. Therefore, the engaged state of the lock protrusion 35 and the groove 15 is strongly maintained. In FIG. 11, the position of the rear lock protrusion 35b and the position of the secondary lock protrusion 35c as a result of the action of the moment B2 are shown by virtual lines. The imaginary line in FIG. 11 shows the position when it is assumed that the rear lock protrusion 35b and the sub lock protrusion 35c are not constrained by the groove 15. The actual rear lock protrusion 35b and the secondary lock protrusion 35c are held in contact with the bottom 15a of the groove 15.

12 and 13 show side views around the lock protrusion 135 of the seat slide device 100 of the comparative example. In the comparative example, of the three lock protrusions 135, both edges of the central sub-lock protrusion 135c are in contact with the inner side surface 15b of the groove 15 (points indicated by reference numerals P1 and P2 in FIG. 12). Both edges of the pair of main lock protrusions 135a and 135b in the longitudinal direction of the rail are separated from the inner side surface 15b with a gap d1.

FIG. 13 shows a state when a load C1 in the + X direction is applied to the upper rail (that is, the lock protrusion 135). Of the plurality of lock protrusions 135, only the secondary lock protrusion 135c has a front edge in contact with the inner side surface 15b of the groove 15, and the front edges of the remaining lock protrusions 135a and 135b are separated from the inner side surface 15b. .. When a load in the + X direction is applied to the lock protrusion 135, a moment C2 is generated on the secondary lock protrusion 135c so that the front edge is along the inner side surface 15b of the groove 15. The moment C2 acts in the direction of pressing the front lock protrusion 135a against the bottom 15a, but acts in the direction of moving the rear lock protrusion 135b away from the bottom 15a. The rear lock protrusion 135b is easily disengaged. That is, when the load C1 in the + X direction is applied, the engagement of the upper rail is weakened in the seat slide device 100 of the comparative example.

Although not shown, in the seat slide device 100 of the comparative example, the engagement of the upper rail is similarly weakened when a load in the −X direction is applied to the upper rail.

In the seat slide device 2 of the embodiment, when a load is applied to the upper rail in the longitudinal direction of the rail, the lock protrusion 35 of the lock lever 30 is unlikely to come off from the groove.

9-11 show only one secondary locking projection 35c between a pair of main locking projections 35a, 35b to aid understanding. As shown in FIGS. 6-8, a plurality of sub-lock protrusions 35c may be arranged between the pair of main lock protrusions 35a and 35b. As shown in FIG. 9, the plurality of secondary lock protrusions 35c are arranged so that both edges are separated from the inner side surface 15b of the groove 15 when no load is applied in the longitudinal direction of the rail.

The seat slide device disclosed in the present specification may have at least one auxiliary lock protrusion 35c between the pair of main lock protrusions 35a and 35b. The sub-lock protrusions may be arranged on the outside of the pair of main lock protrusions 35a and 35b, but it is preferable that the sub-lock protrusions 35c are arranged only between the pair of main lock protrusions 35a and 35b.

The points to be noted regarding the technique described in the examples will be described. The bottom plate 23 of the upper rail 20 of the embodiment corresponds to an example of the facing portion. The front lock protrusion 35a and the rear lock protrusion 35b of the embodiment correspond to an example of a pair of main protrusions. The sub-lock protrusion 35c corresponds to an example of the sub-lock protrusion 35.

The protrusion support portion 34 has a plurality of through holes provided along the longitudinal direction of the rail, and the portion between the adjacent through holes may correspond to the lock protrusion 35 described above.

The protrusion support portion 34 is provided with protrusions 35 on both sides of the rail in the lateral direction (Y direction in the drawing). It suffices to have the above-mentioned main protrusion and sub-protrusion on at least one of the rails in the lateral direction. On the opposite side, all protrusions may be accessory protrusions.

Although specific examples of the present invention have been described in detail above, these are merely examples and do not limit the scope of claims. The techniques described in the claims include various modifications and modifications of the specific examples illustrated above. The technical elements described herein or in the drawings exhibit their technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the techniques illustrated in the present specification or drawings can achieve a plurality of purposes at the same time, and achieving one of the purposes itself has technical usefulness.

2: Seat slide device 10: Lower rail 11: Bottom plate 15: Groove 15a: Bottom 15b: Inner side surface 20: Upper rail 21: Top plate 23: Bottom plate 30: Lock lever 31: Axial center protrusion 32: Front spring arm 33: Rear spring arm 34: Protrusion support part 35: Lock protrusion 38: Fitting part 39: Operation lever

Claims (3)

A lower rail that can be attached to the vehicle body and has multiple grooves lined up along the longitudinal direction of the rail.
An upper rail that can be attached to the seat and is slidably engaged with the lower rail,
A protrusion support portion provided at the tip is supported by the upper rail so as to swing in a direction approaching / separating from the groove, and a plurality of protrusions engaging with the groove are provided on the protrusion support portion. A lock lever provided along the longitudinal direction of the rail and
A spring that urges the lock lever in a direction that brings the protrusion support closer to the groove on the side closer to the swing axis of the lock lever than the protrusion support.
Is equipped with
The rocking shaft and the protrusion support portion have elasticity of bending in the swing direction of the lock lever, and the protrusion support portion contacts the facing portion facing the groove at the contact point. A seat slide device in which the engagement between the protrusion and the groove closest to the swing shaft is maintained when no drag force is generated. The seat slide device according to claim 1, wherein when the protrusion support portion is pressed against the facing portion, the lock lever bends and the protrusion closest to the swing shaft separates from the groove. The claim that when the protrusion support portion is pressed against the facing portion, the lock lever bends, the row of the plurality of protrusions and the row of the grooves become substantially parallel, and a clearance is secured between the groove and the protrusions. 2. The seat slide device according to 2.

Images