Play preventing structure of seat rail for vehicle

Abstract

The present invention relates to a play preventing structure for a seat rail for a vehicle, and is configured to include a lower rail fixed to a floor of a vehicle body and having a receiving space formed therein, an upper rail having at least a portion received in the receiving space and sliding along a length direction of the lower rail, a rolling bearing rotatably coupled to the upper rail and rolling along the length direction of the lower rail in the receiving space, and a play preventing portion pressing the rolling bearing to restrict rotation of the rolling bearing in a state of being interposed between the lower rail and the rolling bearing.

Description

Technical Field

[0001] This invention relates to a clearance prevention structure for vehicle seat guide rails. Background Technology

[0002] Generally, car seats are designed to maintain the occupant's optimal posture and consist of: a seat back that supports the passenger's upper body; and a seat cushion that supports the buttocks and thighs.

[0003] In addition, the car seats are designed to slide a certain distance in the fore-and-aft direction of the vehicle body in order to fit the body shape of the passengers and make effective use of the interior space, and the seat rails are used to perform this function.

[0004] At this time, the seat rail is generally composed of a lower rail and an upper rail. The lower rail is fixedly installed on the floor panel, which is equivalent to the interior floor of the car, along the length of the vehicle body. The upper rail is equipped with rolling bearings so that it can slide along the lower rail and is fixed to the lower part of the seat cushion.

[0005] At this point, the upper rail is configured such that, after moving a certain distance along the lower rail, its fixed position is restricted at that location. Therefore, the seat rail has a locking device for fixing the upper rail's position relative to the lower rail.

[0006] However, conventional seat rails have the following problem: when the upper rail is fixed in place by a locking device, the irregular gap between the lower and upper rails causes the seat to wobble.

[0007] To solve this problem, it is necessary to clamp the upper and lower bearings of the shaft to the upper rail between the lower rail to eliminate the clearance between the lower and upper rails and the wobbling of the seat guide rail caused by the clearance. However, due to manufacturing deviations, the clearance and the braking force used to slide the upper rail vary for each sliding interval in the conventional seat guide rail. It is difficult to ensure uniform quality when manufacturing seat guide rails for vehicles. Therefore, it is necessary to develop a technology to solve this problem.

[0008] Existing technical documents

[0009] Patent documents

[0010] (Patent Document 0001) Republic of Korea Registered Patent No. 10-1643889 Summary of the Invention

[0011] Technical issues

[0012] The present invention was proposed to solve the problems mentioned above. Its purpose is to remove irregular clearance between the upper and lower rails connected by the rolling bearing by fixing the clearance prevention part in a state where it is clamped between the lower rail and the rolling bearing.

[0013] In addition, its purpose is to apply pressure to the rolling bearing that rolls inside the lower rail when the seat rail is locked to restrict the rotation of the rolling bearing, and to separate the clearance prevention part from the rolling bearing when the seat rail is unlocked so that the rolling bearing can roll freely, thereby selectively removing irregular clearance between the upper rail and the lower rail connected to the rolling bearing.

[0014] Technical solution

[0015] The present invention addresses the aforementioned problems and may include: a lower rail fixed to the bottom of a vehicle body and having a storage space therein; an upper rail, at least a portion of which is stored in the storage space and slides along the length of the lower rail; a rolling bearing rotatably coupled to the upper rail and rolling within the storage space along the length of the lower rail; and a clearance prevention part that, when sandwiched between the lower rail and the rolling bearing, applies pressure to the rolling bearing to restrict its rotation.

[0016] The aforementioned clearance prevention part may include: an elastic moving part that moves elastically along the length direction of the lower rail by the elastic force of a first spring clamped on one side of the upper rail; and a fixing operation part, at least a portion of which is disposed in the aforementioned storage space, and pressurizes the aforementioned rolling bearing by the elastic restoring force of the aforementioned elastic moving part.

[0017] The first spring described above can apply an elastic restoring force in the direction that the elastic moving part is close to the rolling bearing.

[0018] The aforementioned elastic moving part may include: a damper connected to the first spring, which applies pressure to the rolling bearing when the first spring is elastically restored; and an operating lever, which is configured to rotate about a fixed rotating axis hinged to the upper rail, and also configured to rotate about a movable rotating axis hinged to the damper.

[0019] The aforementioned fixed rotating shaft and the aforementioned movable rotating shaft can be formed side by side.

[0020] The aforementioned upper rail may include a guide hole that guides the elastic movement of the aforementioned damper.

[0021] The aforementioned fixed operating part may include: a fixed guide member that applies pressure to one side of the operating lever, thereby causing the operating lever to rotate eccentrically about the fixed rotation axis; and a second spring that applies an elastic restoring force to the fixed guide member in a direction away from the operating lever.

[0022] The aforementioned operating lever may include: a pair of side portions having the aforementioned fixed rotation axis and the aforementioned movable rotation axis; and a connecting portion disposed between the pair of side portions, at least a portion of which is bent toward the aforementioned fixed guide member.

[0023] Invention Effects

[0024] As described above, the clearance prevention structure of the vehicle seat guide rail based on the present invention fixes the clearance prevention part in a state where it is sandwiched between the lower rail and the rolling bearing, thereby eliminating the irregular clearance between the upper rail and the lower rail connected by the rolling bearing.

[0025] In addition, the following effects exist: when the seat guide rail is locked, pressure is applied to the rolling bearing that rolls inside the lower rail to restrict the rotation of the rolling bearing; when the seat guide rail is unlocked, the clearance prevention part separates from the rolling bearing, allowing the rolling bearing to roll freely, thereby selectively removing irregular clearance between the upper and lower rails connected by the rolling bearing. Attached Figure Description

[0026] Figure 1 This is an exploded perspective view of a clearance prevention structure for a vehicle seat rail based on an embodiment of the present invention.

[0027] Figure 2 This is a perspective view illustrating the clearance prevention portion in a clearance prevention structure for a vehicle seat guide rail based on an embodiment of the present invention.

[0028] Figure 3 This is a front view illustrating the clearance prevention portion in the clearance prevention structure of a vehicle seat guide rail based on an embodiment of the present invention.

[0029] Figure 4 This is a perspective view illustrating the operating lever in the clearance prevention structure of a vehicle seat guide rail based on an embodiment of the present invention.

[0030] Figure 5a This is a diagram illustrating the state in which the clearance prevention part of the clearance prevention structure of the vehicle seat guide rail according to an embodiment of the present invention is clamped between the lower rail and the rolling bearing.

[0031] Figure 5b This is a diagram illustrating the state in which the clearance prevention part of the clearance prevention structure of the vehicle seat guide rail according to an embodiment of the present invention is disengaged between the lower rail and the rolling bearing.

[0032] Explanation of reference numerals in the attached figures

[0033] 100: Bottom rail; 100a: Storage space

[0034] 110: Frame 1 120: Frame 2

[0035] 120a: Through hole; 120b: Second frame component

[0036] 130: 3rd frame 200: Top rail

[0037] 210: First track component; 220: Second track component

[0038] 230: Hinge hole; 240: Guide hole

[0039] 300: Rolling bearing; 310: Shaft

[0040] 320: Bearing component; 400: Clearance prevention part

[0041] 410: Elastic moving part; 411: First spring

[0042] 412: Damper; 4121: Main body

[0043] 4122: Side panel; 413: Operating lever

[0044] 4131: Side part; 4132: Connecting part

[0045] 4132a: Protruding component; 414: Fixed rotating shaft

[0046] 415: Moving rotating shaft; 420: Fixed operating unit

[0047] 421: Fixed guide component; 4211: Mounting bracket

[0048] 4211a: Fixing hole; 4212: Gasket component

[0049] 4213: Fixing pin; 4214: Pressurizing component

[0050] 422: Second spring; 4221: Stopper Detailed Implementation

[0051] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0052] Various modifications can be applied to this invention, and the invention can have multiple embodiments. Specific embodiments are illustrated in the accompanying drawings and described in detail in the description. It should be understood that this is not intended to limit the invention to specific implementations, but includes all modifications, equivalents, and substitutions that fall within the spirit and technical scope of the invention.

[0053] The terminology used in this application is for illustrative purposes only and is not intended to limit the invention. A single expression may contain multiple expressions unless the context clearly indicates otherwise.

[0054] Unless otherwise defined, all terms used herein, including technical or scientific terms, may have the same meaning as commonly understood by one of those skilled in the art. Terms defined in commonly used dictionaries can be interpreted as having the same meaning in the context of related technologies, and, unless explicitly defined in this application, can not be interpreted as having an ideal or overly formal meaning.

[0055] Hereinafter, specific embodiments of the present invention will be described with reference to the accompanying drawings.

[0056] Figure 1 This is an exploded perspective view of a clearance prevention structure for a vehicle seat rail based on an embodiment of the present invention.

[0057] Reference Figure 1 According to an embodiment of the present invention, the clearance prevention structure for a vehicle seat guide rail may include a lower rail 100, an upper rail 200, a rolling bearing 300, and a clearance prevention part 400.

[0058] The lower rail 100 is fixed to the bottom of the vehicle body, which can form a storage space 100a inside.

[0059] The lower rail 100 can be composed of a first frame 110, a second frame 120, and a third frame 130. A pair of second frames 120 can extend at the ends of the first frame 110, and the third frame can extend at the ends of each of the second frames.

[0060] A storage space 100a can be formed inside the lower rail 100 formed by the first frame 110, the second frame 120 and the third frame 130. At this time, the rolling bearing 300 can roll along the length direction of the lower rail 100 through the storage space 100a.

[0061] The first frame 110 can contact the rolling bearing 300. Specifically, the inner surface of the first frame 110 can contact the bearing component 320 of the rolling bearing 300. At this time, the inner surface of the first frame 110 can be the surface opposite to the second frame 120. Therefore, the rolling bearing 300 can roll along the length direction of the first frame 110 while in contact with the inner surface of the first frame 110.

[0062] The second frame 120 can be arranged side by side with the first frame 110. The inner surface of the second frame 120 can contact the damper 412. At this time, the inner surface of the second frame 120 can be the surface opposite to the first frame 110. The second frame 120 can be formed as a pair by extending perpendicularly to one end and the other end of the third frame 130.

[0063] Specifically, the second frame 120 may include a through hole 120a and a second frame component 120b. In this case, when the first spring 411 and the second spring 422 have elastically recovered, a portion of the pressure member 4214 (described later) can be fixed by being clamped in the through hole 120a formed on the second frame component 120b. Simultaneously, the damper 412 can apply pressure to the bearing component 320 to limit rotation while being clamped between the second frame component 120b and the bearing component 320.

[0064] The third frame 130 can connect the first frame 110 and the second frame 120. The third frame 130, extending from one end and the other end of the first frame 110 respectively, can be configured as a pair facing each other. The pair of third frames 130 can be formed by bending perpendicularly at both ends of the first frame 110. The first frame 110 and the second frame 120 can sandwich the third frame 130 in the middle and form side-by-side with each other.

[0065] The upper rail 200 can slide along the length of the lower rail 100. At least a portion of the upper rail 200 can be stored in the storage space 100a of the lower rail 100.

[0066] The upper rail 200 can include a first rail component 210 and a second rail component 220.

[0067] The second track component 220 can be coupled to the first track component 210. A hinge hole 230 and a guide hole 240 can be formed on the side of the first track component 210 and the side of the second track component 220 corresponding to the first track component 210. At this time, the fixed rotation shaft 414 of the operating rod 413 is hinged to the hinge hole 230, and the guide hole 240 can guide the elastic movement of the damper 412.

[0068] The rolling bearing 300 is rotatably coupled to the upper rail 200 and can roll along the length of the lower rail 100.

[0069] The rolling bearing 300 may include a shaft 310 coupled to the upper rail 200 and a bearing component 320 coupled to the shaft 310 in a manner that rotates in conjunction with the rotation of the shaft 310.

[0070] Figure 2 This is a perspective view illustrating the clearance prevention portion in the clearance prevention structure of a vehicle seat guide rail based on an embodiment of the present invention. Figure 3 This is a front view illustrating the clearance prevention portion in the clearance prevention structure of a vehicle seat guide rail based on an embodiment of the present invention.

[0071] The clearance prevention part 400 is configured in a state where it is sandwiched between the lower rail 100 and the rolling bearing 300, thereby enabling it to eliminate irregular clearance between the upper rail 200 and the lower rail 100, which are connected by the rolling bearing 300.

[0072] The clearance prevention part 400 can apply pressure to the rolling bearing 300 to limit the rotation of the rolling bearing 300 while it is sandwiched between the lower rail 100 and the rolling bearing 300.

[0073] Reference Figure 2 and Figure 3 The clearance prevention part 400 may include an elastic moving part 410 and a fixed operating part 420.

[0074] The elastic moving part 410, which moves elastically along the length of the lower rail 100, may include a damper 412 and an operating lever 413.

[0075] The elastic moving part 410 can move elastically along the length direction of the lower rail 100 by the elastic force of the first spring 411 clamped on one side of the upper rail 200.

[0076] One end of the first spring 411 can be clamped to the upper rail 200, and the other end can be clamped to the elastic moving part 410. Specifically, one end of the first spring 411 can be clamped to the upper rail 200, and the other end can be clamped to the damper 412.

[0077] The first spring 411 can apply an elastic restoring force towards the elastic moving part 410 in the direction close to the rolling bearing 300. Specifically, the first spring 411 can apply an elastic restoring force towards the damper 412 in the direction close to the space between the rolling bearing 300 and the second frame 120.

[0078] The damper 412 connected to the first spring 411 can apply pressure to the rolling bearing 300 when the first spring 411 is elastically restored.

[0079] The damper 412 can be composed of a main body 4121 and a side body 4122.

[0080] A first spring 411 can be clamped into one side of the main body 4121. An operating lever 413 can be rotatably attached to the other side of the main body 4121.

[0081] The side body 4122 can be formed at both ends of the main body 4121, and can pass through the guide hole 240. In addition, the side body 4122 can be formed in the following shape: the central part is bent, so that when the first spring 411 has an elastic recovery distance of more than a predetermined distance, one side is hung on the upper rail 200.

[0082] Figure 4 This is a perspective view illustrating the operating lever in the clearance prevention structure of a vehicle seat guide rail based on an embodiment of the present invention.

[0083] Reference Figure 4 The operating lever 413 may include a side portion 4131 and a connecting portion 4132.

[0084] The operating lever 413 is configured to rotate about a fixed rotation axis 414 hinged to the upper rail 200, and can also be configured to rotate about a movable rotation axis 415 hinged to the damper 412. In this case, the fixed rotation axis 414 and the movable rotation axis 415 can be provided on the side portion 4131 and can be formed side by side with each other.

[0085] When the first spring 411 moves elastically, the fixed rotating shaft 414 can rotate while engaged with the hinge hole 230 of the upper rail 200. At the same time, the movable rotating shaft 415 can move along the length direction of the lower rail 100 in conjunction with the elastic movement of the first spring 411.

[0086] The side portion 4131 is formed in a pair at both ends of the damper 412, and can be formed with a fixed rotation shaft 414 and a movable rotation shaft 415.

[0087] The connecting portion 4132 is disposed between a pair of side portions 4131 and can be formed such that at least a portion bends toward the fixed operation portion 420.

[0088] Specifically, the connecting portion 4132 can be formed such that at least a portion bends toward the fixed guide member 421. A protruding member 4132a can be formed at the end of the connecting portion 4132 toward the fixed guide member 421.

[0089] The upper rail 200 may include a guide hole 240 for guiding the elastic movement of the damper 412, which may move linearly along the guide hole 240 of the upper rail 200.

[0090] Regarding the fixed operation unit 420, at least a portion of it is disposed in the storage space 100a, which can guide the elastic movement of the elastic movement unit 410.

[0091] The fixed operating part 420 may include: a fixed guide 421 that applies pressure to one side of the operating lever 413, thereby causing the operating lever 413 to rotate eccentrically about a fixed rotation axis 414; and a second spring 422 that applies an elastic restoring force to the fixed guide 421 in a direction away from the operating lever 413.

[0092] The fixed guide 421 may include a mounting bracket 4211, a padding component 4212, a fixing pin 4213, and a pressure component 4214.

[0093] The mounting bracket 4211 can be installed on the upper surface of the upper rail 200 and can have multiple fixing holes 4211a that allow the fixing pin 4213 to be inserted along the length direction.

[0094] The second spring 422 can be disposed along the outer peripheral surface of the fixing pin 4213. The second spring 422 can be provided with a stop 4221 at its upper end, and the stop 4221 can be pushed upward by an elastic restoring force. When the second spring 422 is elastically restored, the stop 4221 contacts the upper part of the mounting bracket 4211, thereby limiting the extension of the second spring 422.

[0095] The padding member 4212 can support the lower end of the second spring 422 when the second spring 422 is compressed. A through hole (not shown) through which the fixing pin 4213 can pass can be formed on one side of the padding member 4212. The diameter of the through hole can be larger than the diameter of the fixing pin 4213 and smaller than the diameter of the second spring 422.

[0096] A pressure member 4214 can be provided at the lower end of the padding member 4212. This pressure member 4214 contacts the fixing pin 4213 when the fixing pin 4213 is lowered. When the second spring 422 elastically returns to its original position, the pressure member 4214 rises upward and can clamp into the through hole 120a of the second frame 120. Specifically, the pressure member 4214 can be composed of a pressure plate (not shown) and a protrusion (not shown). The pressure plate contacts the fixing pin 4213 and applies pressure to the protrusion 4132a when the second spring 422 is compressed and the fixing pin 4213 is lowered. The protrusion clamps into the through hole 120a when the second spring 422 elastically returns to its original position and the pressure plate rises.

[0097] Figure 5a This is a diagram illustrating the locking state in the clearance prevention structure of a vehicle seat guide rail based on an embodiment of the present invention. Figure 5bThis is a diagram illustrating the unlocking state of a clearance prevention structure for a vehicle seat rail based on an embodiment of the present invention.

[0098] Reference Figure 5a When the force of pressing the retaining pin 4213 is released, and the second spring 422 elastically returns to its original state, the protruding part 4132a of the operating lever 413 can push the pressure member 4214 upward. That is, when the second spring 422 elastically returns to its original state in the extension direction and the first spring 411 elastically returns to its original state in the compression direction, the side body 4122 of the damper 412 is clamped between the second frame 120 and the rolling bearing 300, thereby restricting the rotation of the rolling bearing 300.

[0099] Conversely, refer to Figure 5b With the retaining pin 4213 pressed and the second spring 422 compressed, the pressure member 4214 pushes the protruding part 4132a of the operating lever 413 downward, enabling the operating lever 413 to rotate. That is, when the second spring 422 is compressed and the first spring 411 is stretched, the side body 4122 of the damper 412 disengages from the space between the second frame 120 and the rolling bearing 300.

[0100] like Figure 5b As shown, when the fixing pin 4213 is pressed and the first spring 411 is compressed, the fixed rotating shaft 414 can rotate counterclockwise while engaged with the hinge hole 230 of the upper rail 200. At the same time, the movable rotating shaft 415 can move in conjunction with the rotation of the fixed rotating shaft 414 in the direction that the side body 4122 of the damper 412 disengages from the second frame member 120b and the bearing member 320.

[0101] Therefore, in the unlocked state, the rotation of the rolling bearing 300 is unrestricted, and thus the rolling bearing 300 can roll along the first frame 110 in the length direction of the lower rail 100.

[0102] Although the present invention has been described in detail above through specific embodiments, this is only for specific illustration of the present invention, and the present invention is not limited thereto. It should be understood that the present invention can be modified or improved by those skilled in the art within the technical concept of the present invention.

[0103] Simple variations and modifications of this invention are all within the scope of this invention, and the specific scope of protection of this invention will be defined by the claims.

Claims

1. A clearance prevention structure for a vehicle seat guide rail, comprising: The lower rail is fixed to the bottom of the vehicle body, forming a storage space inside; The upper rail, at least part of which is stored in the aforementioned storage space, slides along the length of the aforementioned lower rail; A rolling bearing, rotatably coupled to the upper rail, rolls within the receiving space along the length of the lower rail; and The clearance prevention part applies pressure to the rolling bearing while it is sandwiched between the lower rail and the rolling bearing to restrict the rotation of the rolling bearing. in, The clearance prevention part mentioned above includes: The elastically movable part moves elastically along the length direction of the lower rail by the elastic force of the first spring clamped on one side of the upper rail; and The fixed operating part, at least a portion of which is disposed in the aforementioned storage space, applies pressure to the aforementioned rolling bearing through the elastic restoring force of the aforementioned elastic moving part; The aforementioned elastic moving part includes: A damper, connected to the first spring, applies pressure to the rolling bearing when the first spring is elastically restored; and The operating lever is configured to rotate about a fixed rotation axis hinged to the upper rail, and also configured to rotate about a movable rotation axis hinged to the damper. The aforementioned fixed operating unit includes: A fixed guide member is used to apply pressure to one side of the operating lever, causing the operating lever to rotate eccentrically about the fixed rotation axis; and The second spring applies an elastic restoring force to the fixed guide member in the direction away from the operating lever.

2. The clearance prevention structure for vehicle seat guide rails according to claim 1, characterized in that, The first spring applies an elastic restoring force toward the elastic moving part in the direction of the rolling bearing.

3. The clearance prevention structure for vehicle seat guide rails according to claim 1, characterized in that, The aforementioned fixed rotating axis and the aforementioned movable rotating axis are arranged side by side.

4. The clearance prevention structure for vehicle seat guide rails according to claim 1, characterized in that, The aforementioned upper rail includes a guide hole that guides the elastic movement of the aforementioned damper.

5. The clearance prevention structure for vehicle seat guide rails according to claim 1, characterized in that, The aforementioned control lever includes: A pair of side portions are formed with the aforementioned fixed rotation axis and the aforementioned movable rotation axis; and The connecting portion is disposed between a pair of the aforementioned side portions, and at least a portion of it is bent toward the aforementioned fixed guide member.

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