• 专利附录
  • 专利说明
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    • 专利摘要:
    vehicle sliding device. the present invention relates to a sliding device for a vehicle, comprising a locking element housed and fixed within a section area of one of a first rail and a second rail movably mounted with respect to the first rail, so as to extend in the direction of the rail axis of a rail in order to stop the relative movement between the first and second tracks; a manipulation lever fixed to the locking element for the movement of the locking element in order to allow the relative movement between the first and second tracks (30,40); a movement release portion formed on at least one of the locking element and the rail securing the locking element so that the relative movement between the locking element and the rail securing the locking element in the direction of rail is possible, with the locking element preventing relative movement; and a movement restriction portion formed on the rail that secures the locking element so as to limit movement in a locking release direction of the locking element after relative movement in the movement-releasing portion.
    公开号:BR112012011456A2
    申请号:R112012011456-5
    申请日:2010-10-13
    公开日:2020-12-08
    发明作者:Shun Fujishiro；Yukifumi Yamada
    申请人:Aisin Seiki Kabushiki Kaisha；
    IPC主号:
    专利说明:

    is Invention Patent Descriptive Report for "VEHICLE SLIDING DEVICE". is FIELD OF THE INVENTION "The present invention relates to a sliding device for a vehicle provided with a pair of first rails attached to a vehicle and a pair of second rails movably supported with respect to the first rails and, in particular , refers to a vehicle sliding device capable of moving a vehicle seat in the forward and backward direction.
    BACKGROUND OF THE INVENTION To date, a sliding device for a vehicle described in Patent Document 1 is known. The sliding device is provided with a lower rail and an upper rail that are mutually engaged. in a sliding way in a longitudinal direction, a “15 locking element (locking lever) pivotably supported by Ú: upper rail approximately in a central portion of it and displaced in a pivotable manner so as to be disengaged - adjustable on the lower rail, and a manipulation lever connected to the locking element in order to pivotably move the locking element with respect to the lower rail in a release direction. The bottom rail is approximately U-shaped in section and comprises a base portion in a flat shape, vertical walls extending upwardly from both ends of the base portion, and inwardly facing downward flange portions from the upper end portions of the respective vertical walls. A plurality of mating teeth, such as a sawn blade, is formed on a lower end of each flange portion. In addition, the locking element is formed in one end portion of the same with locking holes that fit into the teeth of the lower rail and formed in the other end portion of the same with a fixing portion to which a manipulation lever is fixed. In the construction described above, when a portion of the ends
    The locking element pivotably moves upwards by means of an elastic force in order to place the locking holes of the locking element in the notches of the lower rail locking teeth, a state of locking is installed. in order to limit the movement of the upper rail in relation to the lower rail. In addition, when the end portion of the locking element pivots downwards by manipulating the manipulation lever in order to separate the locking holes from the locking element of the locking teeth. bottom rail, a latch release state is installed to allow movement of the top rail with respect to the bottom rail. PREVIOUS TECHNICAL DOCUMENT
    PATENT DOCUMENT - Patent Document 1: JP2008-184033 A (paragraphs [0012], -. [0030] and figure 2)
    SUMMARY OF THE INVENTION À - PROBLEM TO BE SOLVED BY THE INVENTION However, in a locking mechanism in which, like the aforementioned prior art vehicle sliding device, the pivot movement of the locking element in a vertical direction places the locking holes of the locking element in the grooves, or in the detachments of the teeth of the lower rail, there is an anxiety that the lock release state will arise accidentally if an excessive load in the forward direction of vehicle is exerted on the upper rail due to, for example, a frontal collision of the vehicle. In specific terms, in the locking mechanism of this type, an adjustment is made so that in a state of normal use, the locking state can be maintained through the slotting holes of the slotting teeth, even if a load (weight) in the front direction of the vehicle is exerted on the upper rail in the locked state. However, in the locking mechanism, when the load in excess in the front direction of the vehicle is introduced in the upper rail in the locking state, stresses are concentrated on the fitting parts of the fitting teeth with the fitting holes, and the fear that
    : plug-in components deform so as to tilt in the forward direction of the vehicle.
    This leads to the concern that the slotting holes slide over the inclined portions of the slotting teeth and that the slotting state of the slotting holes with the slotting teeth is released as a result of the locking element pivoting over a portion of pivot axis, thus accidentally resulting in the lock release state.
    The present invention was made taking the above problem into account, and an object of the same is to provide a sliding device for a vehicle capable of preventing the release of a locking element from being locked against a large load placed in a forward direction of vehicle. : PROBLEM SOLUTION MEASURES =.: In order to solve the aforementioned problem, construction “15 of the present invention according to claim 1 comprises a õ: first rail; a second rail supported relatively movably with respect to the first rail in a rail axis direction; a locking element housed and fixed within a section area of one of the first and second tracks so as to extend in the direction of the track axis of a track in order to stop the relative movement between the first and second tracks. second rails; a manipulation lever mounted on the locking element to move the locking element in order to allow relative movement between the first and second tracks; a movement release portion formed on at least one of the locking element and the rail fixing the locking element so that the relative movement between the locking element and the rail fixing the locking element is possible, with the locking element preventing relative movement; and a movement restriction portion formed on the rail that secures the locking element in order to limit movement in a locking release direction of the locking element after the relative movement in the movement release portion. .
    The construction of the present invention according to claim
    . section 2 is such that, according to claim 1, the locking element is à: formed with a fixing portion fixable to one between the first and second of the rails and a fitting portion fitable to the other between the first and : second tracks; that one of the first and second rails is formed with a fixed portion to which the fastening portion is fixed, and a slot opening perforation through which the slot portion passes; that the other one between the first and second tracks is formed with a plugged portion that fits into the socket portion, projecting from the punching portion opening opening; that the movement release portion 10 is formed in at least one of the fixation portion and the fixed portion; and that the movement restriction portion is formed in the slot opening perforation opening so that, ”when the locking element and the rail that secures the locking element move, the relative portion moves. fit fits so that it is prevented from moving in one direction, separating from the en- À: boxed portion.
    The construction of the present invention according to claim 3 is such that, according to claim 1, the locking element is formed with a fixing portion fixable to one of the first and second tracks, a portion of insertable into the other between the first and second rails, and a mounting portion that mounts the manipulation lever; that one of the first and second tracks is formed with a fixed portion to which the fixing portion is fixed, and a mounting portion perforation opening through which the mounting portion passes; that the other one between the first and second tracks is formed with a plugged portion fitable to the fitting portion; that the movement release portion is formed in at least one of the fixation portion and the fixed portion; and that the movement restriction portion is formed at the mounting portion perforation opening so that when the locking element and the rail securing the locking element move relatively, the mounting portion will engage in order to prevent the fitting portion from moving in one direction, separating it
    : if the docked portion.
    . The construction of the present invention according to claim 4 is such that, according to claim 1, the locking element is formed with a fixing portion fixable to one of the first and second droplets and a portion of pluggable in the other between the first and second rails; that one of the first and second rails is formed with a fixed portion to which the fastening portion is fixed, and a slot opening perforation through which the slot portion passes; that the other one between the first and second tracks is formed with the 10 a plugged fitting portion in the fitting portion, protruding from the drilling opening of the fitting portion; that the movement-releasing portion is formed between the clamping portion and the engaging portion on a body portion of the locking element; and that the portion of -: movement restriction is formed in the perforation opening of portion “15 of fitting so that when the locking element and the rail fixing the õ: locking element move relatively, the locking portion fits so that it is prevented from moving in one direction, separating from the docked portion. The construction of the present invention according to claim 5, according to claim 1, the locking element is formed with a fixing portion fixable to one of the first and second rails, a fitting portion that fits into the another one between the first and second rails, and a mounting portion that mounts the manipulation lever; that one of the first and second tracks is formed with a fixed portion to which the fixing portion is fixed, and a mounting portion perforation opening through which the mounting portion passes; that the other one between the first and second tracks is formed with a plugged portion fitable to the fitting portion; that the movement release portion is formed between the fixing portion and the fitting portion on a body portion of the locking element; and that the movement restriction portion is formed in the opening opening of the mounting portion so that when the locking element and the rail that
    When the locking element is fixed, they move relatively, the mounting portion engages to prevent the locking portion from moving in one direction, separating from the docked portion. The construction of the present invention according to claim 6, in any one of claims 1 to 5, the first track is a lower track fixed to a floor of the vehicle; that the second track is an upper track attached to a vehicle lining; and that the locking element is fixed to the upper rail in order to lock the relative movement between the upper rail and the lower rail when moved upwards.
    EFFECTS OF THE INVENTION In the present invention according to claim 1, when a frontal collision occurring with the locking element preventing the relative movement between the first and second tracks causes a large load - to be installed in one of the first and second rails in the forward direction “15 of vehicle, the locking element first moves in an é-relative manner in the movement release portion with respect to the rail that fixes the locking element in the direction of the rail axis. locking element is prevented in the movement restriction portion from moving in the direction of lock release, thus it can be seen that, to maintain the stable condition, the relative movement between the first and second rails is stopped against a large driven load in the front vehicle direction, In the present invention according to claim 2, since the movement release portion is formed in at least one fixed portion formed on the locking element and the fixed portion formed on the rail that fixes the locking element, the locking element moves relatively in the movement release portion with respect to the rail that fixes the locking element on the rail axis direction when a large load in the vehicle's front direction is received. In addition, since the movement restriction portion is formed in the groove opening perforation opening through which the groove portion formed on the lock member passes, the groove portion is
    It fits with the movement restriction portion so that it is prevented from moving in the direction, separating from the fitted portion when the: locking element makes the relative movement mentioned above.
    That is, the * locking element is prevented from moving in the direction of the detached release. In the present invention according to claim 3, since the movement release portion is formed in at least one of the fixation portion formed on the locking element and the fixed portion formed on the rail that fixes the locking element, the locking element moves relatively in the movement release portion with respect to the rail that fixes the locking element in the axis direction rail when a large load in the vehicle's front direction is received. f In addition, since the motion restriction portion is formed on the -. mounting portion perforation opening through which the mounting portion 5 formed on the locking element passes, the mounting portion | - gem fits with the movement restriction portion when the locking element makes the relative movement mentioned above, as a result of which the locking portion formed on the locking element is prevented from moving in the direction, separating from the portion docked.
    That is, the locking element is prevented from moving in the direction of the lock release.
    In the present invention according to claim 4, the locking element is formed with the fixing portion fixed to one between the first and second tracks and the fitting portion fitted to the other between the first and second tracks.
    In addition, since the movement release portion is formed between the clamping portion and the engaging portion on the body portion of the locking element, when a large load in the forward direction of the vehicle is received, the body portion the locking element is dragged between the fixing portion and the fitting portion, and the movement release portion formed between them is deformed in the direction of the rail axis.
    That is, the locking element moves relative to the rail axis relative to the rail that fixes the e-
    lock element.
    In addition, since the movement restriction portion is formed in the slot opening perforation opening through which the locking portion of the locking element passes, when the locking element makes the relative movement above mentioned, the fitting portion seen fits the movement restriction portion and is prevented from moving in the direction, separating from the fitting portion.
    That is, the lock element is prevented from moving in the direction of the lock release.
    In the present invention according to claim 5, the locking element is formed with the fixing portion fixed to one of the first and second tracks and the fitting portion fitted to the other between the first and second tracks.
    In addition, since the movement release portion is formed between the clamping portion and the snapping portion on the body portion of the locking element, when a large load on the -. front vehicle direction is received, the body portion of the “15 locking element dragged between the fixing portion and the fitting portion, and the movement release portion formed between them is deformed in the axis direction of rail.
    In other words, the locking element moves relative to the rail that fixes the locking element in the direction of the rail axis.
    In addition, since the movement restriction portion is formed in the mounting portion perforation opening through which the mounting portion formed on the locking element passes, when the locking element makes the relative movement mentioned above. , the mounting portion fits into the movement restriction portion, as a result of which the locking portion of the locking element is prevented from moving in the direction, separating from the engaged portion.
    That is, the locking element is prevented from moving in the direction of the lock release.
    In the present invention according to claim 6, the technique capable of stably maintaining the state, the relative movement between the upper rail and the lower rail is stopped against the large load received in the forward direction of the vehicle and is applied to the steering device. slip for vehicle in which the locking element moves vertically in order to
    . perform the lock and release the lock. The sliding device stops. vehicle has the characteristics of having a small number of parts in comparison to a sliding device for a vehicle in which It is a locking element rotates about a rail axis in order to perform the lock and release lock, and therefore therefore present a reduced cost for the device.
    BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a perspective view showing a vehicle seat to which a vehicle sliding device according to the present invention is applied. Figure 2 is a perspective view of the vehicle slide device of figure 1. * Figure 3 is an exploded perspective view of the device,.: Slide for vehicle of figure 2. 5 Figure 4 is a view of a locking element of the 3 - slide vehicle device of figure 2 taken in a part of it and seen from the front side. Figure 5 (A) is a view showing the state before deformation of a fixed portion that is formed on an upper rail of the vehicle slide device of figure 2, and (B) is a view showing the state after the deformation of the fixed portion. Figure 6 (A) is a view showing the state before the deformation of a fitting opening drilling hole formed on the upper rail of the vehicle sliding device of Figure 2, (B) is a view showing an intermediate state in the deformation of the plug opening perforation opening, and (C) is a view showing a final state in the deformation of the plug opening perforation opening. Figure 7 (A) is a view showing the state before deformation of a drilling opening of the mounting portion formed on the top rail of the vehicle slide device of Figure 2, and (B) is a view showing the state after deformation of the drilling opening of the mounting portion.
    is: Figure 8 is a perspective view showing a first. modified form of the locking element of the Ê vehicle seat sliding device in figure 2. Ô Figure 9 (A) is a view showing the state before deformation of the locking element in figure 8, and (B) is a view showing the state after deformation of the locking element. Figure 10 (A), (B) and (C) are seen showing first to third modified shapes of the fixed portion formed on the top rail of the vehicle slide device of figure 2. Figure 11 is a perspective view showing a second modified form of the locking element of the vehicle seat sliding device of figure 2. * Figure 12 (A) is a view showing the state before the deformation 2:. forming a modified shape of the “5 assembly portion drilling opening formed on the top rail of the sliding device; - for the vehicle of figure 2, and (B) is a view showing the state after the opening of the mounting portion is drilled.
    FORMS FOR THE PRACTICE OF THE INVENTION In the following, an embodiment of a sliding device for a vehicle according to the present invention will be described with reference to the drawings. A "front to back" direction referred to in the following description is based on the front to back direction. As shown in figures 1 to 3, the sliding devices for a vehicle in the present embodiment are seat sliding devices 1 for moving a seat 10 with respect to the vehicle in the direction from front to back, are manufactured so as to be generally symmetrical from left to right, and are attached to the lower parts on both sides of a seat cushion 11 of seat 10. The respective seat slide devices 1 have lower rails 30 attached to a floor 20 of the vehicle - culoe upper rails 40 fixed to the seat 10 and supported so as to be relatively slidable with respect to the lower rails 30 in a rail axis direction.
    1M29. In addition, as mentioned in detail later, the locking elements 50 in order to lock the relative movements of the lower rails 30 and the upper rails 40 are arranged between the lower rails 3 and the upper rails 40 of left and right seat sliding devices 1. A handling lever 60 that projects forward between seat 10 and floor 20 is able to release latches by means of locking elements 50. Unless described otherwise, construction and operation will be described below with respect to the seat sliding device 1 on one side.
    o 10 As shown in figure 4, the bottom rail 30 has a base portion 31 parallel to the floor 20 of the vehicle, a first side portion 32a on the outer side and a first side portion 32b on the inner side that extend upwards from both ends. - base portion 31 as they are curved, a second side portion 33a on the outside and a second side portion: - side 33b on the inside side curved inwards from the upper ends of both first side portions 32a, 32b and extend upward again, and a third side portion 34a on the outer side and a third side portion 34b on the inner side facing inwardly from the upper ends of both the second of the side portions 33a, 33b and extend downward.
    As shown in figure 3, the third side portions 34a, 34b of the lower rail 30 are formed with interlocking portions 35 with which an interlocking portion 54 of the locking element 50 referred to below. On each of the fitted portions 35, a plurality of cutouts 35a that are shaped like sawn teeth and directed downwards is provided at regular intervals in the direction of the rail axis along a length that covers the maximum movement range of the front to back of the upper rail 40. As shown in figure 4, the upper rail 40 has a first hanging portion 41a on the outer side that extends downwards to the floor of the vehicle and a first hanging portion
    : da 41b on the inner side smaller in length than the hanging portion. 41a, a portion of base plate 42b that extends horizontally from within the lower end of the first hanging portion 41b, It is a second hanging portion 43b that extends downwardly from one end on the inner side of the base plate portion 42b, an inclined portion 44a on the outer side and an inclined portion 44b on the inner side that extends obliquely in an upward and outward direction from the lower ends of the lengthened portion 41a and the second hanging portion 43b, and a raised portion 45a It is overlapped externally and a raised portion 45b on the inside side curved inwardly from an outer end between both angled portions 44a, 44b and extended upwards. - As shown in figure 3, a portion 46 attached to which r. a fixing portion 51 of the locking element 50 is fixed is formed at “15 a front portion in the longitudinal direction on the plate portion of: - base 42b of the upper rail 40. The fixation portion 51 and the fixed portion 46 are formed like pinholes through which a fixing pin 52 is able to pass.
    In addition, a mounting portion perforation opening 47 through which a mounting portion 55 of the locking element 50 passes is formed in a portion behind the fixed portion 46 on the base plate portion 42b.
    In addition, locking portion drilling openings 49 through which the locking portion 54 of the locking element 50 passes are made in the portions adjacent to the mounting portion drilling opening 47 on the hanging portion 41a, the second by - hanging section 43b and both elevation portions 45a, 45b of the top rail 40. The fixed portion 46, the mounting opening drilling opening 47 and the fitting portion drilling openings 49 have the function of prevent the locking element 50 from unlocking or breaking when a frontal collision with the locking element 50 maintained in the locking state causes a large load in the forward direction of the vehicle to be transmitted to the upper track 40, and details of that aspect will be below.
    é In addition, the lever support portion 48 which has a square shape in section to support the manipulation lever 60 is provided straight between the fixed portion 46 and the portion drilling aperture It is assembly 47 on the plate portion base 42b. The lever support portion 48 is formed by providing two parallel L-shaped notches from an intermediate part on the first hanging portion 41b to an inner end of the base plate portion 42b and by rotating inward a inner part between the notches in order to make the shape of an inverted L. An inverted U-shaped slot 48b is produced over the outer vertical wall portion 48a (hanging portion 41a) that forms the lever support portion 48. A tongue piece portion 48c on an inner side defined by the slot 48b is slightly. inwardly curved, and an end side of a lever spring 62 - referred to below goes through a defined gap between the tongue piece portion 48c and the vertical wall portion 48a. A portion of verti- wall. lime 48d on the inner side that forms the lever support portion 48 is formed with a cutout 48e on the front of it. One end of lever spring 62 is firmly fitted to the cutout 48e €. As shown in figure 4, on the lower rail 30 and the upper rail 40, the elevation portions 45a, 45b of the upper rail 40 are inserted from the front side between the first side portions 32a, 32b, the second side portions 33a , 33b and the third side portions 34a, 34b of the lower rail 30. In addition, ball bearings 2 are fixed between the inner sides of the respective curved portions 32aa, 32ab, 32ba, 32bb formed at the top and bottom ends of the first side portions 32a , 32b of the lower rail 30 and on the outer sides of the sloped portions 44a, 44b and on the outer sides of the curved portions 45aa, 45ba formed at the lower ends of the raised portions 45a, 45b.
    With this construction, a load that the upper rail 40 receives from above is originated by the lower rail 30 through the ball bearings 2. Therefore, the construction is such that the upper rail 40 is supported on the lower rail 30 through the rolling of balls 2a of the
    : ball dock 2 and be smoothly movable from front to back. Then, the upper rail 40 is supported on the lower rail 30 without having any play in both the vertical and left to right directions of Á such that in the left to right direction, the inclined portions 44a, 44b of the upper rail 40 and the curved portions 45aa, 45ba formed at the lower ends of the raised portions 45a, 45b are placed between the pairs of ball bearings 2 located on both external sides and that, in the vertical direction, the inclined portions 44a, 44b and the curved portions 45aa, 45ba formed at the lower ends of the raised portions 45a, 45b are placed between the balls 2a retained in the supports 2b of the respective ball bearings 2. As shown in figure 3, the locking element 50 it is made t of an elastic material, such as an elastic steel sheet or the like *. number and has a fixing portion 51, a body portion 53, a socket portion 54, and a mounting portion 55 that are formed on the body. - The locking element 50 is formed so as to be accommodable in a section area of an inverted U shape which is defined by the hanging portion 41a, the first hanging portion 41b and the base plate portion 42b of the upper rail 40. The body portion 53 is formed to assume an almost rectangular plate shape that is narrower in width than the internal width of the base plate portion 42b of the upper rail 40 and extends in length from the fixed portion 46 for drilling opening of mounting portion 47 in the direction of rail axis. The fixed portion 51 is a round pin hole for the fixing pin 52 to be drilled and is formed on a front end side of the body portion 53.
    The slot 54 takes the form of an almost rectangular plate larger in width than the outer width of the base plate portion 42b of the upper rail 40 and smaller in length than the horizontal width of the slot opening holes 49 of the upper portion. top rail 40, that is, a shape that protrudes from the opening holes of the fitting portion 49 without contacting the edges of the opening holes
    : fitting portion ration 49 and provided on one end behind the - body portion 51. On each of both the left and right sides of the fitting portion 54, a plurality (two in the embodiment) of holes a-: lengthened 54a insertable in cutouts 35a of the fitted portion 35 of the lower rail 30 is provided in the same range as the cutouts 35a in the direction of the rail axis.
    The mounting portion 55 extends in an external upward direction behind the locking portion 54 so as to have the same width as the body portion 53 and has an almost rectangular plate shape that projects from the perforation opening of the mounting 47 to almost the same height as the lever support portion 48 without contacting the edge of the mounting opening drilling hole 47. The mounting portion 55 is formed with a vertically oriented elongated hole É. 55a for an oblong section portion 61 of the manipulation lever 60 i 15 inserted and fixed thereon. In addition, a cutout 55b into which the lever hand 62 fits is formed on an external side of the mounting portion 55.
    The locking element 50 of such a construction is disposed under the base plate portion 42b of the upper rail 40, the socket portion 54 passing through the socket opening drilling holes 49 and the mounting portion 55 passes through the drilling opening of the mounting portion 47. Then, the fixing pin 52 passes through the fixing portion 51 of the locking element 50 and the fixing portion 46 of the upper rail 40 and is sealed that the locking element 50 is firmly fixed to the bottom surface of the base plate portion 42b of the top rail
    40. The locking element 50 made of the elastic material is formed in such a way as to lift the locking portion 54 over the fixing portion 51 like a fulcrum by means of its elastic return force. In this case, a Z-shaped curvature is produced between the engaging portion 54 and the body portion 53 so that the engaging portion 54 of the locking element 50 is positioned parallel to the body portion 53 under the body portion 53. In this way, even when the upper surface of the body portion 53 of the
    - locking element 50 comes into contact with the lower surface of the portion of: base plate 42b of the upper rail 40, all the elongated holes 54a of the locking portion 54 of the locking element 50 reliably enter the roots of the cutouts 35 of the fitted portion 35 of the lower rail 30, depending on whether the fitting portion 54 and the fitting portion 35 fit in contact with each other so that there is no play in the front - rear direction. The manipulation lever 60 is made of a tubular material so as to assume a U-shape, and each rear end of both side portions extended in the rear direction is formed by being flattened in a larger oblong section portion 61 in the vertical direction for greater rigidity against curvature in the vertical direction. A notch portion "61a is provided on an upper surface close to the rear end q of each portion of the oblong section 61. The manipulation lever 60 is fixed: 15 to the lever support portion 48 of the upper rail 40 and the portion b «assembly 55 of the locking element 50 by using the lever spring
    62. Lever spring 62 is made by bending a wire rod, the front portion of which is curved outwards and has a curved front end in an almost U shape, while a rear portion is curved to the top and has an end curved rear in an almost emU shape.
    When the manipulation lever 60 is mounted on the top rail 40 and the locking element 50, first the U-shaped portion at the front end of the lever spring 62 is firmly seated in the cutout 48e until the gap between the part portion tab 48c and the vertical wall portion 48a, while the U-shaped portion at the rear end of lever spring 62 is finally engaged in the cutout 55b formed from the outer portion to the inner portion of the mounting portion - gem 55 of the locking element 50 projecting from the drilling opening of the mounting portion 47. Then, the rear end portion of the oblong section portion 61 of the manipulation lever 60 is inserted into the support portion lever 48 from the side over the end
    Front spring of lever spring 62 fitted to the support portion of: lever 48.: Then, the U-shaped portion at the rear end of the lever spring 62 disengages from cutout 55b on the mounting portion 55 of the locking element 50 and raised, in which state the rear end portion of the oblong section portion 61 is inserted into the elongated hole 55a in the mounting portion 55 of the locking element 50 so as to be under the rear end of the spring lever 62. Then, the U-shaped portion at the rear end of lever spring 62 is firmly seated in the cutout 55b on the mounting portion 55 of the locking element 50 and the notch portion 61a of the oblong section portion
    61. As a result, the state shown in figure 2 is reached, in which the forward and backward movement of the manipulation lever 60 is obstructed, ff as a result of which the manipulation lever 60 will be prevented from loosening. : “15 have a function than the manipulation lever 60 and the locking element - 50 will be able to move fully in a pivotable way.
    With reference to the drawings, a description will be made with respect to the fixed portion 46, the drilling opening of the mounting portion 47 and the drilling openings of the fitting portion 49 that are formed on the upper rail 40. As shown in the figure 5 (A), the fixed portion 46 is produced in a shape that has a fixation hole 46a slightly larger in diameter than the outside diameter of the fixation pin 52 and a small hole 46b (corresponding to the "motion release portion" in the present invention) of a small diameter, which is juxtaposed in order to communicate with a central rear portion of the fixing hole 46a through the communication portion 46c (corresponding to the "motion release portion" in the present invention). As described later in detail, the small hole 46b and the communication portion 46c allow the locking element 50 and the upper rail 40 to move relative to the rail axis direction when a frontal collision occurs with the locking element 50 maintained in the locking state causes a large load to be introduced to the upper rail 40 in the forward direction of the vehicle.
    = As shown in figure 6 (A), each drilling opening. insert portion 49 is produced in an almost rectangular shape, having a width greater than the length of the insert portion 54 in the direction of the rail axis so that at the moment of insertion, the insert portion 54 of the locking element 50 does not contact the opening edge portion of ab 49. Next, an oblique portion 49a (corresponding to the "motion restriction portion" in the present invention) is formed at the bottom over a rear side portion the opening portion perforation opening 49. The oblique portion 49a is formed so that in the moment of the relative movement of the locking element 50 and the upper rail 40, it can contact a rear part of the fitting portion 54 of the locking element 50 and can lift the contacting portion 54 "in the rear and oblique direction. As described in detail later, it is possible that the oblique portion 49a will prevent the locking element 50 from moving in one direction of release locking action after movement: - relative to the movement release portion mentioned above.
    As shown in figure 7 (A), the mounting portion drilling opening 47 is produced in an almost rectangular shape with a width greater than the length of the mounting portion 55 in a direction orthogonal to the rail axis direction so that when inserted, the mounting portion 55 of the locking element 50 does not contact the opening edge portion of opening 47. Then, on both rear side portions of opening 47, narrowing portions 474, 47b (corresponding to the "motion restriction portion" in the present invention) that gradually narrow the width of the mounting opening perforation opening 47 so that they can contact both side portions of the mounting portion 55 at the time of movement of the locking element 50 and the upper rail 40, as described below. As described in detail below, it is possible that the narrowing portions 47a, 47b restrict the movement of the locking element 50 in the direction of the locking release after the relative movement in the aforementioned movement-releasing portion.
    : In this case, when forming on the upper rail 40 a combination of the fixed portion 46 that has the small hole 46b and the communication portion 46c, and the drilling openings of the plug-in portion 49 that have, each, the oblique portion 49a or a combination of the fixed portion 46 that has a small hole 46b and the communication portion 46c, and the drilling opening of the mounting portion 47 that has the narrowing portions 47a, 47b, may be sufficiently prevented that the locking element 50 is placed in the locking release or breaks when a frontal collision with the locking element 50 maintained in the locking state causes a large load to occur on the upper rail 40 in the forward direction vehicle. When a combination of the fixed portion 46 having the small hole 46b and the communication portion 46c is formed, the plug-in portion perforation openings 49 which each have the portion: "Ê oblique 49a, and the piercing opening of mounting portion 47 which has narrowing portions 47a, 47b, it becomes possible to prevent the release of the lock or the breaking of the locking element 50 more reliably.
    The operation of the seat sliding device 1 will be described below. When the seat sliding device 1 that was mounted on the seat 10 is in the locking state, the locking portion 54 of the locking element 50 is in contact with the locking portions 35 of the lower rail 30 thanks to the elastic return force of the element lock
    50. When in this state of locking, the passenger manipulates the front end portion of the handling lever 60 in order to raise the front end portion against the elastic return force of the locking element5O, the handling lever 60 moves pivotally over the lever support portion 48 over the top rail 40 in the clockwise direction, as seen in figure 2, and at the same time, the rear end portion of the oblong section portion 61 of the lever handle 60 presses the lower end portion into the elongated hole 55a of the —assembly portion 55 of the locking element 50.
    In this way, the locking element 50 moves in a pivotable manner over the fixed portion 46 of the upper rail 40 in a clockwise direction,
    - as seen in figure 2, and the locking portion 54 of the locking element - 50 is released from the locking portions 35 of the lower rail 30 in order to return to the lock release state.
    In this way, the passenger can: move seat 10 to a desired forward and backward position.
    Then, when the passenger releases the handling lever 60, the handling lever 60 returns to its original position thanks to the elastic return force of the locking element 50, and the locking element 54 of the locking element. lock 50 fits into the fitted portions 35 of the lower rail 30 in order to return to the lock state. oe 10 In common use, the load that is produced by the passenger's weights and seat 10 and their inertia in the forward and backward direction is exerted on the fixing pin 52 through the locking element 50 and is originated by the upper rail 40. When a frontal collision is: í occurred in such a way as to cause a large load in the front direction - '15 rear of the vehicle to be introduced in the upper rail 40, on the contrary, the operation will be made as described below.
    When the top rail 40 is formed with the combination of the fixed portion 46 which has the small hole 46b and the communication hole 46c, and the slot portion drilling openings 49 which each have the oblique portion 49a, the upper rail 40 applies the front load as shown in figure 5 (A) to the fixing pin 52 that runs through the fixing hole 46a in the fixed portion 46 of the upper rail 40. Then, as shown in figure 5 (B ), the fixing pin 52 that receives the aforementioned load deforms the communication portion 46c and the small hole 46b in the fixed portion 46 and enters the deformed portion, as a result of which the upper rail 40 moves to front.
    At this time, since the locking element 50 is secured with the locking portion 54 being in lock with the locking portions 35 of the lower rail 30, the upper rail 40 moves relatively forward with respect to the locking element 50 It should be noted that the communication portion 46c and the small European 46b in the fixed portion 46 are defined in order to complete their deformations by means of half the force or similar of an estimated force of the locking element 50.
    e: With the relative movement of the upper rail 40 with respect to the locking element 50, the opening portion perforation openings 49 of the upper rail 40 having the locking portion 54 of the locking element 54 pass through it, as shown in figure 6 (A), lift slightly forward and obliquely, as shown in figure 6 (B), place the lower areas of the oblique portions 49a of the slot opening drilling holes 49 in contact with the portions of rear end of the docking portion 54, and then lower slightly forward and obliquely, as shown in figure 6 (C), so that the opening portion perforation openings 49 move as they go. they rub the oblique portions 49a against the rear end portions of the docking portion 54. Then, since 7 finally happens to the rear end portions of the docking portion 54 being positioned around an upper portion of the portions: 15 oblique portions 49a of the slotting perforation openings 49, the downward movement of the slotting portion 54 is prevented by the oblique portions 49a, as a result of which the slotting portion 54 can remain in the state in which it fits into the fitted portions 35 of the lower rail 30.
    That is, it should be noted that by maintaining this condition in a stable manner, the locking element 50 is prevented from moving in the lock release direction and the relative movement between the lower rail 30 and the upper rail 40 is locked against the large load received in the forward direction of the vehicle. In addition, the elongated holes 54a of the locking portion 54 of the locking element 50 remain engaged in order to reach the roots of the cutouts 35a of the locking portions 35 of the lower rail 30, in which the aforementioned load breaking mode becomes a pure shear, so that a stable locking force can be guaranteed.
    When the upper rail 40 is formed with the combination of the - fixed portion 46 which has the small hole 46b and the communication portion 46c, and the drilling opening of the mounting portion 47 which has the narrowing portions 47a, 47b, the fixed portion 46 works in the same way
    that the operation described with reference to figure 5. Then, with the relative movement of the upper rail 40 with respect to the locking element 50, the drilling opening of the mounting portion 47 of the upper rail is 40 through which the assembly 55 passes as shown in figure 7 (A) moves forward and moves as the narrowing portions 47a, 47b of the drilling opening of the mounting portion 47 are cut in contact with both side portions of the portion assembly 55, as shown in figure 7 (B). Then, since it finally results from both side portions of the mounting portion 55 being frictionally engaged in an intermediate area over the narrowing portions 47a, 47b of the drilling opening of the mounting portion 47, the movement descending It is of the mounting portion 55 is prevented by the narrowing portions 47a, Ê '47b, as a result of which the fitting portion 54 may remain in the state Î 15 fitted in the fitted portions 35 of the lower rail 30. That is, if Ê. that to stably maintain this condition, the locking element 50 is prevented from moving in the lock release direction and the relative movement between the lower rail 30 and the upper rail 40 is stopped against the large load received in the forward direction of the vehicle. In addition, the elongated holes 54a of the locking portion 54 of the locking element 50 remain engaged in order to reach the roots of the cutouts 35a of the locking portions 35 of the lower rail 30, in which the aforementioned load breaking mode is makes shearing pure, so that a stable locking force can be guaranteed.
    In the above embodiment, the movement release portion is formed on the fixed portion 46 of the upper rail 40. However, the movement release portion does not need to be formed on the fixed portion 46, but rather, a movement release portion may be formed. formed on the body portion 53 of the locking element 50, as shown in figure 8.
    Specifically, the curved portion 56 (corresponding to the "motion release portion" in the present invention) is formed by descending curvature of a portion between the fixation portion 51 and the portion
    : plug-in 54 of the locking element 50 in the form of an arc. In this case, when considering a combination of forming the locking element 50 with the curved portion 56 and the formation of the upper rail 40 with the opening holes of the fitting portion 49, each having the oblique portion 49a or the opening of the mounting portion perforation 47 having the narrowing portions 47a, 47b, sufficiently avoiding that the locking element 50 is placed in the locking release or breaks when a frontal collision with the locking element 50 maintained in the locking state, a large load in the forward direction of the vehicle is introduced into the upper rail 40. When a combination of the locking element 50 formed with the curved portion 56 is formed, the perforation portions of the plug-in portion 49 having the oblique portions 49a and the perforation. drilling of mounting portion 47 having the narrowing portions 47a,: 47b, it becomes possible to prevent the release of the lock or the breaking of the element at: 15 detra5050 more reliably.
    In the case of a combination in which the locking element 50 is formed with the curved portion 56 and the upper rail 40 is formed with the slotting portion drilling openings 49 having the oblique portions 49a or the drilling opening mounting portion 47 having the narrowing portions 47a, 47b, the operation will be performed as described below when a frontal collision has occurred that causes a large load in the forward direction of the vehicle to be introduced on the top rail 40. The top rail 40 exerts a front load on the securing pin 52 which is inserted into a fixed portion 46 of the upper rail 40. At this point, since the locking element 50 is secured with the locking portion 54 engaged in the engaged portions 35 of the lower rail 30, as shown in figures 9 (A) and 9 (B), the body portion 53 of the locking element 50 is pulled forward by the fixing pin 52 that receives the aforementioned load, and the portion curved 56 is deformed in mod o to be stretched, as a result of which the upper rail 40 moves forward.
    At this point, since the locking element 50 is secured with the locking portion 54 engaged in the engaged portions 35 of the rail
    - lower 30, the upper rail 40 moves forward with respect to ele- =. locking device 50. It should be noted that the curved portion 56 is adjusted to complete its deformation by means of half the force or something similar to the estimated strength of the locking element 50. Then, the operation is performed as described with reference to figures 6 and 7, depending on what it becomes apparent that to maintain this condition, the locking element 50 is prevented from moving in the direction of the lock release and the relative movement between the lower track 30 and the upper track 40 are locked against the large load received in the front direction of the vehicle.
    In addition, the elongated holes 54a of the locking portion 54 of the locking element 50 remain engaged in order to reach the roots of the cutouts 35a of the locking portions 35 of the lower rail 30, in which the above load breaking mode IS it becomes a pure shear, so that a stable locking force can be guaranteed.
    Figure 15 (A) to (C) show modified shapes of the motion release * portion produced in the fixed portion 46 of the upper rail 40. As shown in figure 10 (A), the fixed portion 46 is produced in a shape with a fixing hole 46a slightly larger than the outside diameter of the fixing pin 52, with an escape hole 46d (corresponding to the "motion-delimiting portion" in the present invention) juxtaposed to a space from the fixing hole 46a and the same the fixing hole 46a in diameter, and the communication portion 46e (corresponding to the "motion release portion" in the present invention) that makes the fixing hole 46a and the escape hole 46d communicate with each other.
    When the upper rail 40 exerts a front load on the fixing pin 52 which is inserted into the fixing hole 46a in the fixed portion 46 of the upper rail 40, the communication portion 46e in the fixed portion 46 is deformed so as to allow the pin fastener 52 enters the leakage hole 46d through the deformed portion, as a result of which the upper rail 40 moves relative to the locking element 50. It should be noted that the communication portion 46e of the fixed portion 46 is defined so as to complete its deformation by half the force or similar of the estimated force of the locking element
    : 50.
    o As shown in figure 10 (B), the fixed portion 46 is produced in a shape having a fixing hole 46a that is slightly larger: in diameter than the outside diameter of the fixing pin 52, an elongated hole - 46f ( corresponding to the "motion release portion" in the present invention) provided to extend backwards from a rear center portion of the fixing hole 46a, and two elliptical holes 46g (corresponding to the "motion portion" release "in the present invention) provided on the upper and lower sides of the elongated hole 46f. When the upper rail 40 exerts a front load on the fixing pin 52 which is inserted into the fixing hole 46a in the fixed portion 46 of the upper rail 40, the elongated hole 46f in the fixed portion 46 is deformed in the direction of the two holes and -. 46g and allows the fixing pin 52 to enter the deformed portion, due to the upper rail 40 moving relative to õ É 15 in front of the locking element 50. It should be noted that the long hole 46f in the fixed portion 46 and defined so as to complete its deformation by means of half the force or something of the estimated force of the locking element 50. As shown in figure 10 (C), the fixed portion 46 is produced in a shape having a fixing hole 46a slightly larger in diameter than the outside diameter of the fixing pin 52, an elongated hole 46h (corresponding to the "motion release portion" in the present invention) provided to extend backwards from a lower rear portion of the fixing hole 46a, and an elliptical hole 46i (corresponding to the "motion release portion" in the present invention) provided on an upper side of the elongated hole 46h. upper 40 carries a front load under re the fixing pin 52 which is inserted into the fixing hole 46a in the fixed portion 46 of the upper rail 40, the elongated hole 46h in the fixed portion 46 is deformed in the direction of the elliptical hole 46i and allows the fixing pin 52 to enter the portion deformed, as a result of which the upper rail 40 will move relatively forward with respect to the locking element 50. It should be noted that the elongated hole 46h in the fixed portion 46 is defined
    "defined in order to complete its deformation by half the force or something similar to the estimated force of the locking element 50.
    Figure 11 is a view showing a modified shape of the mounting portion 55 of the locking element 50. The mounting portion 55 is formed with the aforementioned elongated hole 55a and cutout 55b, plus a lower portion of the mounting portion. assembly 55 is formed on both side portions thereof with cutouts 55c, which allow the narrowing portions 47a, 47b of the drilling opening of mounting portion 47 shown in figure 7 (A). As mentioned above, when the drilling opening of the mounting portion 47 of the upper rail 40 with the mounting portion 55 of the locking element 50 that passes through it moves forward with the relative movement of the upper rail 40 with respect to the locking element 50, the narrowing portions 47a, 47b of the mounting portion drilling aperture 47 move as they enter the cutouts 55c of the mounting portion 55. In the case of the mounting portion 55 assembly 55 which is not formed with the cutouts 55c, the narrowing portions 47a, 47b of the drilling opening of the mounting portion 47 can move while in contact with and therefore cut by both portions sides of the mounting portion 55. However, since the provision of the cutouts 55c allows the narrowing portions 47a, 47b only to enter it without being cut, the cutouts 55c come into contact with the narrowing portions 47a, 47b mod o that the downward movement of the mounting portion 55 can be avoided in a reliable manner.
    Figure 12 (A) is a view showing a modified shape of the movement restriction portion formed in the drilling opening of the mounting portion 47 of the upper rail 40 and is the view showing the movement restriction portion adapted to the mounting portion. 55 formed with the cutouts 55c shown in figure 11. The opening portion perforation opening 47 has a large rectangular shape portion 47c with a width greater than the width of the mounting portion 55 in the direction
    : orthogonal to the rail axis direction so that the mounting portion 55 - of the locking element 50 does not contact the opening edge portion, and a small rectangular shape 47d formed to communicate with a rear center of the large portion of rectangular shape 47c and with a width slightly greater than the distance between the cutouts 55c of the mounting portion 55. That is, in both rear side portions of the drilling opening of mounting portion 47, staggered portions 47e are formed , 47f (corresponding to the "motion restriction portion" in the present invention) which narrows the width of the drilling opening of the mounting portion 47 so that it can enter the cutouts 55c of the mounting portion 55 at the time of movement relative between the locking element 50 and the upper rail 40.
    a When the drilling opening of the mounting portion 47 of the upper rail 40 with the mounting portion 55 of the locking element 50 S É 15 that passes through it moves forward as shown in: figure 12 (B) with the movement relative to the upper rail 40 with respect to the locking element 50 as mentioned above, the staggered portions 47e, 47f of the mounting portion perforation opening 47 move as they enter the cutouts 55c of the mounting portion
    55. In this way, through the provision of cutouts 55c, the scaled portions 476, 47f enter cutouts 55c without being cut and come into contact with cutouts 55c, so that the fitting portion 54 remains in the state of being engaged in the engaged portions 35 of the lower rail 30. That is, the locking element 50 is prevented from moving in the direction of the lock release and can still be stable in the state where the relative movement between the lower rail 30 and the upper rail 40 are braked against a large load placed in the forward direction of the vehicle. In addition, the elongated holes 54a in the locking portion 54 of the locking element 50 remain engaged in order to reach the roots of the cutouts 35a of the locking portions 35 of the lower rail 30, in which the aforementioned load breaking mode becomes a pure shear, so that a stable locking force can be guaranteed.
    : Although in the sliding device 1 for the fashionable vehicle above - the movement release portion is formed in the fixed portion 46 of the upper rail 40, a movement release portion of the same shape can be produced in the clamping portion 51 of the locking element 50. In this case, unlike the movement release portion in the clamped portion 46 which is formed on the rear side of the clamping hole 46a with the clamping pin 52 passing through it, the movement-releasing portion on the clamping portion 51 is formed on the front side of the clamping hole 46a with the clamping pin 52 passing through it. With reference to the movement release portion on the fixed portion 46 and the movement release portion on the fixation portion 51, neither can be formed or both can be formed. Although the present invention is applied to the sliding device 17 for vehicles of the type in which the locking element 50 moves vertically- À | 15 with respect to the rail axis in order to perform the lock and release - lock, the present invention may also be applicable to a sliding device for a vehicle of the type in which the locking element rotates around the axis of rail in order to perform the lock and release the lock. In addition, although the description has been made in the event that the sliding device is applied to a vehicle seat, the sliding device may be applicable to one for use that is necessary to slide in a vehicle.
    INDUSTRIAL APPLICABILITY The vehicle sliding device according to the present invention is suitable for use in a vehicle sliding device that is provided with a pair of first rails attached to a vehicle and a pair of second rails supported in a sliding manner with relation to the first rails and that supports a vehicle seat in a mobile way in a front to back direction. “SYMBOLS DESCRIPTION 1 - sliding device for vehicle, 30 - lower rail, - fitted portion, 40 - upper rail, 46 - fixed portion, 46b - small hole
    : queno (movement release portion), 46c - communication portion: (movement release portion), 46d - escape hole (movement release portion), 46e - communication portion (mo- release portion: 46f - elongated hole (movement release portion), 469 - elliptical hole (movement release portion), 46h - elongated hole (movement release portion), 46i - elliptical hole (movement release portion) 47 - drilling opening of mounting portion, 47a, 47b - narrowing portions (movement restriction portion), 47e, 47f - staggered portion (movement restriction portion), 48 - support lever, 49 - slot opening perforation opening, 49a - oblique portion (movement restriction portion), 50 - locking element, 51 - fixing portion, 52 - fixing pin, 53 - portion body, 54 - 7 fitting portion, 55 - mounting portion, 56 - curved portion (release portion)
    f: movement), 60 - manipulation lever
    权利要求:
    Claims (6)
    [1]
    - CLAIMS - 1. Sliding device for vehicle, comprising: - a first track; : - a second rail supported relatively mobile with respect to the first rail in a rail axis direction; - a locking element housed and fixed within a section area of one of the first and second tracks so as to extend in the direction of the track axis of a track in order to stop the relative movement between the first and second tracks; & 10 - a manipulation lever mounted on the locking element to move the locking element in order to allow relative movement between the first and second tracks; : - a movement release portion formed on at least one of the locking element and the rail that fixes the locking element “15. so that the relative movement between the locking element and the rail that "fixes the locking element in the direction of the rail axis is possible, with the locking element preventing relative movement; and - a movement restriction portion formed on the rail securing the locking element so as to limit movement in a locking release direction of the locking element after relative movement in the movement-releasing portion.
    [2]
    2. Vehicle sliding device according to claim 1, in which: - the locking element is formed with a fixing portion fixed to one between the first and second rails and a lockable fitting portion on the other among the first and second tracks; - one of the first and second rails is formed with a fixed portion to which the fixing portion is fixed, and a plug portion opening through which the plug portion passes; - the other one between the first and second rails is formed with a plugged portion that fits into the socket portion, projecting from the hole opening of the socket portion;
    : - the movement release portion is formed in at least - one of the fixation portion and the fixed portion; e '- the movement restriction portion is formed at the opening of: perforation of the locking portion so that when the locking element and rail that fixes the locking element move relatively, the locking portion fits so that it is prevented to move in one direction, separating from the docked portion.
    [3]
    3. Vehicle sliding device according to claim 1, in which: o 10 - the locking element is formed with a fixation portion fixed to one of the first and second tracks, to a plug-in portion on the other, between the first and second rails, and a mounting portion that mounts the manipulation lever; - one of the first and second tracks is formed with one: 15 fixed portion to which the fixing portion is fixed, and with an opening for drilling the mounting portion through which the mounting portion passes; - the other between the first and second tracks is formed with a plugged portion that fits into the socket portion; - the movement release portion is formed in at least ”one of the fixation portion and the fixed portion; and - the movement restriction portion is formed in the drilling opening of the mounting portion so that when the locking element and the rail that secures the locking element moves relatively, the mounting portion fits so that prevent the fitting portion from moving in one direction, separating from the fitting portion.
    [4]
    4. Vehicle sliding device according to claim 1, in which: - the locking element is formed with a fixing portion fixed to one between the first and second tracks and with a fitting portion that fits into the other among the first and second tracks; - one of the first and second tracks is formed with a
    . fixed portion to which the fixing portion is fixed, and with a plug portion opening through which the plug portion passes; í - the other one between the first and second rails is formed with a plugged fitting portion in the fitting portion, projecting from the opening of the fitting portion perforation;
    - the movement release portion is formed between the fixing portion and the engaging portion on a body portion of the locking element; and - the movement restriction portion is formed in the slot opening perforation opening so that when the locking element and the rail that secures the locking element move relatively, the locking portion snaps together to be prevented from moving
    It is in one direction, separating from the docked portion. -
    [5]
    5. Vehicle sliding device according to: 15 claim 1, in which: ft - the locking element is formed with a fixation portion fixed to one of the first and second tracks, with a fitting portion insertable on the other between the first and second rails, and with a mounting portion that mounts the manipulation lever;
    - one of the first and second tracks is formed with a fixed portion to which the fixing portion is fixed, and with a mounting portion perforation opening through which the mounting portion passes;
    - the other between the first and second tracks is formed with a plugged portion that fits into the socket portion;
    - the movement release portion is formed between the fixing portion and the engaging portion on a body portion of the locking element; and
    - the movement restriction portion is formed in the opening opening of the mounting portion so that when the locking element and the rail that secures the locking element move relatively, the mounting portion fits in to prevent the portion of
    * fitting moves in one direction, separating from the fitting portion. -
    [6]
    6. Vehicle sliding device according to any one of claims 1 to 5, in which: - the first rail is a lower rail fixed to a floor of the vehicle; - the second track is an upper track attached to a vehicle cover; and - the locking element is fixed to the upper rail in order to lock the relative movement between the upper rail and the lower rail when moved upwards.
    LL o
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    | 12/2
    THE
    MW À) - DN
    À R
    THE
    SM À Temo W VE = Ss Mi A Mile PS s ã & A Ne 8
    ; 312
    EM Ss À S q X WI WI: “A à) 8: = $ 8 o e í $$ ER a Sé A = PANA o N
    E EANES AN = BE SO S & VS 2 o WS Ss ES K Y à ES o 7 vain. O - Tõ & s 18
    AS oe
    The uu
    1 FIG
    4. Mm 7 | A 1% 65a a 41a ((US 55 are Ho | 48c. ON 15h: 48h— TJ] »2 LE 62: VT TE 8 48e a E, 452 A a (DL 3222” AN FL OS sounds E Í WE 32b . ge tm O "A 2, 32h
    Ned / | (A) WO:: I try, (B) CO |
    FIG 6 40 54 49 49a fe Ô 40 54 49 492 i 40 54 49 donates Pinta) (C) 7
    FIG 7 40 47 55 d7a
    EX / Y 476 40 47 55 d47a
    A a / | (B) | | 1 | V 47h
    À: 9 Ds ”b) and 8 there are: /
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    同族专利:
    公开号 | 公开日
    US20120205512A1|2012-08-16|
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    DE102017208725A1|2016-05-26|2017-11-30|Toyota Boshoku Kabushiki Kaisha|Sitzlängsverstellvorrichtung|
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    EP3546281B1|2018-03-16|2021-08-25|TF-Metal Co., Ltd.|Seat slide device|
    IT201800005731A1|2018-05-25|2019-11-25|Slider for a vehicle seat|
    IT201800006569A1|2018-06-21|2019-12-21|Sliding device for a vehicle seat having an improved locking system|
    IT201800006570A1|2018-06-21|2019-12-21|Sliding device for a vehicle seat having an improved locking system|
    JP2020117133A|2019-01-25|2020-08-06|トヨタ紡織株式会社|Slide device|
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    JP2020117132A|2019-01-25|2020-08-06|トヨタ紡織株式会社|Slide device|
    法律状态:
    2020-12-22| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2021-01-19| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-05-04| B11B| Dismissal acc. art. 36, par 1 of ipl - no reply within 90 days to fullfil the necessary requirements|
    2021-12-07| B350| Update of information on the portal [chapter 15.35 patent gazette]|
    优先权:
    申请号 | 申请日 | 专利标题
    JP2009253532A|JP4947123B2|2009-11-04|2009-11-04|Vehicle sliding device|
    JP2009-253532|2009-11-04|
    PCT/JP2010/067961|WO2011055615A1|2009-11-04|2010-10-13|Sliding device for a vehicle|
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