JP3815062B2 - Vehicle seat structure - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a vehicle seat structure configured to allow a seat to move rearward at the time of a rear collision of a vehicle.
[0002]
[Prior art]
  Conventionally, as a vehicle seat structure of the above-mentioned example, there is a structure described in JP-A-7-61274, for example.
[0003]
  That is, a second seat slide mechanism including a pair of left and right rails as a fixed element and a seat base as a movable element between a normal seat slide mechanism (first seat slide mechanism) and a seat cushion. When a forward impact is applied to the car body of a car (at the time of rear impact), the fiber-reinforced plastic and cylindrical energy absorbing member provided in the second seat slide mechanism is compressed and broken. However, the seat pedestal or the seat described above is moved rearward relative to the vehicle body to prevent a burden on the occupant's cervical spine.
[0004]
  According to this conventional structure, there is an advantage that the occupant can be well protected by retreating the seat at the time of rear collision, but on the other hand, it is newly added to the existing seat slide mechanism (first seat slide mechanism). A separate seat slide mechanism (second seat slide mechanism) is indispensable, and these seat slide mechanisms are required to sufficiently handle the front / rear and left / right collision performance of the vehicle, and therefore require peeling load and rigidity. Thus, in the configuration in which the seat slide mechanism is provided in two upper and lower stages, there is a problem that the weight and cost are excessive and the feasibility is hindered.
[0005]
  On the other hand, when the impact sensor (G sensor) detects a rear collision as described in JP-A-7-61273, the mechanism that locked the reclining of the seat back is released, and the seat back is operated by operating the hydraulic cylinder. A vehicle seat structure that has been reclined to relieve the load on the occupant at the time of rear-end collision has already been invented. There is a problem that the burden on the cervical spine of the occupant cannot be effectively prevented because the amount of displacement (displacement) is larger than that of the seat back.
[0006]
[Problems to be solved by the invention]
  This invention can effectively use an existing and single seat slide mechanism by releasing the lock of the seat slide at the time of predicting a rear collision and operating a resistance biasing means for applying a resistance load to the backward movement of the seat. It is possible to reduce the weight and cost, and to prevent the burden on the occupant's cervical spine from occurring while properly controlling the rear load by the action of the resistance biasing means. The biasing means is configured not to add a resistance load to the seat during normal seat sliding, thereby achieving both reduction of the sliding operation load during normal seat sliding and optimization of the sliding load during rear impact. Furthermore, by configuring the above-described seat slide to be unlocked by the actuator, the actuator can be used to perform the It is possible to unlock the door slide to ensureAndA vehicle seat that can achieve a fail-safe by obtaining a reliable resistance urging effect by the resistance urging means by operating the resistance urging means in advance at the time of predicting a rear collision and releasing the lock of the seat slide. The purpose is to provide a structure.
[0007]
  In one embodiment of the present invention, one end of the above-described resistance urging means is attached to the floor side, and the other end is attached to the seat side. It aims at providing the vehicle seat structure which can ensure the absorption effect (effect which gives resistance load to back movement of a seat).
[0008]
  In one embodiment of the present invention, the above-described resistance urging means is set to a damper, one end of the damper is connected to the floor side, and the other end of the damper is connected to the seat side when the actuator for operating the damper is operated. Accordingly, an object of the present invention is to provide a vehicle seat structure that can easily connect and disconnect the other end of the damper by operating the actuator for actuating the damper, thereby improving controllability.
[0009]
[Means for Solving the Problems]
  The vehicle seat structure according to the present invention is a vehicle seat structure configured to allow the seat to move rearward at the time of a rear collision of the vehicle, and includes a resistance urging unit that applies a resistance load to the rearward movement of the seat. When predicting a rear-end collisionThe resistance biasing means is operated in advance to release the seat slide lock.The resistance urging means does not add a resistance load to the seat during a normal seat slide, while the seat slide lock is released by an actuator..
[0010]
  ThisIn one embodiment of the invention, the resistance urging means has one end attached to the floor side and the other end attached to the seat side.
[0011]
  In one embodiment of the present invention, the resistance urging means comprises a damper, one end of the damper is connected to the floor side, and the other end of the damper is connected to the seat side when the actuator for operating the damper is operated. It is.
[0012]
[Action and effect of the invention]
  According to the present invention, when the rear collision is predicted, the seat slide is unlocked, the rearward movement of the seat is allowed, and the resistance urging means is operated to apply a resistance load to the rearward movement of the seat.
[0013]
  For this reason, the existing and single seat slide mechanism can be used effectively, and weight reduction and cost reduction can be achieved.Also,Since resistance is given to the backward movement of the seat by the action of the above-described resistance urging means, there is an effect that it is possible to prevent a burden generated on the cervical vertebra of the occupant in advance while appropriately controlling the backward load.
[0014]
  furtherThe above-mentioned resistance urging means does not add a resistance load to the seat during normal seat sliding, so that both reduction of the slide operation load during normal seat sliding and optimization of the slide load during rear-end collision are achieved. There is an effect that can.
[0015]
  in additionSince the above-described seat slide lock is released by the actuator, the seat slide lock can be reliably unlocked by the actuator at the time of rear collision or prediction of rear collision, and the control thereof can be facilitated.
[0016]
  MoreoverIn the case of predicting a rear collision, the above-described resistance urging means is actuated first, and then the seat slide is unlocked, so that a certain resistance urging effect by the resistance urging means can be obtained and fail-safe is achieved. There is an effect that can.
[0017]
  According to one embodiment of the present invention, since the above-described resistance biasing means is stretched between the floor side and the seat side, it is a simple mounting configuration in which the resistance biasing means is connected to a rigid. However, there is an effect that an energy absorption effect (an effect of applying a resistance load to the backward movement of the seat) can be ensured.
[0018]
  According to one embodiment of the present invention, the above-described resistance biasing means is set as a damper, one end of the damper is connected to the floor side, and the other end of the damper is connected to the seat side when the actuator for operating the damper is operated. Therefore, it is possible to easily connect and disconnect (disconnect) the other end of the damper by operating the actuator for actuating the damper, and there is an effect that the controllability can be improved.
[0019]
【Example】
  An embodiment of the present invention will be described in detail with reference to the drawings.
  The drawings show a vehicle seat structure. In FIGS. 1 and 2, the vehicle seat structure is formed by joining cross members 2 and 3 extending in the vehicle width direction at the front and rear of a floor 1 with a space therebetween. , 3 is attached with a seat slide mechanism 6 via brackets 4 and 5.
[0020]
  As shown in FIG. 2, the seat slide mechanism 6 includes a lower rail 8 as a fixed element fixed to the floor side 7, a double plate upper rail 9 as a movable element fixed to the seat side, a ball 10 and The upper rail 9 is connected to a seat cushion frame (so-called pan) 12.
[0021]
  The seat 13 includes a seat cushion 14, a seat back 15, and a headrest (not shown), and the seat back 15 is configured to be reclining around a fulcrum 16.
[0022]
  The mechanism for locking and unlocking the above-described seat slide mechanism 6 (hereinafter simply abbreviated as “unlock mechanism”) is the first unlock mechanism L1 shown in FIGS.(Example structure)And the second unlocking mechanism L2 shown in FIGS.(Example disclosure structure)One of these is selected and used.
[0023]
  As shown in FIGS. 2 to 4, the first unlocking mechanism L <b> 1 pivotally supports an operation lever 18 via a bracket 17 on the seat cushion frame 12 and the upper rail 9, and a lower rail 8 is formed below the operation lever 18. A locking member 19 provided with a locking claw 19a engaged with the locking hole 8a is integrally or integrally connected, and a link 20 is integrally or integrally connected to the upper portion of the operation lever 18. Yes.
[0024]
  The operation lever 18 on one side has an operation portion 18a on the front end side thereof, and has an extension portion 18b extending inward on the rear end side thereof. The operation lever 18 on the floor side 7 is opposed to the extension portion 18b. While the electric actuator 21 is attached, the link 20 in the operation lever 18 on one side and the lock member 19 in the operation lever 18 on the other side are connected by a wire 22 for the purpose of simultaneous left and right operation.
[0025]
  Thus, when the rear collision is predicted, the electric actuator 21 is turned ON as shown in FIG. 3, and the locking claw 19a is engaged with the lower rail 8 via the operation lever 18 and the lock member 19 by the protruding movement of the flanger 21a. It is configured to be removed from the stop hole 8a and unlock the seat slide.
[0026]
  As shown in FIGS. 5 and 6, the second unlocking mechanism L <b> 2 (structure disclosed in the embodiment) forms a locking claw 19 b formed integrally with the lower end of the locking member 19 into a trapezoidal shape (or a substantially triangular shape). When a rear load of a predetermined value or more is applied to the lock member 19 and the locking claw 19b at the time of a rear collision, the locking claw 19b is locked to the lower rail 8 from the locked state shown in FIG. It is configured to release from the hole 8a and unlock the seat slide. In this case, it is natural that the elements 20, 21, and 22 shown in FIGS.
[0027]
  As described above, the seat slide is unlocked when the rear collision of the vehicle is predicted, and the seat 13 moves rearward as indicated by the phantom line in FIG. 1 at the time of the rear collision. A resistance load is applied to the rearward movement of the seat 13. The resistance urging means to perform is the first resistance urging means D1 shown in FIG.(Example disclosure structure)And the second resistance urging means D2 shown in FIGS.(Example structure)And the third resistance urging means D3 shown in FIGS.(Example disclosure structure)One of these is selected and used.
[0028]
  As shown in FIG. 1, the first resistance urging means D1 has one end 23a of the damper 23 attached to the cross member 2 on the floor 1 side, and the other end 23b of the damper 23 attached to the bracket 24 on the lower surface of the seat cushion frame 12 on the seat 13 side. The damper 23 is rigidly stretched between the floor 1 and the seat 13, and is configured to optimize the sliding load of the seat 13 at the time of a rear collision.
[0029]
  7 to 9, the second resistance biasing means D2 connects one end 23a of the damper 23 to the cross member 2 on the floor 1 side, and the other end of the damper 23 is moved to the seat 13 side when the actuator 25 is operated. It is comprised so that it may be connected.
[0030]
  That is, a long block 28 having a number of locking holes 27... Is attached to the tip of the damper rod 26 to accommodate the seat slide, while the lower surface of the seat cushion frame 12 is considered in terms of ease of assembly. A gate-shaped bracket 29 is attached, and the block-shaped bracket 29 is placed on the block 28 from above.
  Further, openings 30 and 30 are formed in opposite portions of the bracket 29, and the actuator 25 is attached to the position of one of the openings 30.
[0031]
  Thus, during normal operation (non-collision), as shown in FIG. 8, the plunger 25a of the actuator 25 is retracted so that the resistance load of the damper 23 is not applied to the seat 13 when the seat slides. At the same time, when the rear collision is predicted, the plunger 25a of the actuator 25 is advanced as shown in FIG. 9, and the other end of the damper 23 is connected to the seat 13 so as to optimize the sliding load of the seat 13 at the time of the rear collision. It is configured.
[0032]
  As shown in FIGS. 10 to 12, the third resistance urging means D <b> 3 (structure disclosed in the embodiment) connects one end 23 a of the damper 23 (see the previous figure) to the cross member 2 on the floor 1 side. The end is configured to be connected to the seat 13 side when the inertial force acting member 31 is operated.
[0033]
  The inertial force acting member 31 includes a bearing member 32 attached to one side outer surface of the gate-shaped bracket 29, a lever 33 pivotally supported on the bearing member 32, and a weight 34.
[0034]
  The lever 33 described above extends in a substantially L shape rearward from the upper end of the support shaft portion 33 a and the long block 28 at the other end of the damper 23 through a single long hole 29 a of the bracket 29. The engaging portion 33b to be engaged with the locking hole 27 and the weight attaching portion 33c extending in the vehicle width direction from the lower end of the support shaft portion 33a are integrally formed. A weight 34 is attached.
[0035]
  Further, one end of the spring 35 wound around the support shaft portion 33a of the lever 33 is locked to the bracket 29 side, and the other end is locked to the back surface of the weight mounting portion 33c. It is configured to regulate the movement of
  Further, a long hole 29b is formed in the other piece of the gate-shaped bracket 29 so as to face the long hole 29a.
[0036]
  Thus, in a normal time when the above-described weight 34 does not act on the weight 34 (non-rear collision), the locking portion 33b of the lever 33 is separated from the block 28 as shown in FIGS. It is configured so that the resistance load of the damper 23 is not applied to the seat 13 when the seat is slid. In addition, at the time of a rear collision in which an inertial force of a predetermined level or more is applied to the weight 34, the lever 33 is rotated as shown in FIG. 12 from the state shown in FIG. 11, and the engaging portion 33b is moved into the elements 29a, 27, 29b. The other end of the damper 23 is connected to the seat 13 side to optimize the sliding load of the seat 13 at the time of rear collision.
[0037]
  Here, a total of six combinations of the first unlocking mechanism L1, the second unlocking mechanism L2, and the first to third resistance urging means D1, D2, and D3, as shown in FIG. Pattern P1 to P6.
[0038]
  Of these patterns P1 to P6, the fourth pattern P4 and the sixth pattern P6 need not be controlled, and the control contents of the other patterns P1, P2, P3, and P5 will be described later with reference to flowcharts. The control of the first pattern P1 and the fifth pattern P5 is shown in the flowchart of FIG. 16, the control of the second pattern P2 is shown in the flowchart of FIG. 17, and the control of the third pattern P3 is shown in FIG. It shows in the flowchart.
[0039]
  FIG. 14 shows a control circuit for a vehicle seat structure. The CPU 40 is an actuator for unlocking the seat slide according to a program stored in the ROM 43 based on a signal input from the prediction sensor 41 or the G sensor 42 (acceleration sensor). 21, the actuator for driving the damper 25 is driven and controlled, and the RAM 44 corresponds to the first and second predetermined times before t1 and t2 as a predetermined time before the actual collision timing t3 shown in FIG. Store data and maps.
[0040]
  Here, the G sensor 42 described above detects the rear collision acceleration, and the prediction sensor 41 described above uses ultrasonic waves to determine the relative distance and relative speed between the host vehicle and another vehicle that may cause the rear collision. Is measured to predict the rear impact.
[0041]
  In addition, the above-described CPU 40 activates the actuator 21 at the time of predicting a rear collision to unlock the seat slide (unlocks the seat slide mechanism 6), and activates the actuator 25 for actuating the damper to resist the biasing means D2. Control means (see CPU 40 itself) for operating
  A preceding actuating means (see the seventh step Q7 in the flowchart shown in FIG. 17) for causing the above-described resistance urging means D2 to act in advance at the time of a rear collision prediction;
  A trailing release means (see tenth step Q10 of the flowchart shown in FIG. 17) for releasing the locking of the seat slide at the time of prediction of a rear collision;
  When the third pattern P3 shown in FIG. 13 is adopted, the above-described actuator 21 for unlocking the seat slide is driven after the inertia force acting member 31 connects the other end of the damper 23 to the seat 13 side. Delay canceling means (see steps U4 and U5 in the flowchart shown in FIG. 18);
Doubles as
[0042]
  The effect | action of the vehicle seat structure comprised in this way is explained in full detail below with reference to the flowchart shown to FIG. 16, FIG. 17, FIG.
  First, when the first pattern P1 or the fifth pattern P5 of FIG. 13 is adopted(Example disclosure structure)The operation of will be described based on the flowchart shown in FIG.
[0043]
  In the first step S1, the CPU 40 performs detection by the prediction sensor 41. In the next second step S2, the CPU 40 determines whether or not the rear collision is predicted based on the output of the prediction sensor 41. In other words, there is a possibility of a rear collision. When it is determined NO, the process proceeds to the third step S3. When it is determined YES, the process proceeds to the next fourth step S4.
[0044]
  In the above-described third step S3, if various devices are operated, the CPU 40 returns this to the original state and then returns to the first step S1.
  On the other hand, in the above-described fourth step S4, the CPU 40 obtains the actual rear collision timing t3 (see FIG. 15) by calculation.
[0045]
  Next, in the fifth step S5, the CPU 40 determines whether or not the prediction of the rear collision is continued. When the determination is NO, the CPU 40 returns to the first step S1, while when the determination is YES, the CPU 40 proceeds to the next sixth step S6.
  In the above-described sixth step S6, the CPU 40 determines whether or not it is t2 before the second predetermined time (see FIG. 15). When NO is determined, the process returns to the fifth step S5, while when YES is determined, the next seventh step S7 is performed. Migrate to
[0046]
  In the seventh step S7, the CPU 40 drives the actuator 21 to unlock the seat slide when the first pattern P1 is adopted, and drives the actuator 25 when the fifth pattern P5 is adopted. Then, the damper 23 is operated.
[0047]
  In the case of the first pattern P1, since the damper 23 is stretched on the rigid, when the seat slide is unlocked as shown in FIG. 3 by the operation of the actuator 21 at the time t2, the actual collision timing t3. When the occupant's rear load is urged to the seat back 15, the seat 13 moves rearward as indicated by the phantom line in FIG. It is possible to prevent the burden that occurs in advance.
[0048]
  In the case of the fifth pattern P5, the actuator 25 operates at the second predetermined time t2 (see FIG. 15), and the other end of the damper 23 is connected to the seat 13 as shown in FIG. When the occupant's rear load is urged to the seat back 15 at timing t3, the locking claw 19b of the locking member 19 of the second unlocking mechanism L2 is disengaged from the locking hole 8a as shown in FIG. While the rear load of the seat 13 is appropriately controlled by the damper 23, the seat 13 can move rearward as indicated by the phantom line in FIG. 1 to prevent a burden on the cervical spine of the occupant.
[0049]
  As described above, according to the first pattern P1 shown in FIG. 13 or the fifth pattern P5 shown in FIG. 13, the seat slide is unlocked and the rearward movement of the seat 13 is allowed at the time of predicting a rear collision. At the same time, the resistance urging means D1 or D2 is actuated to apply a resistance load to the backward movement of the seat 13.
[0050]
  Therefore, the existing and single seat slide mechanism 6 can be used effectively, the weight can be reduced and the cost can be reduced, and the seat 13 can be moved rearward by the action of the resistance urging means D1 or D2. Since resistance is given to (see the phantom line in FIG. 1), there is an effect that it is possible to prevent a burden generated on the occupant's cervical spine while properly controlling the rearward load.
[0051]
  Further, according to the fifth pattern P3, the above-described resistance biasing means D2 does not add a resistance load to the seat 13 as shown in FIG. There is an effect that it is possible to achieve both reduction and optimization of the slide load at the time of rear collision (see FIG. 9).
[0052]
  Furthermore, according to the first pattern P1, the above-described seat slide lock is released by the actuator 21 as shown in FIG. 3, so that the seat 21 can be reliably unlocked by the actuator 21 when predicting a rear collision. There is an effect that control becomes easy.
[0053]
  On the other hand, according to the fifth pattern P5, the lock of the seat slide described above is released by a rear load of a predetermined value or more, so that the rear impact can be achieved without using an actuator that requires a driving source such as electric power or fluid pressure. There is an effect that the seat slide lock can be reliably removed as shown in FIG.
[0054]
  Further, according to the first pattern P1, the resistance urging means D1 (see FIG. 1) is stretched between the floor side (see the cross member 2) and the seat 13 side. Although it is a simple mounting configuration in which the means D1 is connected to the rigid, there is an effect that an energy absorption effect (an effect of applying a resistance load to the backward movement of the seat 13) can be ensured.
[0055]
  In addition, according to the fifth pattern P5, the resistance urging means D2 (see FIGS. 7 to 9) is set on the damper 23, and one end of the damper 23 is connected to the floor side (see the cross member 2). Since the other end of the damper 23 is configured to be coupled to the seat 13 when the actuator 25 is operated, the other end of the damper 23 can be easily connected and disconnected (separated) by the operation of the actuator 25, and its control is performed. This has the effect of improving the performance.
[0056]
  Next, when the second pattern P2 of FIG. 13 is adopted(Example structure)The operation of will be described in detail with reference to the flowchart shown in FIG.
[0057]
  In the first step Q1, the CPU 40 performs detection by the prediction sensor 41. In the next second step Q2, the CPU 40 determines whether or not the rear collision is predicted based on the output of the prediction sensor 41. In other words, there is a possibility of a rear collision. When it is determined NO, the process proceeds to the third step Q3, and when it is determined YES, the process proceeds to the next fourth step Q4.
[0058]
  In the above-described third step Q3, the CPU 40 returns to the first step Q1 after restoring various devices if they are operated.
  On the other hand, in the above-described fourth step Q4, the CPU 40 obtains the actual rear collision timing t3 (see FIG. 15) by calculation.
[0059]
  Next, in the fifth step Q5, the CPU 40 determines whether or not the prediction of the rear collision is continued. When the determination is NO, the CPU 40 returns to the first step Q1, while when the determination is YES, the CPU 40 proceeds to the next sixth step Q6.
  In this sixth step Q6, the CPU 40 determines whether or not it is t1 before the first predetermined time (see FIG. 15). When NO is determined, the process returns to the fifth step Q5, but when YES is determined, the next seventh step Q7 is performed. Transition.
[0060]
  In this seventh step Q7, prior to unlocking the seat slide, the CPU 40 first drives the actuator 25 (see FIGS. 7 to 9) to connect the other end of the damper 23 to the seat 13 side. 23 is operated in advance.
  Next, in the eighth step Q8, the CPU 40 determines again whether or not the prediction of the rear collision is continued. When the determination is NO, the CPU 40 returns to the first step Q1, while when the determination is YES, the CPU 40 proceeds to the next ninth step Q9. .
[0061]
  In the above-mentioned ninth step Q9, the CPU 40 determines whether or not it is t2 before the second predetermined time (see FIG. 15). When NO is determined, the process returns to the eighth step Q8, while when YES is determined, the next tenth step Q10. Migrate to
  In the tenth step Q10, the CPU 40 drives the actuator 21 (see FIG. 3) to release the lock of the seat slide as shown in FIG.
[0062]
  As described above, according to the embodiment of the second pattern P2 shown in FIG. 13, when the rear collision is predicted, the seat slide is unlocked to allow the rearward movement of the seat 13, and the resistance biasing means D2 is activated. Thus, a resistance load is applied to the backward movement of the seat 13.
[0063]
  Therefore, the existing and single seat slide mechanism 6 can be used effectively, the weight can be reduced and the cost can be reduced, and the seat 13 can be moved backward by the action of the resistance urging means D2 (see FIG. Since the resistance is applied to the imaginary line (1), it is possible to prevent the burden generated on the occupant's cervical spine while properly controlling the rearward load.
[0064]
  The above-described resistance biasing means D2 does not apply a resistance load to the seat 13 as shown in FIG. 8 at the time of normal seat sliding, so that the slide operation load is reduced at the time of normal seat sliding and the rear impact (see FIG. 9). ) Can be achieved with the optimization of the slide load.
[0065]
  In addition, since the lock of the above-described seat slide is released by the actuator 21 as shown in FIG. 3, the seat slide can be reliably unlocked by the actuator 21 at the time of predicting a rear collision, and the control thereof is easy. is there.
[0066]
  Further, the above-described resistance biasing means D2 (see FIGS. 7 to 9) is set to the damper 23, and one end of the damper 23 is connected to the floor side. The other end of the damper 23 is the seat 13 when the actuator 25 is operated. Since it is configured to be coupled to the side, it is possible to easily connect and disconnect (disconnect) the other end of the damper 23 by operating the actuator 25, thereby improving the controllability.
[0067]
  Next, when the third pattern P3 of FIG. 13 is adopted(Example disclosure structure)The operation of will be described in detail with reference to the flowchart shown in FIG.
  In the first step U1, the CPU 40 performs detection by the G sensor 42, and in the next second step U2, the CPU 40 determines whether or not the rear impact acceleration is equal to or greater than a predetermined G based on the output of the G sensor 42, and determines NO. Sometimes, the process proceeds to the third step U3, while when YES is determined, the process proceeds to the next fourth step U4.
[0068]
  In the above-described third step U3, if various devices are operated, the CPU 40 returns this to the original state and then returns to the first step U1.
  When a rear impact acceleration exceeding a predetermined value is applied to the vehicle, an inertial force acts on the weight 34 shown in FIGS. 10 and 11, and the weight 34 relatively moves rearward as shown in FIG. As shown in the figure, the engaging portion 33b is engaged with the engaging hole 27 and the other end of the damper 23 is rotated about the support shaft portion 33a.
Are connected to the seat 13 side, but in the above-described fourth step U4, the CPU 40 executes a delay process for a predetermined time in order to wait for such engagement and connection to be reliably completed.
  Next, in the fifth step U5, the CPU 40 drives the actuator 21 shown in FIG. 3 to release the lock of the seat slide as shown in FIG.
[0069]
  Thus, according to the third pattern P3 shown in FIG. 13, when the rear collision is detected, the lock of the seat slide is released as shown in FIG. 3, and the rearward movement of the seat 13 is allowed, and the resistance biasing means D3 is actuated and a resistance load is applied to the backward movement of the seat 13.
[0070]
  For this reason, the existing and single seat slide mechanism 6 can be used effectively, the weight can be reduced and the cost can be reduced, and resistance to the backward movement of the seat 13 by the action of the resistance urging means D3 described above. Therefore, it is possible to prevent the burden generated on the cervical spine of the occupant from occurring while appropriately controlling the rear load.
[0071]
  Further, since the above-described resistance biasing means D3 does not apply a resistance load to the seat 13 as shown in FIG. 11 at the time of normal seat sliding, the slide operation load is reduced at the time of normal seat sliding, and the slide at the time of rear impact. There is an effect that it is possible to achieve both load optimization and optimization.
[0072]
  Further, since the above-described seat slide lock is unlocked by the actuator 21 (see FIG. 3) as shown in FIG. 3, the seat slide can be reliably unlocked by the actuator 21 when the rear collision is detected, and the control thereof is easy. There is an effect.
[0073]
  Moreover, the above-described resistance biasing means D3 is set to the damper 23, and one end of the damper 23 is connected to the floor side, and the other end of the damper 23 is connected to the seat 13 side when the inertial force acting member 31 is operated. Therefore, without using the actuator 21 that requires a drive source, the other end of the damper 23 is securely connected to the seat 13 side by the inertial force acting member 31 that acts by the inertial force at the time of rear collision, There is an effect that resistance can be given to the backward movement.
[0074]
  Further, in the structure including the lock release mechanism L1 that is released by the actuator 21 (see FIG. 3) and the damper 23 that is connected to the seat 13 when the inertial force acting member 31 is operated, the inertial force is first applied at the time of a rear collision. Since the other end of the damper 23 is connected to the seat 13 side by the action member 31, and then the actuator 21 for unlocking is driven, a reliable resistance biasing effect by the damper 23 can be obtained, and fail safe can be achieved. There is an effect that can be done.
[0075]
  Here, the patterns P1 and P2 in FIG. 13 correspond to the embodiment structure, and the other patterns P3 to P6 are the embodiment disclosed structure.
[0076]
  In the correspondence between the configuration of the present invention and the above-described embodiment,
  The resistance biasing means of the present invention is an embodimentThe first2 resistance boostersStage D2
  Similarly,
  The mechanism for unlocking the seat slide (see the seat slide mechanism 6) corresponds to the first unlock mechanism L1,
  The present invention is not limited to the configuration of the above-described embodiment.
[0077]
  For example, the damper 23 constituting the first resistance biasing means D1 shown in FIG. 1 may be constituted by other resistance biasing means such as a coil spring having a predetermined spring load.
[Brief description of the drawings]
FIG. 1 is an explanatory view showing a vehicle seat structure of the present invention.
FIG. 2 is a front view showing a first lock release mechanism.
FIG. 3 is an explanatory diagram when unlocking.
FIG. 4 is a cross-sectional view showing a locked state.
FIG. 5 is a cross-sectional view showing a second unlocking mechanism.
FIG. 6 is an explanatory diagram when unlocking.
FIG. 7 is a side view showing second resistance urging means.
FIG. 8 is a cross-sectional view of a main part taken along line AA in FIG.
FIG. 9 is an explanatory diagram when the actuator is operated.
FIG. 10 is a front view showing third resistance urging means.
11 is a cross-sectional view taken along line BB in FIG.
FIG. 12 is an explanatory diagram when an inertial force is applied.
FIG. 13 is an explanatory diagram showing a combination pattern of a lock release mechanism and resistance urging means.
FIG. 14 is a control circuit block diagram.
FIG. 15 is an explanatory diagram of the time from the prediction of rear collision to the actual collision timing.
FIG. 16 is a flowchart showing a control process.
FIG. 17 is a flowchart showing another embodiment of the control process.
FIG. 18 is a flowchart showing still another configuration of the control means.
[Explanation of symbols]
  6 ... Seat slide mechanism
  7 ... Floor side
  13 ... Sheet
  21 ... Actuator
  23 ... Damper
  25 ... ActuateT
  L1... Unlock mechanism
  D2... resistance biasing means

Claims (3)

A vehicle seat structure configured to allow the seat to move rearward at the time of a rear collision of the vehicle,
Providing a resistance biasing means for applying a resistance load to the backward movement of the seat;
When the rear collision is predicted, the resistance urging means is operated in advance, and the seat slide lock is configured to release the rear ,
While the resistance urging means does not add a resistance load to the seat during normal seat sliding,
A seat structure for a vehicle in which the lock of the seat slide is released by an actuator. The resistance urging means has one end attached to the floor side and the other end attached to the seat side.
The vehicle seat structure according to claim 1. The resistance urging means includes a damper, and one end of the damper is connected to the floor side, and the other end of the damper is connected to the seat side when the actuator for operating the damper is operated.
The vehicle seat structure according to claim 1.

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