Vehicle seat position adjustment system with an anti-deformation mechanism designed to prevent deformation in the event of an accident

Abstract

A vehicle seat (109) position adjustment system (100) is proposed, comprising: - a slide (101) including a female part (103) intended to be fixed to a vehicle floor and a male part (102) mounted to slide relative to the female part (103); - a connecting piece (104) fixed to the male part (102) and intended to connect the adjustment system (100) to a vehicle seat (109); and an anti-deformation mechanism having several stops (105, 105', 106) shaped and located so as to, when the slide (101) is subjected to an impact tending to produce a deformation of the slide (101), come into contact with the female part (103) in order to counteract said deformation, characterized in that said at least one stop (105, 105', 106) is disposed on the connecting piece (104). Abstract figure: Figure 2

Description

Title of the invention: Vehicle seat position adjustment system comprising an anti-deformation mechanism designed to prevent deformation in the event of an accident technical field

[0001] This disclosure relates to the field of adjustment systems for a vehicle seat, and in particular a motor vehicle seat.

[0002] More specifically, the present disclosure relates to sliding systems for adjusting the longitudinal position of a motor vehicle seat comprising an anti-deformation mechanism intended to prevent deformation of the slides in the event of a vehicle accident. Previous technique

[0003] There are vehicle seat position adjustment systems that allow the seat to be moved forward (i.e., towards the vehicle's engine) or backward (i.e., towards the vehicle's trunk). These adjustment systems often include a pair of slides.

[0004] Many movement mechanisms are known for slides, e.g. a rack and pinion mechanism or a ball mechanism.

[0005] A slide may comprise a fixed part, attached to the floor of the motor vehicle, and a movable part, designed to slide relative to the fixed part. The movable part may form the male part relative to the fixed part, which forms the female part.

[0006] The seat is carried by the moving part of each of the slides, and is fixed to each male part by means of a respective connecting piece.

[0007] In the event of an accident involving a motor vehicle, a guardrail tends to deform.

[0008] In the event of a frontal collision, the seat may plunge forwards in the vehicle due to The vehicle comes to a sudden stop. This can cause the male part to collapse into the female part, meaning it will be directed towards the vehicle floor and thus plunge inwards. This deformation typically destroys the locking mechanism that secures the male part to the female part. The male part is then free to move axially relative to the female part, which can be dangerous for a seat occupant. Furthermore, the slide becomes unusable.

[0009] In the event of a side impact, the male part can pivot in the female part around a longitudinal axis of the slide, and thus cause damage to the slide and collapse of the seat.

[0010] Numerous anti-deformation mechanisms have been proposed to prevent de- guardrail formations in case of an accident.

[0011] A first of these known anti-deformation mechanisms comprises a transverse stabilizing tube connecting the connecting parts of each of the slides. The tube makes it possible to fix the position and orientation of the connecting parts relative to each other. Such an arrangement prevents the male part of a slide from pivoting relative to the female part, but not the collapse of the male part into the female part in the event of a frontal impact. Furthermore, such a stabilizing tube is heavy and bulky and can occupy a large portion of the space under the seat.

[0012] A second known anti-deformation mechanism is described in document FR 30 57 824 A1, considered to be the closest prior art. In this mechanism, the slides each include anti-deformation bosses 50 forming part of the male portion of the slide.

[0013] A third known anti-deformation mechanism is described in document FR 30 26 994 Al. Here, the slides each comprise one or more anti-deformation rods 5 engaged transversely in the male part and whose two ends protrude from the male part.

[0014] In the event of frontal or lateral impacts, these anti-deformation elements (i.e. the bosses / rods) come to rest against the female part of the slide, thus preventing the male part from pivoting relative to the female part and the male part from collapsing into the female part.

[0015] However, the placement of these anti-deformation elements on the male part of a slide can weaken the male part. There are numerous constraints regarding the position of the anti-deformation elements on the male part and regarding the size and number of these elements.

[0016] These anti-deformation elements are often installed at the "front" part of the male part, i.e. at one end of the male part oriented towards the vehicle's engine.

[0017] Such an assembly can be problematic when the seat is in a forward position, i.e., relatively close to the vehicle's engine. In this case, the portion of the male part containing the anti-deformation element is detached from the female part, and the anti-deformation element can no longer come to rest against the female part in the event of an accident. Summary

[0018] There is therefore a need to create an adjustment system incorporating an anti-deformation mechanism that minimizes the risk of deformation of the slides in the event of frontal and lateral impacts and that does not weaken the male part of the slide. Preferably, the desired anti-deformation mechanism is functional in any position of the male part relative to the female part.

[0019] To this end, a vehicle seat position adjustment system is proposed, the adjustment system including: - a slide comprising a female part intended to be fixed to a vehicle floor and a male part mounted to slide relative to the female part; - a connecting piece attached to the male part and designed to connect the adjustment system to a vehicle seat; and - an anti-deformation mechanism having at least one shaped and localized stop such that (i) when the slide is subjected to an impact tending to produce a deformation of the slide, to come into contact with the female part in order to counteract said deformation, and ii) be spaced from the female part when the slide is not deformed, so as to allow relative sliding of the male and female parts, characterized in that said at least one stop is disposed on the connecting piece.

[0020] The adjustment system allows a vehicle seat installed and fixed on the slide to be moved using the connecting piece along a longitudinal axis of the slide.

[0021] The seat can be moved forward (i.e. towards the vehicle's engine) or backward (i.e. towards the vehicle's trunk).

[0022] The female part can form the fixed part relative to the male part which is mobile relative to the female part.

[0023] The connecting piece is commonly called a foot or “bracket” and constitutes an intermediate piece between the vehicle seat and the male part of the slide.

[0024] A lower portion of the connecting piece (i.e., the portion facing the slide) can be attached to the male part of the slide. An upper portion of the connecting piece (i.e., the portion opposite the slide) can be connected to the vehicle seat.

[0025] Providing at least one stop on the connecting piece minimizes, or even prevents, deformation of the slide in the event of external stress tending to cause deformation. There is no direct contact between the stop and the female part when the male part slides within the female part.

[0026] The deformation can be a relative deformation of the male and female parts with respect to each other, as well as a deformation of each individual part.

[0027] This external stress may originate from a frontal impact sustained by the vehicle, i.e., an impact along the longitudinal axis of the slides, or from a lateral impact sustained by the vehicle, i.e., an impact along a transverse axis relative to the two slides. The transverse axis is substantially perpendicular to a plane of the connecting piece. The external stress may also result from a combination of impacts acting on the vehicle, or from any other force applied to the vehicle and therefore to the slide, caused, for example, by a vehicle accident.

[0028] In the event of frontal or lateral impacts, at least one stop can come into contact with the female part of the slide, thus preventing the male part from plunging into an interior space of the female part or the male part from pivoting around the longitudinal axis of the slide.

[0029] The proposed adjustment system aims to address the aforementioned drawbacks and to provide at least one stop on the connecting piece and not on the male part of the slide as in the prior art, thus avoiding weakening of the male part.

[0030] Consequently, there is no mechanical constraint regarding the position of at least one stop along the longitudinal axis. Thus, at least one stop can be arranged so as not to be disengaged from the female part even when the male part is in an advanced position relative to the female part.

[0031] At least one stop constitutes an anti-deformation mechanism allowing to minimize deformation of the slide in any position of the male part relative to the female part in case of accident, i.e. in case of frontal or lateral impacts.

[0032] In one embodiment, at least one peripheral stop is located at one end of the connecting piece with respect to a longitudinal axis of the slide.

[0033] The connecting piece comprises two ends oriented respectively towards two ends of the slide, i.e. towards the engine and towards the trunk of the vehicle.

[0034] In the event of a frontal and / or lateral impact, at least one peripheral stop may, depending on the orientation and arrangement of at least one peripheral stop, come into contact with at least one edge of the female part.

[0035] In one embodiment, the connecting piece is provided with a single peripheral stop.

[0036] In this case, only one peripheral stop is located at one end only.

[0037] In one embodiment, with respect to the longitudinal axis of the slide, a first peripheral stop is located at a first end of the connecting piece, and a second peripheral stop is located at a second end of the connecting piece, opposite the first peripheral stop.

[0038] The arrangement of the first and second peripheral stops at the ends of the connecting piece with respect to the longitudinal axis of the slide allows the distance between the first and second peripheral stops to be maximized.

[0039] This large gap between the peripheral stops improves the anti-deformation effect of the stops in the event of frontal and / or lateral impacts.

[0040] In one embodiment, at least one peripheral stop protrudes along an axis substantially perpendicular to a plane of the connecting piece, and preferably in only one direction with respect to the plane of the connecting piece.

[0041] In the event of a side impact, and when the resultant force of the side impact is applied to a on the side of the connecting piece opposite at least one peripheral stop, at least one peripheral stop can come to rest against an edge of the female part.

[0042] In one embodiment, at least one peripheral stop is formed by deformation of the connecting piece.

[0043] A peripheral stop formed by deformation of the connecting piece is easily manufactured since it is sufficient, for example, to fold down a section of the connecting piece to obtain the peripheral stop.

[0044] At least one peripheral stop is preferably integral with the connecting piece, which allows to maximize the mechanical stability of at least one peripheral stop with respect to the connecting piece.

[0045] In one embodiment, with respect to a longitudinal axis of the slide, at least one intermediate stop is located between the two ends of the connecting piece, and in which, preferably, said at least one intermediate stop protrudes along an axis substantially perpendicular to a plane of the connecting piece in both directions with respect to the plane of the connecting piece.

[0046] In the event of an accident, and regardless of the direction of the resulting impact, said at least one intermediate stop comes to rest against an edge of the female part.

[0047] An intermediate stop protruding in both directions improves the balance of the male part relative to the female part in case of an accident.

[0048] In one embodiment, said at least one intermediate stop is fixed to the connecting piece by means of a recess formed in the connecting piece and receiving a part of the intermediate stop.

[0049] The recess can be a slot or any other kind of opening.

[0050] The recess can define the position and orientation of the intermediate stop in the connecting piece.

[0051] In one embodiment, said at least one intermediate stop is fixed to the connecting piece by welding.

[0052] Welding fixing ensures a stable fixing of the intermediate stop relative to the connecting piece.

[0053] In one embodiment, a connecting rod is provided on the connecting piece to connect the adjustment system to a vehicle seat flange.

[0054] The seat flange corresponds to a part of a seat cushion oriented towards the slides.

[0055] The connecting rod is an articulated part that connects the connecting part to the flange of the vehicle seat.

[0056] In one embodiment, at least one edge of said at least one stop has a substantially complementary shape with respect to an edge of the female part oriented substantially towards the stop.

[0057] Thus, when a stop comes against the female part, the stop can fit the edge of the female part, and the contact surface between the stop and the edge of the female part is maximized, minimizing the risk of damage to the stop or the edge of the female part.

[0058] In one embodiment, the connecting piece is made of steel.

[0059] The advantages of steel include its hardness and resistance to impact.

[0060] Another aspect of the invention relates to a motor vehicle seat attached to an adjustment system having the aforementioned characteristics.

[0061] The anti-deformation mechanism according to this disclosure minimizes the risk of seat collapse and any other damage to the seat and slides in the event of an accident. Brief description of the drawings

[0062] Other features, details and advantages will become apparent from the detailed description below and from the analysis of the accompanying drawings, in which: Fig. 1

[0063] [Fig.1] shows a perspective view of a motor vehicle seat fixed to an adjustment system according to the present disclosure. Fig. 2

[0064] [Fig.2] shows a detail of the adjustment system of [Fig.1], namely a connecting piece fixed on the male part of a slide and to the vehicle seat. Fig. 3

[0065] [Fig.3] shows a front view of the connecting piece according to [Fig.2]. Fig. 4

[0066] [Fig.4] shows a side view of the connecting piece according to Figs. 2 and 3, in which the male part is in an advanced position relative to the female part of the slide. Description of the implementation methods

[0067] Fig. 1 represents a non-limiting embodiment according to this disclosure of a motor vehicle seat 109 mounted on an adjustment system 100 allowing adjustment of the position of the seat 109.

[0068] The motor vehicle can be, for example, a car or a truck.

[0069] The adjustment system 100 can be motorized or non-motorized.

[0070] The adjustment system 100 comprises a pair of slides 101 and allows move the seat 109 linearly along a longitudinal axis X of each slide 101.

[0071] Each slide 101 comprises a female part 103 and a male part 102 mounted to slide relative to the female part 103.

[0072] Each female part 103 can be fixed to a floor of the motor vehicle when the adjustment system 100 is installed in it. Thus, the seat 109 can be moved forward (i.e. towards the engine of the motor vehicle) or backward (i.e. towards the trunk of the motor vehicle).

[0073] With reference to [Fig.3], each female part 103 can have overall a U-shaped section open upwards along a vertical axis Z, i.e. along an axis perpendicular to the floor of the vehicle, with a base 113 extending mainly along the longitudinal axis X and two symmetrical wings 112, spaced apart from each other along a transverse axis Y perpendicular to each of the slides 101. The two wings 112 are curved along their length towards the inside of the U, thus forming edges 111 which extend mainly along the longitudinal axis X.

[0074] Similarly, the male part 102 may have a cross-section in the general shape of a “U”, and include a base 116 extending mainly along the longitudinal axis X. The base 116 connects two symmetrical wings 115, separated from each other along the transverse axis Y. Each of the wings 115 is curved outwards from the U, forming a curved portion 114 also extending along the longitudinal axis X.

[0075] In addition, the adjustment system 100 may include a rocker arm 110 which allows each slide 101 to be unlocked in order to move the entire seat 109 by sliding each male part 102 relative to the corresponding female part 103, as well as to lock the slides 101 in a determined position.

[0076] Returning to [Fig.1], the seat 109 is connected to the male part 102 of each of the slides 101 by means of respective connecting parts 104 which are part of the adjustment system 100.

[0077] More specifically, each connecting piece 104 can be connected to a flange 119 of the motor vehicle seat 109 by a connecting rod 118.

[0078] The flange 119 of the seat 109 corresponds to a part of a seat cushion of the seat 109 oriented towards the slides 101.

[0079] Each connecting rod 118 can be an articulated part that connects the connecting part 104 to the flange 119 of the vehicle seat 109.

[0080] Each connecting piece 104 includes three stops 105, 105', 106 which constitute an anti-deformation mechanism and which minimize the risk of collapse of the seat 109 as well as any other damage to the seat 109 and the slides 101 in the event of an accident.

[0081] Figure 2 is an enlarged view showing one of the connecting parts 104 of the adjustment system 100 of Figure 1. Figure 3 is a front view of the same connecting part 104.

[0082] A lower part of each connecting piece 104 (i.e. the part oriented towards the slide 101) can be fixed to the base 116 of the male part 102 of the slide 101, for example by welding.

[0083] An upper part of the connecting piece 104 (i.e. the part opposite the slide 101) can be connected to the vehicle seat 109.

[0084] Each connecting piece 104 has a main body 117 on which three stops 105, 105', 106 are arranged. The main body 117 of each connecting piece 104 defines a principal plane which is here parallel to the plane defined by the longitudinal axis X and the vertical axis Z, cf. [Fig.3].

[0085] The connecting parts 104 can be located anywhere on the male parts 102, along the longitudinal axis X.

[0086] The stops 105, 105', 106 are made in the lower part of the connecting parts 104, i.e. near the male parts 102.

[0087] Each of the stops 105, 105', 106 is shaped and located so as to be spaced from the female part 103, so as to allow the relative sliding of the male parts 102 and female parts 103. Thus, there is no direct contact between the stops 105, 105', 106 and the female part 103 when the male part 102 slides in the female part 103.

[0088] When the seat 109 is loaded, e.g. occupied by a person, the male part 102 can move slightly closer to the female part 103. The stops 105, 105', 106 are arranged so as to provide said space between the stops 105, 105', 106 and the female part 103 independently of the load on the seat 109.

[0089] In the event of stress producing a deformation of the slides 101, the stops 105, 105', 106 can come into contact with the female part 103 in order to oppose said deformation.

[0090] The role of the stops 105, 105', 106 is therefore, when there is a tendency for the male part 102 to sink into the female part 103, to bear on the edges 111 of the female part 103 to prevent the male part 102 from making a relative movement along the vertical axis Z and from being crushed at the bottom of the female part 103 and causing its deformation.

[0091] The connecting piece 104 extends parallel to the longitudinal axis X between its first longitudinal end 107 and its second longitudinal end 108. Two peripheral stops 105, 105' are located respectively at one of the two longitudinal ends 107, 108 of the connecting piece 104. In other words, a first peripheral stop 105 is arranged at the front longitudinal end 107 of the connecting piece 104, and a second peripheral stop 105' is arranged at the rear longitudinal end 108 of the connecting piece 104.

[0092] Each of these two peripheral stops 105, 105' projects along an axis substantially perpendicular to the main plane of the main body 117 of the connecting piece 104. In this case, this axis is parallel to the transverse axis Y. Preferably, each of the peripheral stops 105, 105' projects on only one side. relative to the main body 117 of the connecting part 104.

[0093] Each of the peripheral stops 105, 105' can be formed by deformation of the connecting piece 104. Said peripheral stops 105, 105' are each integral with the connecting piece 104.

[0094] Furthermore, in the illustrated example, an intermediate stop 106 is located between the ends 107, 108 of the connecting piece 104, and therefore between the two peripheral stops 105, 105'. This intermediate stop 106 projects along an axis substantially perpendicular to the main plane of the main body 117 of the connecting piece 104. In the present case, the intermediate stop 106 therefore projects along the transverse axis Y. Preferably, the intermediate stop 106 projects on both sides of the main plane of the main body 117 of the connecting piece 104.

[0095] In another variant, several intermediate stops 106 can be located between said ends 107, 108.

[0096] The connecting piece 104 may include a recess intended to accommodate a part of the intermediate stop 106. This recess may be a slot or any kind of opening.

[0097] In order to fix the intermediate stop 106 to the connecting piece 104, the corresponding part of the intermediate stop 106 can be inserted into said slot and fixed there, for example by a screwing mechanism or by welding.

[0098] The arrangement of the fixing slot then defines the position and orientation of the intermediate stop 106 with respect to the connecting piece 104.

[0099] The edges of the intermediate stop 106 and the edge of the rear peripheral stop 105' are oriented towards the edges 111 of the female part 103 and can have a substantially complementary shape with respect to the edges 111 of the female part 103.

[0100] The connecting piece 104, including the stops 105, 105', 106, is generally metallic. Preferably, the connecting piece 104 can be made of steel.

[0101] Each of the stops 105, 105', 106 constitutes an anti-deformation mechanism allowing to minimize deformation of the slide 101 in case of accident.

[0102] In the event of a frontal impact along the X axis, each of the stops 105, 105', 106 can come into contact with at least one edge 111 of the female part 103, thus preventing the male part 102 from plunging, i.e. collapsing into the female part 103.

[0103] In the event of a lateral impact along the Y-axis, the intermediate stop 106, being symmetrical with respect to the principal plane of the main body 117 of the connecting piece 104, abuts against the edges 111 of the female part 103, regardless of the direction of the resulting impact force. The peripheral stops 105, 105' can each abut against an edge 111 when said force is applied by the side of the connecting piece 104 that is opposite the peripheral stops 105, 105'.

[0104] A lateral impact often causes each male part 102 to pivot outwards from the seat 109, i.e. in a direction opposite to the other slide 101. Therefore, for a connecting piece 104 fixed to the first slide, the peripheral stops 105, 105' are preferably arranged on the outside of this connecting piece 104, i.e. on a side of the connecting piece 104 opposite to the second slide, so as to come to rest against an edge 111 of the female part 103 in the event of pivoting of the connecting pieces 104 outwards from the seat 109.

[0105] The arrangement of the peripheral stops 105, 105' at the said ends 107, 108 of the connecting piece 104 makes it possible to establish a relatively large distance between the peripheral stops 105, 105'. This large gap between the peripheral stops 105, 105' improves the anti-deformation effect of the stops in the event of frontal and / or lateral impacts.

[0106] The stops 105, 105', 106 of a connecting piece 104 therefore contribute individually and collectively to the stability of the corresponding slide 101 and oppose the deformation of this slide 101 in the event of an accident.

[0107] Fig. 4 is a side view of a detail of the motor vehicle seat position adjustment system 100 109, in which the male part 102 is in an advanced position relative to the female part 103 of the slide 101, i.e. in a position relatively close to the vehicle engine.

[0108] In this position, the front peripheral stop 105 is disengaged from the female part 103 and cannot come into contact with the female part 103 in the event of a frontal or lateral impact. In such a case, the anti-deformation function is ensured by the two other stops 105' and 106.

[0109] Advantageously, the intermediate stop 106 is disposed sufficiently close to the rear peripheral stop 105' so as not to be disengaged from the female part 103 even in an advanced position of the male part 102 relative to the female part 103.

[0110] At the same time, a minimum distance between the front peripheral stop 105 and the intermediate stop 106 is preferable, so as to guarantee sufficient stability of the slide 101, as explained previously.

[0111] Preferably, the distance between the front peripheral stop 105 and the intermediate stop 106 is between several mm and several cm.

[0112] This disclosure is not limited to the examples of systems described above, only by way of example, but encompasses all the variants that a person skilled in the art may consider in the context of the protection sought.

Claims

Demands

1. Vehicle seat (109) position adjustment system (100), the adjustment system (100) comprising: - a slide (101) comprising a female part (103) intended to be fixed to a vehicle floor and a male part (102) mounted to slide relative to the female part (103); - a connecting piece (104) fixed to the male part (102) and intended to connect the adjustment system (100) to a vehicle seat (109); and - an anti-deformation mechanism having at least one stop (105, 105', 106) shaped and located so as to i) when the slide (101) is subjected to an impact tending to produce a deformation of the slide (101), come into contact with the female part (103) in order to oppose said deformation, and ii) be spaced from the female part (103) when the slide (101) is not deformed, so as to allow relative sliding of the male (102) and female (103) parts, in which said at least one stop (105,105', 106) is disposed on the connecting piece (104), characterized in that, with respect to a longitudinal axis of the slide (101), at least one intermediate stop (106) is located between the two ends (107, 108) of the connecting piece (104), and in which, preferably, said at least one intermediate stop (106) protrudes along an axis substantially perpendicular to a plane of the connecting piece (104) in both directions with respect to the plane of the connecting piece (104), said at least one intermediate stop (106) being fixed to the connecting piece (104) by means of a recess formed in the connecting piece (104) and receiving a part of the intermediate stop (106).

2. Adjustment system according to claim 1, wherein at least one peripheral stop (105, 105') is located at one end (107, 108) of the connecting piece (104) with respect to a longitudinal axis of the slide (101).

3. Adjustment system according to claim 2, wherein the connecting piece (104) is provided with a single peripheral stop (105, 105').

4. Adjustment system according to claim 2, wherein, with respect to the longitudinal axis of the slide (101), a first peripheral stop (105) is located at a first end (107) of the connecting piece (104), and a second peripheral stop (105') is located at a second end (108) of the connecting piece (104), opposite the first peripheral stop (105).

5. Adjustment system according to any one of claims 2 to 4, wherein at least one peripheral stop (105, 105') protrudes along an axis substantially perpendicular to a plane of the connecting piece (104), and preferably in only one direction with respect to the plane of the connecting piece (104).

6. Adjustment system according to any one of claims 2 to 5, wherein at least one peripheral stop (105, 105') is formed by deformation of the connecting piece (104).

7. Adjustment system according to any one of the preceding claims, wherein said at least one intermediate stop (106) is fixed to the connecting piece (104) by welding.

8. Adjustment system according to any one of the preceding claims, wherein a connecting rod (118) is provided on the connecting piece (104) to connect the adjustment system (100) to a vehicle seat flange (119) (109).

9. Adjustment system according to any one of the preceding claims, wherein at least one edge of said at least one stop (105, 105', 106) has a substantially complementary shape with respect to an edge (111) of the female part (103) oriented substantially towards the stop (105, 105', 106).

10. Adjustment system according to any one of the preceding claims, wherein the connecting piece (104) is made of steel.

11. Motor vehicle seat (109) fixed to an adjustment system according to any one of the preceding claims.

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