TECHNICAL FIELD
The present disclosure relates to a seat rail system for vehicles. The seat rail system comprises an upper rail and a stationary lower rail attached to a floor structure of the vehicle. The upper rail is configured for being attached to a vehicle seat and the upper rail is movably arranged in relation to the lower rail in a longitudinal vehicle direction. The disclosure further relates to a vehicle comprising a seat rail system.
BACKGROUND
Vehicle seats are commonly arranged with a seat rail system for a mechanical sliding connection between the vehicle seat and a floor structure of the vehicle. Conventional seat rail systems comprise a pair of two interconnected rails that are linearly slidable relative to each other, where a lower rail is stationary attached to the floor structure and an upper rail is fastened to the vehicle seat. With the seat rail systems, the vehicle seat is adjustable in a longitudinal vehicle direction for a convenient positioning of the vehicle seat. Traditional seat rail systems commonly have complex load paths from the floor structure to the vehicle seat, which is negative when the seat rail system is exerted to forces in a vehicle impact event. The complex load paths are resulting in heavy and costly constructions of the seat rail systems to achieve desired performance. This is especially of concern if the vehicles are equipped with vehicle seats having integral seat belt systems only connected to the vehicle seats, where all impact forces need to be absorbed by the vehicle seat construction.
There is thus a need for an improved seat rail system having the ability to absorb load in vehicle impact events efficiently for improved safety of vehicle occupants, where the seat rail system is fulfilling legal requirements, is lightweight in construction, and is having a low cost design.
SUMMARY
An object of the present disclosure is to provide a seat rail system for vehicles and a vehicle comprising a seat rail system, where the previously mentioned problems are avoided. This object is at least partly achieved by the features of the independent claims. The dependent claims contain further developments of the seat rail system.
The disclosure concerns a seat rail system for a vehicle. The seat rail system comprises an upper rail and a stationary lower rail attached to a floor structure of the vehicle. The upper rail is configured for being attached to a vehicle seat and movably arranged in relation to the lower rail in a longitudinal vehicle direction. The seat rail system further comprises an elongated load member attached to the lower rail, and the load member is extending through the floor structure. The upper rail comprises a front rail structure and a rear rail structure. The load member is extending into a lower portion of the front rail structure and into a lower portion of the rear rail structure.
Advantages with these features are that the load member is arranged to be connected to both the floor structure and to the lower portions of the front rail structure and the rear rail structure, and with this configuration the seat rail system has the ability to absorb loads efficiently in a vehicle impact event for increased safety of vehicle occupants. The simple and efficient construction of the seat rail system with the load member is providing a straight symmetrical load path all the way from the floor structure to the vehicle seat via the upper rail, allowing a compact construction of the system with low height and low weight at a low cost. Through the interaction between the floor structure and the upper rail via the load member, forces are efficiently built up in the system in the vehicle impact event for a high system stiffness that is preventing large deformations.
According to one embodiment, one or more lower parts of the load member are extending though corresponding openings of the floor structure. An upper part of the load member is extending into the lower portion of the front rail structure and into the lower portion of the rear rail structure. The load member is configured for being directly in engagement with the floor structure and at least one of the lower portions of the front rail structure and the rear rail structure upon an impacting force in the longitudinal vehicle direction in a vehicle impact event for establishing a load path from the floor structure to the upper rail via the load member. The extension of the lower parts through the openings is securing a firm engagement between the load member and the floor structure in the vehicle impact event. The openings are further simplifying the mounting of the lower rail to the floor structure. The established load path from the floor structure to the upper rail via the load member is preventing large deformations of the rails through the anchoring of the upper rail to the floor structure via the load member.
According to an embodiment, the one or more lower parts of the load member are configured for being in engagement with a lower surface of the floor structure in the vehicle impact event. The lower surface is absorbing the forces occurring in the vehicle impact event, and the floor structure is of a strong and robust construction. The engagement of the lower parts and the floor structure is securing that the lower rail is not separated from the floor structure in the vehicle impact event.
According to an embodiment, the one or more lower parts of the load member are extending through a lower section of the lower rail. In this way, the load member can be connected to the lower rail for forming a strong construction. The load member is with this configuration forming a part of the lower rail that is simplifying the assembling of the system.
According to a further embodiment, the one or more lower parts of the load member have lower T-shaped cross-sectional configurations with a laterally extending lower flange. The lower flange is configured for being in engagement with the floor structure in the vehicle impact event. The lower flange is efficiently engaging the floor structure in the vehicle impact event for a secure and strong connection between the load member and the floor structure. The secure connection through the lower flange is preventing that the lower rail is separated from the floor structure in the vehicle impact event.
According to a further embodiment, the upper part of the load member has an upper T-shaped cross-sectional configuration with a laterally extending upper flange. The upper flange is configured for being in engagement with the lower portion of the front rail structure and the lower portion of the rear rail structure in the vehicle impact event. The upper flange is efficiently engaging the lower portions of the upper rail in the vehicle impact event for a secure and strong connection between the load member and the upper rail. The secure connection is preventing that the upper rail is separated from the lower rail in the vehicle impact event.
According to an embodiment, the lower portion of the front rail structure has a bell-shaped cross-sectional configuration forming a front cavity configured for embracing the upper flange, and the lower portion of the rear rail structure has a bell-shaped cross-sectional configuration forming a rear cavity configured for embracing the upper flange. The respective cavities are arranged around the upper flange of the load member for a simple and robust connection between the lower portions and the load member. The cavities are further allowing a longitudinal displacement of the upper rail in relation to the lower rail in normal operating conditions for positioning the vehicle seat, without any interaction between the load member and the lower portions.
According to an embodiment, the upper rail comprises a first side section and a second side section joined to each other, where the front cavity and the rear cavity are formed between the first side section and the second side section. The first side section forming the front cavity comprises a lateral inwardly projecting first flange and the second side section forming the front cavity comprises a lateral inwardly projecting second flange. The first side section forming the rear cavity comprises a lateral inwardly projecting first flange and the second side section forming the rear cavity comprises a lateral inwardly projecting second flange. The first flanges and the second flanges are arranged below the upper flange and configured for being in engagement with the upper flange in the vehicle impact event. The side sections are providing a simple construction of the upper rail, where the cavities are formed by the joined side sections. The side sections may be constituted by welded sheet metal parts that are forming the cavities, the first flanges, and the second flanges. Other materials that may be used for the upper rail are for example light alloys and polymeric materials.
According to a further embodiment, the front rail structure comprises an upper portion. The upper portion comprises a front fastening portion configured for attaching a front part of the vehicle seat to the front rail structure. The rear rail structure comprises an upper portion. The upper portion comprises a rear fastening portion configured for attaching a rear part of the vehicle seat to the rear rail structure. The respective upper portions with the front and rear fastening portions are arranged for connecting the vehicle seat to the upper rail. The vehicle seat may for example be arranged with a frame structure provided with fastening brackets or similar arrangements for connecting the vehicle seat to the front and rear fastening portions for a strong and secure connection.
According to embodiments, the front fastening portion is positioned in the longitudinal vehicle direction between a front end and a rear end of the lower portion of the front rail structure, and/or the rear fastening portion is positioned in the longitudinal vehicle direction between a front end and a rear end of the lower portion of the rear rail structure. This positioning in the longitudinal vehicle direction, is distributing loads in the upper rail efficiently in a vehicle impact event, and through the positioning deformations of the lower portions can be minimized for a strong connection between the upper rail and the load member.
According to embodiments, the front fastening portion is centrally positioned in the front rail structure in the longitudinal vehicle direction between the front end and the rear end, where the central positioning is enabling a load distribution over the length of the lower portion in the longitudinal vehicle direction between the front end and the rear end in the vehicle impact event, and/or wherein the rear fastening portion is centrally positioned in the rear rail structure in the longitudinal vehicle direction between the front end and the rear end, where the central positioning is enabling a load distribution over the length of the lower portion in the longitudinal vehicle direction between the front end and the rear end in the vehicle impact event. The central positioning of the front fastening portion and/or the rear fastening portion is distributing loads evenly within the front rail structure and/or rear rail structure in a vehicle impact event. The forces from the vehicle seat is transferred to the upper rail and further distributed into the lower portions, and the central positioning is allowing the loads to be distributed along the full lengths of the lower portions in the vehicle impact event. With this configuration, the upper rail can be made lightweight in construction providing a high safety through a strong connection between the upper rail and the load member.
According to a further embodiment, the upper rail further comprises an intermediate structure arranged between and connected to the front rail structure and the rear rail structure. The intermediate structure is arranged above the load member. The front rail structure and the rear rail structure are arranged at a distance from each other in the longitudinal vehicle direction and connected to each other with the intermediate structure. The longitudinal distance between the front rail structure and the rear rail structure may be different depending on the seat rail system configuration and the design of the vehicle seat. The intermediate structure is thus holding the front rail structure and the rear rail structure connected to each other and in position in relation to each other.
According to a further embodiment, the seat rail system further comprises laterally extending bearing structures, where the bearing structures are attached to the upper rail and extending in opposite directions from the upper rail. The bearing structures are configured for movably engaging the lower rail. The bearing structures are providing a low-friction movable engagement between the upper rail and the lower rail.
According to an embodiment, the bearing structures comprise bearings, and the lower rail comprises bearing surfaces laterally arranged on opposite sides of the load member. The bearings and the bearing surfaces are configured for interacting with each other when the upper rail is displaced in relation to the lower rail. The bearings may for example be roller bearings and the roller bearings may be provided with wheel elements or similar structures for rolling interaction with the bearing surfaces upon longitudinal displacement of the upper rail in relation to the lower rail. The bearings may alternatively be sliding bearings for sliding interaction with the bearing surfaces upon longitudinal displacement of the upper rail in relation to the lower rail.
According to a further embodiment, the floor structure is an integrated structural part of a body-in-white structure of the vehicle. With the integrated floor structure, a strong construction of the system is achieved for efficiently absorbing loads in the vehicle impact event.
The disclosure further concerns a vehicle comprising the seat rail system.
BRIEF DESCRIPTION OF THE DRAWINGS
The disclosure will be described in detail in the following, with reference to the attached drawings, in which
FIG. 1 shows schematically, in a side view, a vehicle with a seat rail system having an upper rail attached to a vehicle seat and a lower rail attached to a floor structure, according to the disclosure,
FIG. 2 shows schematically, in a perspective view from above, the seat rail system, according to the disclosure,
FIG. 3 shows schematically, in an exploded perspective view, the seat rail system, according to the disclosure,
FIG. 4 shows schematically, in a perspective view from above, the upper rail of the seat rail system, according to the disclosure,
FIGS. 5A-5B show schematically, in cross-sectional front views, the seat rail system in normal operating conditions and in a vehicle impact event, according to the disclosure,
FIG. 6 shows schematically, in a perspective view from above, the lower rail of the seat rail system and the floor structure, according to the disclosure,
FIGS. 7A-7C show schematically, in perspective views from above, the lower rail of the seat rail system in different mounting positions in relation to the floor structure, according to the disclosure,
FIG. 8 shows schematically, in a perspective view from below, the lower rail of the seat rail system and the floor structure, according to the disclosure,
FIG. 9 shows schematically, in a perspective view from above, the seat rail system with a drive mechanism, according to the disclosure,
FIG. 10 shows schematically, in a side view, a vehicle with a seat rail system having an upper rail attached to a vehicle seat and a lower rail attached to a floor structure, according to an alternative embodiment of the disclosure,
FIGS. 11A-11B show schematically, in perspective views from above, the seat rail system, according to the alternative embodiment of the disclosure, and
FIG. 12 shows schematically, in a perspective view from above, the upper rail of the seat rail system, according to the alternative embodiment of the disclosure.
DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS
Various aspects of the disclosure will hereinafter be described in conjunction with the appended drawings to illustrate and not to limit the disclosure, wherein like designations denote like elements, and variations of the described aspects are not restricted to the specifically shown embodiments, but are applicable on other variations of the disclosure.
FIG. 1 schematically shows a seat rail system S for a vehicle V. The seat rail system S comprises an upper rail 1 and a stationary lower rail 2, as illustrated in FIGS. 1-3, 5A-5B, 9, 10 and 11A-11B. The lower rail 2 is attached to a floor structure 3 of the vehicle V, and the upper rail 1 is attached to a vehicle seat 4. The upper rail 1 is movably arranged in relation to the lower rail 2 in a longitudinal vehicle direction DLO, as indicated with the double arrow in FIGS. 2 and 11A-11B, for a convenient adjustment and positioning of the vehicle seat 4 in relation to the floor structure 3 in the longitudinal vehicle direction DLO. The upper rail 1 comprises a front rail structure 20 and a rear rail structure 30, as shown in the figures. A lower base surface 2b of the lower rail 2 is positioned in connection to an upper surface 3c of the floor structure 3. The seat rail system S may be provided with suitable positioning and locking arrangements for positioning of the upper rail 1 in relation to the lower rail 2 when adjusting the vehicle seat 4. The floor structure 3 is forming part of the seat rail system S, as will be further described below. Usually, two parallel seat rail systems S are used for holding one vehicle seat 4. In FIGS. 1 and 10, the seat rail systems S are illustrated in connection to a front vehicle seat 4, but the seat rail systems S may be used also for other adjustable vehicle seats.
A lateral vehicle direction DLA is defined as a direction perpendicular to the longitudinal vehicle direction DLO. The expressions upper, lower, upwards, and downwards, used in this context are referring to directions in relation to the seat rail system S when installed in the vehicle V in the position illustrated in FIG. 1.
The floor structure 3 is suitably an integrated structural part of a body-in-white structure of the vehicle V having an extension in the longitudinal vehicle direction DLO and lateral vehicle direction DLO, or essentially in the longitudinal vehicle direction DLO and lateral vehicle direction DLO, as indicated in for example FIGS. 2 and 11. With a body-in-white structure of the vehicle V is meant a car body construction in which the car body's sheet metal components have been welded together, where any moving parts, the motor or engine, the chassis or the chassis sub-assemblies, and the trim have not yet been added to the car body construction. By attaching the lower rail 2 to the floor structure 3 integrated in the body-in-white structure of the vehicle V, a secure attachment of the lower rail 2 is accomplished. Non-illustrated additional brackets or similar arrangements may for example be used for the attachment of the lower rail 2 to the floor structure 3, where screw fasteners or similar fastening devices can be used for a firm and secure attachment of the lower rail 2 to the floor structure 3 via the additional brackets.
The seat rail system S further comprises an elongated load member 5 attached to the lower rail 2, as shown in for example FIGS. 3 and 6. The load member 5 comprises an upper part 5a and one or more lower parts 5b. In the illustrated embodiment the upper part 5a is extending along the length of the load member 5, and a plurality of lower parts 5b are arranged in connection to the upper part 5a in a spaced apart configuration, as understood from for example FIG. 3. The upper part 5a of the load member 5 has an upper T-shaped cross-sectional configuration with a laterally extending upper flange 6a, as shown in FIGS. 3, 5A-5B, and 6, where the upper flange 6a is configured for being in engagement with a lower portion 20a of the front rail structure 20 and a lower portion 30a of the rear rail structure 30 in a vehicle impact event.
The one or more lower parts 5b of the load member 5 have lower T-shaped cross-sectional configurations with a laterally extending lower flange 6b, as shown in FIGS. 3, 5A-5B, and 8, where the lower flange 6b is configured for being in engagement with the floor structure 3 in the vehicle impact event. A web section 5c of the load member 5 is connecting the upper flange 6a and the lower flange 6b. With a T-shaped cross-sectional configuration is meant a cross-sectional shape having a T-shape, or a shape similar to a T-shape such as the double hook like configuration shown in FIGS. 5A-5B. The cross-sectional configuration of the load member 5 where the upper parts 5a and the lower parts 5b correspond to each other is similar to an I-beam structure, or similar to an I-beam like structure, as shown in FIGS. 5A-5B.
As shown in FIG. 8, a lower section 2a of the lower rail 2 is arranged with a plurality rail openings 17 arranged for receiving the plurality of lower parts 5b. The lower parts 5b are suitably positioned through corresponding rail openings 17 when mounting the load member 5 to the lower rail 2, and thereafter the lower parts 5b could be bent into the lower T-shaped cross-sectional configurations, as understood from FIG. 8. In this way, the one or more lower parts 5b of the load member 5 are extending through the lower section 2a of the lower rail 2. The load member 5 and the lower rail 2 are made of suitable materials having high strength, as for example high-strength steel, polymers, composite materials, or other suitable materials or combinations of materials. The load member 5 is attached to the lower rail 2 with suitable fastening means, such as for example welds, glue, rivets, or screw fasteners.
In the illustrated embodiment, the load member 5 comprises two joined material sections 5:1,5:2 forming the upper and lower T-shaped cross-sectional configurations with the web section 5c in-between. The material sections 5:1,5:2 each at least partly has a U-shape, or U-shape like, cross-sectional configuration, as shown in FIGS. 5A-5B. This construction with the two joined material sections may simplify the mounting or assembling of the load member 5 to the lower rail 2, since each of the sections can be positioned into the rail openings 17 and thereafter attached to each other and to the lower rail 2.
In an assembled state of the seat rail system S, as shown in for example FIGS. 5A-5B5B, the upper part 5a of the load member 5 is extending into the lower portion 20a of the front rail structure 20 of the upper rail 1 and into the lower portion 30a of the rear rail structure 30 of the upper rail 1. The upper rail 1 further comprises an intermediate structure 1a, and the intermediate structure 1a is arranged between and connected to the front rail structure 20 and the rear rail structure 30. The front rail structure 20 and the rear rail structure 30 are arranged at a distance from each other in the longitudinal vehicle direction DLO and connected to each other with the intermediate structure 1a for forming the upper rail 1 as an integrated structure. The distance between front rail structure 20 and the rear rail structure 30 may be varied for different vehicle seat constructions and seat rail system configurations. In the assembled state of the seat rail system S, as shown in for example FIGS. 2 and 11A-11B, the intermediate structure 1a is arranged above the load member 5. As understood from for example FIGS. 4 and 12, the upper rail 1 is with the lower portion 20a of the front rail structure 20 and the lower portion 30a of the rear rail structure 30 thus sectioned into two structural parts that are receiving the upper part 5a of the load member 5. The intermediate structure 1a is connecting the lower portions for forming the structure of the upper rail 1. The intermediate structure 1a may be arranged as a less robust structure compared to the front rail structure 20 and the rear rail structure 30, for a more lightweight construction, since the front rail structure 20 and the rear rail structure 30 are designed and configured for withstanding loads in a vehicle impact event for a safe construction of the seat rail system S, as will be further described below.
The upper rail 1 is further provided with fastening portions for attaching the vehicle seat 4 to the upper rail 1. The front rail structure 20 of the upper rail 1 comprises an upper portion 20b, as shown in for example FIGS. 4, 5 and 12. The upper portion 20b comprises a front fastening portion 20c configured for attaching a front part 4a of the vehicle seat 4 to the front rail structure 20. The rear rail structure 30 of the upper rail 1 comprises an upper portion 30b as shown in for example FIGS. 4 and 12. The upper portion 30b comprises a rear fastening portion 30c configured for attaching a rear part 4b of the vehicle seat 4 to the rear rail structure 30. The respective fastening portions may suitably be arranged as openings that are provided with threads for receiving a threaded fastening element 14 for attaching the vehicle seat 4 to the upper rail 1. The vehicle seat 4 may be arranged with brackets or similar structures for the attachment to the upper rail 1 and engagement with the fastening element 14. Other suitable types of fastening elements 14 may also be used. In the embodiment illustrated in FIG. 12, a front fastening bracket 4c for connecting the front part 4a of the vehicle seat 4 to the front fastening portion 20c of the upper rail 1 is schematically shown, and a rear fastening bracket 4d for connecting the rear part 4b of the vehicle seat 4 to the rear fastening portion 30c of the upper rail 1 is schematically shown. The respective fastening brackets may have any suitable shape and configuration and may be arranged as separate structural elements, as understood from FIG. 12, or alternatively be arranged as structural elements integrated in the vehicle seat 4.
As shown in FIGS. 5A-5B, the one or more lower parts 5b of the load member 5 are extending through the floor structure 3 through corresponding openings 3a of the floor structure 3. The positions of the openings 3a are coinciding with the spacing of the lower parts 5b along the load member 5, as understood from FIGS. 3 and 8. The openings 3a have narrowing configurations, and the openings 3a are tapering in the longitudinal vehicle direction DLO. Suitable narrowing shapes are for example keyhole like shapes as illustrated in FIG. 3. However, any suitable narrowing shape may be used. The openings 3a in the illustrated embodiment are provided with narrow sections 16a and wide sections 16b.
The wide sections 16b of the openings 3a have suitable sizes for receiving the lower parts 5b, and the lower parts 5b with the lower flange 6b are inserted into the wide sections 16b when mounting the lower rail 2 with the load member 5 to the floor structure 3, as illustrated in FIG. 7A. The lower parts 5a are entering the wide sections 16b in a downwards movement of the lower rail 2, as indicated with arrows in FIG. 7A. When inserted into the openings 3a, the lower parts 5b are extending through the floor structure 3 and the lower flanges 6b are positioned below the floor structure 3, as illustrated in FIG. 7B. To complete the mounting of the lower rail 2 to the floor structure 3, the lower rail 2 is after insertion into the wide sections 16b pushed in a direction towards the narrow sections 16a, as indicated with arrows in FIG. 7B. By pushing the lower rail 2 in the direction towards the narrow sections 16a, the lower flanges 6b will be positioned below the floor structure 3 into a final mounting position, as shown in FIG. 7C. When the lower flanges 6b are positioned below the floor structure 3 within the narrow sections 16a, the lower rail 2 is prevented from being displaced in an upwards direction due to engagement between the lower flanges 6b and a lower surface 3b of the floor structure 3, as understood from FIGS. 5A-5B. The second rail 2 may be further attached to the floor structure 3 via the non-illustrated additional brackets, as described above. When the lower rail 2 is attached to the floor structure 3, the upper rail 1 and the vehicle seat 4 may be mounted to the lower rail 2.
The lower portion 20a of the front rail structure 20 suitably has a bell-shaped cross-sectional configuration, or a bell-shape like cross-sectional configuration, and the lower portion 20a is with this configuration formed with a front cavity 7a, as shown in for example FIGS. 4, 5A-5B, and 12. The front cavity 7a is configured for embracing the upper flange 6a of the load member 5. The lower portion 30a of the rear rail structure 30 suitably has a bell-shaped cross-sectional configuration, or a bell-shape like cross-sectional configuration, and the lower portion 30a is with this configuration formed with a rear cavity 7b, as shown in for example FIGS. 4 and 12. The rear cavity 7b is configured for embracing the upper flange 6a of the load member 5, in the same way as the front cavity 7a.
The upper rail 1 comprises a first side section 8a and a second side section 8b. The side sections are suitably joined to each other with appropriate fastening means, and the side sections are together forming the upper rail 1. The upper rail 1 may for example be made of two welded sheets that are forming the bell-shaped lower portions, the upper portions, and the intermediate portion. The welded sheets are forming lateral sides of the upper rail 1. The first cavity 7a and the second cavity 7b are formed between the first side section 8a and the second side section 8b, as shown in for example FIGS. 4, 5A-5B, and 12. Other suitable materials that may be used are light alloys and polymeric materials for a lightweight construction of the upper rail 1.
As described above, the upper rail 1 comprises the first side section 8a and the second side section 8b joined to each other, where the front cavity 7a and the rear cavity 7b are formed between the first side section 8a and the second side section 8b. The part of the first side section 8a forming the front cavity 7a comprises a lateral inwardly projecting first flange 9a and the part of the second side section 8b forming the front cavity 7a comprises a lateral inwardly projecting second flange 9b, as shown in for example FIGS. 4, 5A-5B, and 12. The part of the first side section 8a forming the rear cavity 7b comprises a lateral inwardly projecting first flange 9a and the part of the second side section 8b forming the rear cavity 7b comprises a lateral inwardly projecting second flange 9b, as shown in for example FIGS. 4 and 12. The rear rail structure 30 with the rear cavity 7b and flanges have the same cross-sectional configuration as the front rail structure 20 shown in FIGS. 5A-5B, and the respective first flanges 9a and second flanges 9b are arranged below the upper flange 6a of the load member 5 and configured for being in engagement with the upper flange 6a in the vehicle impact event. The first flanges 9a and the second flanges 9b are forming the lower ends 11 of the lower portion 20a of the front rail structure 20 and lower portion 30a of the rear rail structure 30. As exemplified in FIGS. 5A-5B, the first flanges 9a and the second flanges 9b are arranged below the upper flange 6a, and with this configuration, the first flanges 9a and the second flanges 9b are extending in inwards directions towards the load member 5. The first side section 8a and the second side section 8b are together with the first flanges 9a and the second flanges 9b forming the front cavity 7a and rear cavity 7b, which are embracing the upper flange 6a of the load member 5.
The upper flange 6a comprises a first flange section 13a and a second flange section 13b, which are extending laterally on opposite sides of the web section 5c, as shown in FIGS. 5A-5B. The first flanges 9a are arranged below the first flange section 13a and the second flanges 9b are arranged below the second flange section 13b. In the illustrated embodiment, the first flanges 9a are extending inwards towards the load member 5 from the first side section 8a with an upwards inclined configuration, and the second flanges 9b are extending inwards towards the load member 5 from the second side section 8b with an upwards inclined configuration. The first flange section 13a is extending outwards towards the first side section 8a from the web section 5c with a downwards inclined configuration, and the second flange section 13b is extending outwards towards the second side section 8b from the web section 5c with a downwards inclined configuration. The first flange section 13a has suitably an extension parallel to, or essentially parallel to, the extensions of the first flanges 9a, and the second flange section 13b has suitably an extension parallel to, or essentially parallel to, the extension of the second flanges 9b.
The load member 5 is configured for being directly in engagement with the floor structure 3 and with at least one of the lower portion 20a of the front rail structure 20 and lower portion 30a of the rear rail structure 30 upon an impacting force in the longitudinal vehicle direction DLO in a vehicle impact event for establishing a load path from the floor structure 3 to the upper rail 1 via the load member 5. With a vehicle impact event is meant any situation where the vehicle V is exposed to impact forces, such as when the vehicle V is hitting an object or an object is hitting the vehicle V. Typical vehicle impact events are when the vehicle V is involved in a crash situation or collision, for example with another vehicle, or if the vehicle V leaves a roadway in a run-off-road collision or similar event. If the vehicle V is involved in a collision, impact forces will act on the vehicle seat 4 and the seat rail system S.
In a rear-end collision, or in a collision where the rear end of the vehicle V runs into an object, the front part of the upper rail 1 is pulled in a direction upwards away from the second rail 2 by a pulling force FPULL and the rear part of the upper rail 1 is pushed downwards towards the second rail 2 by a pushing force FPUSH, due to impacting forces in the longitudinal vehicle direction DLO in such a vehicle impact event acting on the vehicle seat 4 and causing a rotational movement of the vehicle seat 4. The pushing force FPUSH and the pulling force FPULL acting on the seat rail system S in a rear-end collision are schematically illustrated in FIGS. 2 and 11A.
In a head-on collision, or in a collision where the front end of the vehicle V runs into an object, the front rail structure 20 of the upper rail 1 is pushed downwards towards the second rail 2 by a pushing force FPUSH and the rear rail structure 30 of the upper rail 1 is pulled in a direction upwards away from the second rail 2 by a pulling force FPULL, due to impacting forces in the longitudinal vehicle direction DLO in such a vehicle impact event acting on the vehicle seat 4 and causing a rotational movement of the vehicle seat 4. The pushing force FPUSH and the pulling force FPULL acting on the seat rail system S in a head-on collision are schematically illustrated in FIG. 11B.
The strength of the seat rail system S is critical when a pulling force FPULL is acting on the upper rail 1, such as in the vehicle impact events described above. The pulling force FPULL is illustrated with an arrow in FIG. 5B, indicating that a part of the upper rail 1, such as the front rail structure 20 or the rear rail structure 30, is pulled in a direction upwards away from the second rail 2. When the pulling force FPULL is acting on a part of the seat rail system S, the load member 5 has the function to directly engage the floor structure 3 and directly engage the upper rail 1. In this way, the floor structure 3 is connected to the upper rail 1 via the load member 5 for establishing the load path from the floor structure 3 to the upper rail 1 via the load member 5. The load member 5 is establishing a strong and robust construction of the seat rail system S that is preventing large and unwanted deformations of the rails. With the system configuration, the load member 5 is directly in engagement with both the floor structure 3 and the lower portion 20a of the front rail structure 20 or the lower portion 30a of the rear rail structure 30 in the vehicle impact event. The established load path in the vehicle impact event from the floor structure 3 to the upper rail 1 via the load member 5, is through the engagement of the load member 5 following a centre line C of seat rail system S from the floor structure 3 to the upper rail for establishing a short load path compared to traditional systems, as indicated in FIG. 5B.
The pushing force FPUSH is in the vehicle impact event absorbed through interaction between the upper rail 1, the lower rail 2, and the floor structure 3, when the vehicle seat 4 is pushed towards the floor structure 3. The upper rail 1 and the lower rail 2 may be deformed to a certain degree when exerted to high pushing forces.
More specifically, the upper flange 6a is configured for being in engagement with the lower portion 20a of the front rail structure 20 and lower portion 30a of the rear rail structure 30 in the vehicle impact event. The first flanges 9a are configured for engaging the first flange section 13a in the vehicle impact event, and the second flanges 9b are configured for engaging the second flange section 13b in the vehicle impact event for a strong connection between the upper rail 1 and the load member 5. In this way, the first flanges 9a and the second flanges 9b are configured for being in engagement with the upper flange 6a. As exemplified in FIG. 5B, the parts involved are arranged as hook-like elements that are interacting with each other in the vehicle impact event, preventing that the upper rail 1 is separated from the lower rail 2 due to the connection of the load member 5 to the lower portion 1a. In the vehicle impact event, the upper rail 1 is pulled a small distance upwards away from the lower rail 2 due to minimal play between parts involved. As exemplified in FIG. 5A, there is a small play between the upper flange 6a and the respective first flanges 9a and the second flanges 9b in normal operating conditions, which is allowing the movement of the upper rail 1 in relation to the lower rail 2 in the longitudinal vehicle direction DLO for the positioning of the vehicle seat 4 relative to the floor structure 3.
In a similar way, the one or more lower parts 5b of the load member 5 are configured for being in engagement with the lower surface 3b of the floor structure 3 in the vehicle impact event. The lower flanges 6b are engaging the lower surface 3b of the floor structure 3 in the vehicle impact event for a strong connection between the floor structure 3 and the load member 5. As understood from FIG. 5B, the lower flanges 6b are interacting with the floor structure 3 preventing that the lower rail 2 is separated from the floor structure 3. As exemplified in FIG. 5B, the lower flanges 6b of the lower parts 5b are arranged as hook-like elements that are interacting with the floor structure 3 in the vehicle impact event, preventing that the lower rail 2 is separated from the floor structure 3 due to the connection of the load member 5 to the floor structure 3. In the vehicle impact event, the lower rail 2 may be pulled a small distance upwards away from the floor structure 3 due to a small play between the lower flange 6b and the lower surface 3b of the floor structure 3. The small play between the lower flange 6a and the lower surface 3b of the floor structure 3 in normal operating conditions is allowing the mounting of the upper rail 2 to the floor structure, as described above.
The construction of the seat rail system S is providing a straight symmetrical load path all the way from the floor structure 3 to the vehicle seat via the upper rail 1, allowing a compact construction of the system with low height and low weight.
As illustrated in FIG. 9, the seat rail system S may further be provided with a drive mechanism 19 for positioning the upper rail 1 in relation to the lower rail 2. The drive mechanism 19 is suitably connected to the intermediate portion 1a of the upper rail 1, and may comprise an electric motor 19a and be configured as a worm drive mechanism. The worm drive mechanism may comprise an elongated threaded rod 19b connected to the lower rail 2 that is interacting with a worm gear 19c arranged on the upper rail 1. It should be understood that the drive mechanism 19 could have other suitable constructions, such as for example a linear actuator or ball screw mechanism.
The upper rail 1 may be configured in different ways, and suitably the front fastening portion 20c is positioned in the longitudinal vehicle direction DLO between a front end 21a and a rear end 21b of the lower portion 20a of the front rail structure 20, and/or the rear fastening portion 30c is positioned in the longitudinal vehicle direction DLO between a front end 31a and a rear end 31b of the lower portion 30a of the rear rail structure 30. In the embodiment illustrated in FIGS. 1-9 and best shown in FIG. 4, the rear fastening portion is positioned forward of the rear end 31b of the lower portion 30a of the rear rail structure for an efficient load distribution in a vehicle impact event where a pulling force is acting on the rear rail structure. With this configuration, the lower portion 30a of the rear rail structure will deform more evenly in the vehicle impact event for an efficient load distribution between the front end 31a and the rear end 31b.
An alternative embodiment of the seat rail system S is shown in FIGS. 10, 11A-11B, and 12. In this embodiment, the upper rail has a different configuration. Other parts of the seat rail system S may have the same design and configuration as described in the embodiment above. As shown in the figures, the front fastening portion 20c is centrally positioned in the front rail structure 20 in the longitudinal vehicle direction DLO between the front end 21a and the rear end 21b. The central positioning of the front fastening portion 20c is enabling a load distribution over the length of the lower portion 20a in the longitudinal vehicle direction DLO between the front end 21a and the rear end 21b in the vehicle impact event, as indicated with the small arrows in FIGS. 11A-11B. With central positioning is meant that the front fastening portion 20c in the longitudinal vehicle direction DLO is positioned at or close to a front centre line CF of the front rail structure 20, as shown in FIGS. 11A-11B. The front centre line CF is dividing the lower portion 20a of the front rail structure 20 in equal or essentially equal extensions in the longitudinal vehicle direction DLO between the front end 21a and the rear end 21b. This configuration is minimizing deformation of the front rail structure 20 in the vehicle impact event for an efficient load distribution. The lower portion 20a of the front rail structure 20 is with this configuration efficiently gripping the load member 5 along the full length in the longitudinal vehicle direction DLO in the vehicle impact event when the pulling force FPULL is exerted onto the front rail structure 20.
In the embodiment illustrated in FIGS. 10, 11A-11B, and 12, the rear fastening portion 30c is centrally positioned in the rear rail structure 30 in the longitudinal vehicle direction DLO between the front end 31a and the rear end 31b. The central positioning of the rear fastening portion 30c is enabling a load distribution over the length of the lower portion 30a in the longitudinal vehicle direction DLO between the front end 31a and the rear end 31b in the vehicle impact event, as indicated with the small arrows in FIGS. 11A-11B. With central positioning is meant that the rear fastening portion 30c in the longitudinal vehicle direction DLO is positioned at or close to a rear centre line CR of the rear rail structure 30, as shown in FIGS. 11A-11B. The rear centre line CR is dividing the lower portion 30a of the rear rail structure 30 in equal or essentially equal extensions in the longitudinal vehicle direction DLO between the front end 31a and the rear end 31b. This configuration is minimizing deformation of the rear rail structure 30 in the vehicle impact event for an efficient load distribution. The lower portion 30a of the rear rail structure 30 is with this configuration efficiently gripping the load member 5 along the full length in the longitudinal vehicle direction DLO in the vehicle impact event when the pulling force FPULL is exerted onto the rear rail structure 30.
For all embodiments, the seat rail system S may further comprise laterally extending bearing structures 10, as shown in for example FIGS. 3 and 5A-5B. The bearing structures 10 are attached to the upper rail 1, and the bearing structures 10 are extending laterally in opposite directions from the upper rail 1. The bearing structures 10 may be arranged pairwise on opposite sides of the upper rail. The bearing structures 10 are configured for movably engaging the lower rail 2 and for providing a low-friction engagement between the upper rail 1 and the lower rail 2. The bearing structures 10 comprise bearings 10a, and the bearings 10a are suitably connected to the upper rail 1 via extending shaft structures 10b or similar arrangements for lateral positioning of the bearings 10a in relation to the lower rail 2.
The lower rail 2 comprises two bearing surfaces 12 laterally arranged on opposite sides of the load member 5, as shown in for example FIGS. 5A-5B. The bearings 10a and the bearing surfaces 12 are configured for interacting with each other when the upper rail 1 is displaced in relation to the lower rail 2. In the embodiment illustrated in FIGS. 3 and 4, the first rail 1 comprises two pairs of bearing structures 10 arranged for interacting with the bearing surfaces 12. However, any suitable number of bearing structures 10 may be used. The bearings 10a may for example be roller bearings and the roller bearings may be provided with wheel elements or similar structures for rolling interaction with the bearing surfaces 12 upon longitudinal displacement of the upper rail 1 in relation to the lower rail 2. The bearings 10a may alternatively be sliding bearings for sliding interaction with the bearing surfaces 12 upon longitudinal displacement of the upper rail 1 in relation to the lower rail 2. Other types of bearings may also be used depending on the construction and design of the system. The bearing structures 10 are as illustrated in FIGS. 4, 5A-5B, and 12, positioned above lower ends 11 of the lower portion 20a of the front rail structure 20 and the lower portion 30a of the rear rail structure 30 for a compact and robust construction of the seat rail system S. The bearing structures 10 and the bearing surfaces 12 may further support the absorption of the pushing force FPUSH in a vehicle impact event through interaction between the upper rail 1 and the lower rail 2, when the vehicle seat 4 is pushed towards the floor structure 3.
It will be appreciated that the above description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. While specific examples have been described in the specification and illustrated in the drawings, it will be understood by those of ordinary skill in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present disclosure or as defined in the claims. Furthermore, modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular examples illustrated by the drawings and described in the specification as the best mode presently contemplated for carrying out the teachings of the present disclosure, but that the scope of the present disclosure will include any embodiments falling within the foregoing description and the appended claims. Reference signs mentioned in the claims should not be seen as limiting the extent of the matter protected by the claims, and their sole function is to make claims easier to understand.
REFERENCE SIGNS
1: Upper rail
1
a: Intermediate structure
2: Lower rail
2
a: Lower section
2
b: Lower base surface
3: Floor structure
3
a: Opening
3
b: Lower surface
3
c: Upper surface
4: Vehicle seat
4
a: Front part
4
b: Rear part
4
c: Front fastening bracket
4
d: Rear fastening bracket
5: Load member
5
a: Upper part
5
b: Lower part
6
a: Upper flange
6
b: Lower flange
7
a: Front cavity
7
b: Rear cavity
8
a: First side section
8
b: Second side section
9
a: First flange
9
b: Second flange
10: Bearing structure
10
a: Bearing
11: Lower end
12: Bearing surface
14: Fastening element
20: Front rail structure
20
a: Lower portion
20
b: Upper portion
20
c: Front fastening portion
21
a: Front end
21
b: Rear end
30: Rear rail structure
30
a: Lower portion
30
b: Upper portion
30
c: Rear fastening portion
31
a: Front end
31
b: Rear end
- C: Centre line
- CF: Front centre line
- CR: Rear centre line
- S: Seat rail system
- V: Vehicle
Patent Application
20240034207
