Patent ID: 12202386

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.1schematically shows a vehicle V with a seat rail system S. The seat rail system S comprises an upper rail1and a stationary lower rail2having an extension in a longitudinal vehicle direction DLO, as illustrated inFIGS.1-3,4A-4B,5A-5B, and8. The lower rail2is attached to a floor structure3of the vehicle V, and the upper rail1is attached to a vehicle seat4. The upper rail1is movably arranged in relation to the lower rail2in the longitudinal vehicle direction DLO, as indicated with the double arrow inFIG.2, for a convenient adjustment and positioning of the vehicle seat4in relation to the floor structure3. A lower base surface of the lower rail2is positioned in connection to an upper surface3cof the floor structure3. The seat rail system S may be provided with suitable vehicle seat positioning and locking arrangements for positioning of the upper rail1in relation to the lower rail2. The floor structure3is 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 seat4. InFIG.1, the seat rail system S is illustrated in connection to a front vehicle seat4, but the seat rail system S may be used also for other adjustable vehicle seats.

A lateral vehicle direction DLAis 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 inFIG.1, and refers to positions or relative positioning in a vertical vehicle direction DV.

The floor structure3is suitably an integrated structural part of a body-in-white structure of the vehicle V having an extension in the longitudinal vehicle direction DLOand lateral vehicle direction DLO, or essentially in the longitudinal vehicle direction DLOand lateral vehicle direction DLO, as indicated in for exampleFIG.2. 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 rail2to the floor structure3integrated in the body-in-white structure of the vehicle V, a secure attachment of the lower rail2is accomplished. Non-illustrated additional fastening brackets or similar arrangements may for example be used for the attachment of the lower rail2to the floor structure3, where screw fasteners or similar fastening devices can be used for a firm and secure attachment of the lower rail2to the floor structure3via the fastening brackets.

The upper rail1has an elongated shape and comprises a first side section8aand a second side section8b, as shown inFIGS.4A-4B and5A-5B. The side sections are suitably joined to each other with appropriate fastening means. The first side section8aand the second side section8bmay be formed as sheet structures that are forming the upper rail1when attached to each other, for example by welding. The upper rail1may thus be made of the two joined sheet structures, and the first side section8aand the second side section8bconstitute lateral sides of the upper rail1.

A cavity7is formed between the first side section8aand the second side section8bin a lower portion1aof the upper rail1, as shown in for exampleFIGS.4A-4B and5A-5B. The lower portion1aof the upper rail1suitably has a bell-shaped cross-sectional configuration, or a bell-shape like cross-sectional configuration. The first side section8acomprises a lateral inwardly projecting first flange9aand the second side section8bcomprises a lateral inwardly projecting second flange9b. The first flange9aand the second flange9bare forming a lower end11of the lower portion1a. The first side section8aand the second side section8bare together with the first flange9aand the second flange9bforming the cavity7.

The upper rail1is further provided with upper fastening portions18for attaching the vehicle seat4to the upper rail1, as shown in for exampleFIGS.4A-4B and5A-5B. The fastening portions18may be arranged as openings that suitably are provided with threads for receiving a threaded fastening element for attaching the vehicle seat4to the upper rail. The vehicle seat4may be arranged with brackets or similar structures for the attachment to the upper rail1and engagement with the fastening element.

The stationary lower rail2has an extension in the longitudinal vehicle direction DLOwhen attached to the floor structure3of the vehicle V, as illustrated in for exampleFIG.2. The seat rail system S further comprises an elongated load member5attached to the lower rail2, as shown in for exampleFIGS.3,4A-4B,5A-5B, and7. The load member5comprises an upper part5aand one or more lower parts5b. In the illustrated embodiment the upper part5ais extending along the length of the load member5, and a plurality of lower parts5bare arranged in connection to the upper part5ain a spaced apart configuration, as understood from for exampleFIG.3. The upper part5aof the load member5has an upper T-shaped cross-sectional configuration with a laterally extending upper flange6a, as shown inFIGS.4A-4B and5A-5B. The one or more lower parts5bof the load member5have lower T-shaped cross-sectional configurations with a laterally extending lower flange6b, as shown inFIGS.4A-4B,5A-5B, and7. A web section5cof the load member5is connecting the upper flange6aand the lower flange6b. 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 inFIGS.4A-4B and5A-5B. The cross-sectional configuration of the load member5where the upper part5aand the lower parts5bcorrespond to each other is similar to an I-beam structure, or similar to an I-beam like structure, as shown inFIGS.4A-4B and5A-5B.

As shown inFIGS.3and7, a lower section2aof the lower rail2is arranged with a plurality of rail openings17arranged for receiving the plurality of lower parts5b. The lower parts5bare suitably positioned through corresponding rail openings17when mounting the load member5to the lower rail2, and thereafter the lower parts5bcould be bent into the lower T-shaped cross-sectional configurations, as understood fromFIG.7. In this way, one or more lower parts5bof the load member5are extending through the lower section2aof the lower rail2. The load member5and the lower rail2are 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 member5is attached to the lower rail2with suitable fastening means, such as for example welds, glue, rivets, or screw fasteners.

In the illustrated embodiment, the load member5comprises two joined material sections5:1,5:2forming the upper and lower T-shaped cross-sectional configurations with the web section5cin-between. The material sections5:1,5:2each at least partly has a U-shape, or U-shape like, cross-sectional configuration, as shown inFIGS.4A-4B and5A-5B. This construction with the two joined material sections may simplify the mounting or assembling of the load member5to the lower rail2, since each of the sections can be positioned into the rail openings17and thereafter attached to each other and to the lower rail2. Also with this configuration, the one or more lower parts5bof the load member5are extending through the lower section2a.

The cavity7of the upper rail1is configured for embracing the upper part5awith the upper flange6aof the load member5. As shown inFIGS.4A-4B and5A-5B, the first flange9aand the second flange9bare arranged below the upper flange6a, and with this configuration, the first flange9aand the second flange9bare extending in inwards directions towards the load member5. The first side section8aand the second side section8bare together with the first flange9aand the second flange9bforming the cavity7, which is embracing the upper flange6aof the load member5.

Thus, in an assembled state of the seat rail system S, as shown in for exampleFIGS.4A-4B and5A-5B, the upper part5aof the load member5is extending into the cavity7in the lower portion1aof the upper rail1.

As understood from for exampleFIG.3, the lower portion1aof the upper rail1may be sectioned into more than one structural part for receiving the upper part5aof the load member5. In the illustrated embodiment, the upper rail1is arranged with three sections that together are forming the lower portion1a, and the upper part5aof the load member5is extending into all three sections forming the lower portion1a. The three sections forming the lower portion1aare all embracing the upper flange6aof the load member5.

The load member5is configured for being directly in engagement with the floor structure3and the lower portion1ain a vehicle impact event for establishing a load path from the floor structure3to the upper rail1via the load member5. 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 seat4and the seat rail system S.

In a head-on collision, or in a collision where the front end of the vehicle V runs into an object, the front part of the upper rail1is pushed downwards towards the second rail2by a pushing force FPUSHand the rear part of the upper rail1is pulled in a direction upwards away from the second rail2by the pulling force FPULL, due to the forces acting on the vehicle seat4causing a rotational movement. 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 rail1is pulled in a direction upwards away from the second rail2by a pulling force FPULLand the rear part of the upper rail1is pushed downwards towards the second rail2by a pushing force FPUSH, due to the forces acting on the vehicle seat4causing a rotational movement. The pushing force FPUSHand the pulling force FPULLare schematically illustrated inFIG.2.

The strength of the seat rail system S is critical when a pulling force FPULLis acting on the upper rail1, such as in the vehicle impact events described above. The pulling force FPULLis illustrated with an arrow inFIGS.4B and5B, indicating that a part of the upper rail1is pulled in a direction upwards away from the second rail2. When the pulling force FPULLis acting on a part of the seat rail system S, the load member5has the function to directly engage the floor structure3and directly engage the upper rail1. In this way, the floor structure3is connected to the upper rail1via the load member5for establishing the load path from the floor structure3to the upper rail1via the load member5. The load member5is 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 member5is directly in engagement with both the floor structure3and the lower portion1ain the vehicle impact event. The established load path in the vehicle impact event from the floor structure3to the upper rail1via the load member5, is through the engagement of the load member5following a centre line C of seat rail system S from the floor structure3to the upper rail for establishing a short load path compared to traditional systems, as indicated inFIGS.4B and5B.

The upper flange6acomprises a first flange section13aand a second flange section13b. The first flange section13aand the second flange section13bare extending laterally on opposite sides of the web section5c, as shown inFIGS.4A-4B and5A-5B. In the assembled state of the seat rail system S, the first flange9ais arranged below the first flange section13aand the second flange9bis arranged below the second flange section13b. The first flange9ais configured for being in engagement with the first flange section13ain the vehicle impact event, and the second flange9bis configured for being in engagement with the second flange section13bin the vehicle impact event, as will be further described below in connection toFIGS.4B and5B. In the illustrated embodiment, the first flange9ais extending inwards towards the load member5from the first side section8awith an upwards inclined configuration, and the second flange9bis extending inwards towards the load member5from the second side section8bwith an upwards inclined configuration. The first flange section13ais extending outwards towards the first side section8afrom the web section5cwith a downwards inclined configuration, and the second flange section13bis extending outwards towards the second side section8bfrom the web section5cwith a downwards inclined configuration.

InFIGS.4A and5A, the seat rail system S is illustrated in an unloaded state SU, and the seat rail system S is in the unloaded state used in normal operating conditions, such as when a user is seated in the vehicle seat4, or when adjusting the vehicle seat4. InFIGS.4B and5B, the seat rail system S is illustrated in a loaded state SL, and the loaded state is occurring in the vehicle impact event when a pulling force FPULLis acting on parts of the seat rail system S, as will be further described below.

As shown in the embodiments illustrated inFIGS.4A and5A, the first flange section13ahas an extension parallel to, or essentially parallel to, the extension of the first flange9ain the unloaded state SU. The second flange section13bhas an extension parallel to, or essentially parallel to, the extension of the second flange9bin the unloaded state SU. The parallel extensions are simplifying secure interaction between the respective flange sections and the first and second flanges.

More specifically, the upper flange6ais configured for being in engagement with the lower portion1aof the upper rail1in the vehicle impact event. The first flange9ais engaging the first flange section13ain the vehicle impact event, and the second flange9bis engaging the second flange section13bin the vehicle impact event for a strong connection between the upper rail1and the load member5. In this way, the first flange9aand the second flange9bare configured for being in engagement with the upper flange6a. As understood fromFIGS.4B and5B, the parts involved are arranged as hook-like elements that are interacting with each other in the vehicle impact event, preventing that the upper rail1is separated from the lower rail2due to the connection of the load member5to the lower portion1a. In the vehicle impact event, the upper rail1is pulled a small distance upwards away from the lower rail2due to minimal play between parts involved. As shown inFIGS.4A and5A, there is a small play between the upper flange6aand the respective first flange9aand the second flange9bin normal operating conditions, which is allowing the movement of the upper rail1in relation to the lower rail2in the longitudinal vehicle direction DLOfor the positioning of the vehicle seat4relative to the floor structure3.

In a similar way, the one or more lower parts5bof the load member5are configured for being in engagement with the lower surface3bof the floor structure3in the vehicle impact event. The lower flange6bis engaging the lower surface3bof the floor structure3in the vehicle impact event for a strong connection between the floor structure3and the load member5. As understood fromFIGS.4B and5B, the lower flange6bis interacting with the floor structure3preventing that the lower rail2is separated from the floor structure3. As shown inFIGS.4A-4B and5A-5B, the lower flanges6bof the lower parts5bare arranged as hook-like elements that are interacting with the floor structure3in the vehicle impact event, preventing that the lower rail2is separated from the floor structure3due to the connection of the load member5to the floor structure3. In the vehicle impact event, the lower rail2may be pulled a small distance upwards away from the floor structure due to a small play between the lower flange6band the lower surface3bof the floor structure3. The small play between the lower flange6aand the lower surface3bof the floor structure3in normal operating conditions is allowing mounting of the lower rail2to the floor structure3, as described below.

As illustrated inFIGS.4A-4B and5A-5B, the lower rail2comprises a first lateral side element2band a second lateral side element2c. The first lateral side element2band the second lateral side element2care each extending in an upwards direction from the lower section2aof the lower rail. The first lateral side element2band the second lateral side element2care extending from the lower section2aon opposite sides of the load member5. The first lateral side element2bis arranged in connection to and in an overlapping relationship to the first side section8ain the vertical vehicle direction DV, as shown in for exampleFIGS.4A and5A. The second lateral side element2cis arranged in connection to and in an overlapping relationship to the second side section8bin the vertical vehicle direction DV, as shown in for exampleFIGS.4A and5A. With the overlapping configuration between the first lateral side element2band the first side section8ain the vertical direction DV, the first lateral side element2bis configured for blocking lateral movement of the first side section8aupon deformation of the upper rail1in the vehicle impact event, as shown inFIGS.4B and5B. With the overlapping configuration between the second lateral side element2cand the second side section8bin the vertical direction DV, the second lateral side element2cis configured for blocking lateral movement of the second side section8bupon deformation of the upper rail1in the vehicle impact event, as shown inFIGS.4B and5B.

In the embodiment illustrated inFIGS.4A-4B, the first lateral side element2bis extending from the lower section2ain a direction parallel to, or essentially parallel to the vertical vehicle direction DV, and the second lateral side element2cis extending from the lower section2ain a direction parallel to, or essentially parallel to the vertical vehicle direction DV. In the alternative embodiment illustrated inFIGS.5A-5B, the first lateral side element2bis extending upwards from the lower section2atowards the load member5with an inwards inclined configuration, and the second lateral side element2cis extending upwards from the lower section2atowards the load member5with an inwards inclined configuration. This alternative design may be used for an increased system strength. In the embodiments illustrated inFIGS.4A-4B and5A-5Bthe lateral side elements are arranged as side walls of the lower rail2. It should however be understood that the lateral side elements may have other suitable designs and configurations, such as for example other types of continuous or discrete elements forming part of the lower rail2, and arranged in the overlapping configuration for blocking lateral movement of the respective side sections.

As shown inFIGS.4A-4B and5A-5B, the one or more lower parts5bof the load member5are extending through corresponding openings3aof the floor structure3. In this way, the one or more lower parts5bof the load member5are connected to the floor structure3. The positions of the openings3aare coinciding with the spacing of the lower parts5balong the load member5, as understood fromFIGS.3and7. The openings3ahave narrowing configurations, and the openings3aare tapering in the longitudinal vehicle direction DLO. Suitable narrowing shapes are for example keyhole like shapes as illustrated inFIG.3. However, any suitable narrowing shape may be used. The openings3ain the illustrated embodiment are provided with narrow sections16aand wide sections16b.

The wide sections16bof the openings3ahave suitable sizes for receiving the lower parts5b, and the lower parts5bwith the lower flange6bare inserted into the wide sections16bwhen mounting the lower rail2with the load member5to the floor structure3, as illustrated inFIG.6A. The lower parts5aare entering the wide sections16bin a downwards movement of the lower rail2, as indicated with arrows inFIG.6A. When inserted into the openings3a, the lower parts5bare extending through the floor structure3and the lower flanges6bare positioned below the floor structure3, as illustrated inFIG.6B. To complete the mounting of the lower rail2to the floor structure3, the lower rail2is after insertion into the wide sections16bpushed in a direction towards the narrow sections16a, as indicated with arrows inFIG.6B. By pushing the lower rail2in the direction towards the narrow sections16a, the lower flanges6bwill be positioned below the floor structure3into a final mounting position, as shown inFIG.6C. When the lower flanges6bare positioned below the floor structure3within the narrow sections16a, the lower rail2is prevented from being displaced in an upwards direction due to engagement between the lower flanges6band the lower surface3bof the floor structure3, as understood fromFIGS.4B and5B. The second rail2may be further attached to the floor structure3via the non-illustrated fastening brackets, as described above. When the lower rail2is attached to the floor structure3, the upper rail1and the vehicle seat4may be mounted to the lower rail2.

The seat rail system S further comprises laterally extending bearing structures10, as shown in for exampleFIGS.3,4A-4B, and5A-5B. The bearing structures10are attached to the upper rail1, and the bearing structures10are extending laterally in opposite directions from the upper rail1. The bearing structures10may be arranged pairwise on opposite sides of the upper rail. The bearing structures10are configured for movably engaging the lower rail2and for providing a low-friction engagement between the upper rail1and the lower rail2. The bearing structures10comprise bearings10a, and the bearings10aare suitably connected to the upper rail1via extending shaft structures10bor similar arrangements for lateral positioning of the bearings10ain relation to the lower rail2.

The lower rail2comprises two bearing surfaces12laterally arranged on opposite sides of the load member5, as shown in for exampleFIGS.4A-4B and5A-5B. The bearings10aand the bearing surfaces12are configured for interacting with each other when the upper rail1is displaced in relation to the lower rail2. In the embodiment illustrated inFIG.3, the first rail1comprises two pairs of bearing structures10arranged for interacting with the bearing surfaces12. However, any suitable number of bearing structures10may be used. The bearings10amay for example be roller bearings and the roller bearings may be provided with wheel elements or similar structures for rolling interaction with the bearing surfaces12upon longitudinal displacement of the upper rail1in relation to the lower rail2. The bearings10amay alternatively be sliding bearings for sliding interaction with the bearing surfaces12upon longitudinal displacement of the upper rail1in relation to the lower rail2. Other types of bearings may also be used depending on the construction and design of the system. The bearing structures10are as illustrated inFIGS.4A-4B and5A-5Bpositioned above the lower end11of the lower portion1aof the upper rail1for a compact and robust construction of the system.

As illustrated inFIG.8, the seat rail system S may further be provided with a drive mechanism19for positioning the upper rail1in relation to the lower rail2. The drive mechanism may comprise an electric motor19aand be configured as a worm drive mechanism. The worm drive mechanism may comprise an elongated threaded rod19bconnected to the lower rail2that is interacting with a worm gear19carranged on the upper rail1. It should be understood that the drive mechanism19could have other suitable constructions, such as for example a linear actuator or ball screw mechanism.

In the vehicle event when a pulling force FPULLis acting on at least a part of the upper rail1, the part of the upper rail1is displaced in an upwards direction and moved from the unloaded state SUto the loaded state SL, as shown inFIGS.4A-4B and5A-5B. Upon displacement of the upper rail1in the upwards direction in the vehicle impact event, the first flange9ais engaging the first flange section13a, and the second flange9bis engaging the second flange section13bfor a strong connection between the upper rail1and the load member5. The engagement of the first and second flanges with the respective flange sections is displacing the load member5upwards, wherein the lower flange6bis engaging the lower surface3bof the floor structure3in the vehicle impact event for a strong connection between the floor structure3and the load member5. The engagement of the first and second flanges with the respective flange sections is further deforming the first side section8aand the second side section8b, and the deformation is displacing the first side section8aand the second side section8blaterally outwards away from the load member5, as understood fromFIGS.4B and5B. However, with the overlapping configuration between the first lateral side element2band the first side section8ain the vertical direction DV, the first lateral side element2bis blocking the lateral movement of the first side section8aupon deformation of the first side section8a. With the overlapping configuration between the second lateral side element2cand the second side section8bin the vertical direction DV, the second lateral side element2cis blocking lateral movement of the second side section8bupon deformation of the second side section8b. The blocked lateral movements are thus preventing large deformations of the respective side sections for a strong connection of the upper rail1to the floor structure3. As shown inFIGS.4B and5B, the first side section8ais upon deformation brought into contact with the first lateral side element2bin a first contact area AC1in the vehicle impact event for blocking the lateral movement, and the second side section8bis upon deformation brought into contact with the second lateral side element2cin a second contact area AC2in the vehicle impact event for blocking the lateral movement. The blocking of the lateral movements of the first side section8aand the second side section8bin combination with the engagement of the load member5with the floor structure3and the upper rail1is securing a straight symmetrical load path all the way from the floor structure3to the vehicle seat4via the upper rail1. The established load path in the vehicle impact event from the floor structure3to the upper rail1via the load member5, is through the engagement of the load member5following the centre line C of the seat rail system S from the floor structure3to the upper rail1.

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 rail1a: Lower portion2: Lower rail2a: Lower section2b: First lateral side element2c: Second lateral side element3: Floor structure3a: Opening3b: Lower surface3c: Upper surface4: Vehicle seat5: Load member5a: Upper part5b: Lower part5c: Web section6a: Upper flange6b: Lower flange7: Cavity8a: First side section8b: Second side section9a: First flange9b: Second flange10: Bearing structure10a: Bearing10b: Shaft structures11: Lower end12: Bearing surface13a: First flange section13b: Second flange section16a: Narrow section16b: Wide section17: Rail opening18: Fastening portions19: Drive mechanism19a: Electric motor19b: Threaded rod19c: Worm gearAC1: First contact areaAC2: Second contact areaC: Centre lineDLA: Lateral vehicle directionDLO: Longitudinal vehicle directionDV: Vertical vehicle directionFPULL: Pulling forceFPUSH: Pushing forceS: Seat rail systemSL: Loaded stateSU: Unloaded stateV: Vehicle