JPH03200439A - Seat - Google Patents

Abstract

PURPOSE:To positively twist the body of a seated person and efficiently reduce muscular fatigue in proximity to the lumbar vertebra by changeably driving the surface form of a seat at a prescribed timing so as to project mutually to the right and left. CONSTITUTION:A seat S is constituted so as to be changeable in the surface form of the seat, for example, to project mutually right and left. The surface form of the seat is changeably driven by an operating means FO at a prescribed timing. In this case, the seat face form is changeably driven by a drive means PO in the operating means FO. Running condition of vehicle is detected by a detecting means CSC. Further, change control mode for the seat face form in set by a setting means MTC, based on the detected running condition. The drive means PO is controlled by a control means CON, according to the set control mode. Hereby, the seat face form is projectingly changed mutually to the right and left, and hence the body of a seated person is positively twisted and the muscular fatigue in proximity to the lumbar vertebra is reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Application Field) The present invention relates to a seat whose seating surface shape can be variably controlled.

(Prior art) Conventional sheets of this type include, for example, Japanese Patent Application Laid-Open No. 61-2
There is one as shown in FIG. 16 described in Japanese Patent No. 57333. This seat S consists of a seat cushion 101 and a seat back 103, and includes a front support section,
Front air mat 105, center air mat 107, cushion side air mat 109, 1↑1, and back side air mat 113.
5, and the shape of the seating surface of the seat S is changed by inflating and deflating each air mat. Each air mattress is controlled at regular intervals by a timer, and when driving for a long time by changing the seat shape of the seat S, the occupant's posture is changed over time from the seat side to reduce fatigue. It looks like this.

(Problem to be Solved by the Invention) However, in such a conventional vehicle seat, for example, the front air mat 105 and the center air mat 107 extend over substantially the entire width of the seat cushion 101 and the seat back 103 in the vehicle width direction, respectively. Because of this arrangement, it was not possible to change the shape of the seat surface protrudingly between the left and right sides of the seat. Therefore, it has not been possible to reduce the fatigue of the occupant's lumbar vertebrae and surrounding muscles caused by sitting for a long time by actively twisting the body from the side of the seat.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a seat that can reduce the fatigue of the lumbar vertebrae and surrounding muscles of the seated person due to sitting for a long time by actively twisting the seated person's body from the side of the seat.

[Structure of the Invention] (Means for Solving the Problems) In order to achieve the above object, the present invention consists of a seat cushion and a seat back, and the shape of the seat is made to protrude on both the left and right sides of the seat, as shown in FIG. The seat S is changeable and includes an actuating means FO that can drive and change the shape of the seat surface at a predetermined timing.

In addition, there is also a seat (S) consisting of a seat cushion and a seat back that can protrude and change the shape of the seat surface between the left and right sides of the seat surface, a drive means PO that changes and drives the shape of the seat surface, and a drive means PO that detects the running state of the vehicle. The vehicle is configured to include a state detection means C8C, a control mode setting means MTC for setting a control mode for changing the seat shape based on the detection of the running state, and a control means CON for controlling the drive means PO according to the control mode.

(Function) According to the above configuration, the shape of the seating surface of the seat S can be changed protrudingly between the left and right sides by the operating means FO, and the body of the seated person can be actively twisted.

Further, the control mode used by the control means CON is set by the control mode setting means MTC in accordance with the traveling state detected by the traveling state detecting means C8C, and the shape of the seating surface of the seat S is changed to protrude between the left and right sides by this control mode. This allows the occupant to twist their body depending on the driving conditions.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 2 shows a configuration diagram of a vehicle seat according to a first embodiment of the present invention.

As shown in FIG. 2, the vehicle seat S is composed of a seat cushion 1 and a seat back 3.

Inside the seat cushion 1, there are hip support air mats 5L that respectively support the hip and thigh regions of the seated person at substantially symmetrical positions on both sides of the center line CL in the vehicle width direction of the seat S.
5R and thigh support air mats 7L and 7R are provided as actuators. Inside the seat back 3, lumbar support air mats 9L and 9R and back support air mats IIL and IIR, which respectively support the lumbar vertebrae and upper limbs of the seated person, are arranged as actuators at approximately symmetrical positions on both sides of the center line CL of the seat S. It is set up. By expanding and contracting each of these mats 5 to 11, the seating surface of the seat S is deformed in a protruding manner at that location. Therefore,
In the seat S, the shape of the seat cushion 1 and the seat back 3 can be changed protrudingly between the left and right sides.

Each air mat 5L, 5R to IIL, IIR has a pipe line 1 branched from the discharge port of the compressor (or pump) 13.
5, and each conduit 15 is provided with an electromagnetic valve 17 and a pressure sensor 19, respectively. These compressor 13 and electromagnetic valve 17 constitute driving means PO.

The compressor 13, electromagnetic valve 17 and pressure sensor 19 are connected to a microcomputer 21 as control means CON.

Further, the microcomputer 21 constitutes a control mode setting means MTC for setting the control mode of the actuator as shown in FIG.

The microcomputer 21 also includes an ignition switch 23, a vehicle speed sensor 25 as a driving state detection means C8C for detecting the driving state of the vehicle, a first timer 27,
Second timer 29 and manual mode selection switch 3
1 is connected.

Then, the compressor 13 is driven by the drive signal from the microcomputer 21, and each air mat 5L, 5R to I
The air pressure of IL and IIR is detected by each pressure sensor 1, and based on the detected value, the opening and closing of each electromagnetic pulp 17 is controlled to control each air mat 5L, 5E to 111. The shape of the seating surface of the seat S is changed by expanding and contracting the IIR, respectively, thereby reducing fatigue of the seated person.

FIGS. 3(a) and 3(b) are explanatory diagrams of the control mode of the actuator in the above embodiment, and the size of the arrow in the figure represents the size of the pressure of the actuator.

FIG. 3(a) shows the bending and stretching mode. That is, mode A
Seat cushion 1 hip support air mat 5L
, 5R is high pressure, thigh support air mats 7L and 7R are low pressure, lumbar support air mats 9L and 9R of seat back 3 are high pressure, back support air mat IIL,
11R is set to low pressure.

Mode B uses low pressure hip support air mats 5L and 5R of seat cushion 1, thigh support air mats 7L,
7R is set to high pressure, lumbar support air mats 9L and 9R of the seat back 3 are set to low pressure, and back support air mats IIL and IIR are set to high pressure.

By alternately repeating these modes A and B, the occupant's pelvis is rotated back and forth, increasing or decreasing the curvature of the lumbar vertebrae, thereby reducing fatigue of the lumbar vertebrae and surrounding muscles in the bending direction.

Further, FIG. 3(b) shows the torsion mode.

That is, in mode C, the hip support air mat 5R and thigh support air mat 7R placed on the right side with respect to the center line CL of the seat S of the seat cushion 1 are put under high pressure, and the hip support air mat 5L and thigh support air mat 7L placed on the left side are put under high pressure. is set to low pressure, the lumbar support air mat 9R and back support air mat 11R arranged on the right side with respect to the seat S center line CL of the seat back 3 are set to low pressure, and the lumbar support air mat 9L arranged on the left side is set to low pressure.
is set to high pressure, and the thigh support air mat 11L is set to ultra-high pressure.

Mode D is a hip support air mat 5R placed on the right side of the seat cushion 1 with respect to the seat S center line CL.
and thigh support air mat 7R are at low pressure, hip support air mat 5L and thigh support air mat 7L arranged on the left side are at high pressure, and lumbar support air mat 9R is arranged on the right side with respect to the seat S center line CL of seat back 3. is set to high pressure, the back support air mat 11R is set to ultra-high pressure, and the lumbar support air mat 9L and back support air mat 11L disposed on the left side are set to low pressure.

By repeating these modes C and D alternately, the occupant's lumbar vertebrae are twisted left and right, thereby reducing fatigue of the lumbar vertebrae and surrounding muscles in the twisting direction.

Next, the operation of the first embodiment will be explained based on the control flowchart of FIG. 4. This flowchart is started when the ON signal of the ignition switch 23 is manually input to the microcomputer 21, and is repeated at regular intervals.

When the driver is seated and turns on the ignition switch 23 (step S1), the first timer 27 is reset and turned on (step S2), and the two second timers are reset (step S3). Next, step S4 , the vehicle speed V detected by the vehicle speed sensor 25 is set to a predetermined high-speed side predetermined value vll (for example, 80 km
/h) or below a preset low-speed predetermined value V,7 (for example, 30 km/h). This determination is made to determine whether the vehicle is running at high speed, at low speed, or at medium speed.

If it is determined that the vehicle speed V exceeds the high speed predetermined value Vll, the two second timers are turned on (step S5). Then, in step S6, the predetermined time T is set in two second timers. It is determined whether or not the period has elapsed. Predetermined time T
. If the time has elapsed, it is determined that the current driving state is a high-speed driving state on an expressway or the like. Also, vehicle speed V
Even when it is determined that T is lower than the low-speed predetermined value vL, the two second timers are turned on (step S5), and the predetermined time T set in the two second timers. It is determined whether or not the period has elapsed (step S6).

Predetermined time T. If the time has elapsed, it is determined that the current driving state is that the vehicle is traveling slowly due to traffic jams or the like.

In such high-speed driving conditions and slow-moving driving conditions, the driver is hardly able to passively change his or her posture due to the actions of the vehicle, such as turning the vehicle, so fatigue in the bending and torsion directions of the lumbar vertebrae accumulates.

Therefore, in step S7, the actuator is activated for the activation time T set in the first timer 27, and as shown in FIG.
), the operation in the bending and stretching mode and the operation in the torsion mode are alternately repeated at predetermined time intervals T,
To reduce fatigue of a driver in the bending and twisting directions of the lumbar vertebrae.

In addition, the vertical pongee symbols 'A, B, and C in FIG.

D shows the actuation patterns A, B, C, and D of the actuator shown in FIGS. 3(a) and 3(b).

Further, if the vehicle speed V is lower than the high-speed predetermined value V□ and exceeds the low-speed predetermined value vL in step S4, the vehicle is running at a so-called medium speed, and the driving state at this time is that of city driving. It is determined that there is, and the second timer 29 is set to 0FFt.
, and reset (step 38).

While driving in such urban areas, there are many repetitions of right or left turns, and the lateral acceleration of the vehicle accompanying these right or left turns causes a twisting effect on the driver's lumbar vertebrae, resulting in fatigue in the bending direction of the lumbar vertebrae. only is accumulated. Therefore, the actuator is activated for the activation time T6 set in the first timer 27 in step S, and as shown in FIG. Reduces fatigue in the bending direction of the lumbar vertebrae.

Then, in steps S7 and s9, the actuator is operated a predetermined number of times to reduce driver fatigue, and then the process moves to step S4 to continue control.

Therefore, it is possible to appropriately reduce fatigue of the driver's lumbar vertebrae and surrounding muscles in the bending and twisting directions, which is caused by, for example, long hours of driving.

FIG. 6 shows a control flowchart according to a second embodiment of the invention. This embodiment is obtained by adding steps SIO to 813 to the embodiment shown in FIG.

That is, in step S10, the manual mode selection switch 31 is operated to select an arbitrary actuator operation pattern, and the actuator internal pressures (amplitudes) PA, PB are selected.
(Pressure inside each air mat 5R, 5L to 11R, IIL) and operating time T6 are set.

Then, after operating the actuator in step S7 or step S to reduce driver fatigue, step 31
1, and it is determined whether or not to change the initial setting values such as the control mode of the actuator set in step S10. Here, if the control mode is to be continued as it is, the process moves to step S4 and the control is continued. In addition, when changing the initial setting values such as the control mode, clear the initial setting values stored in the microcomputer 21 (step 512), operate the manual mode selection switch 31 again, and change the operation pattern to the microcomputer 21. Step S13 to Step S4
and continue control.

Therefore, in addition to producing the same effects as the first embodiment described above, it is possible to set an operation pattern that corresponds to individual differences in the degree of fatigue due to differences in the physique and physical strength of the driver, and moreover, it is possible to constantly change the operation pattern according to the situation. Since this is possible, more appropriate fatigue reduction can be achieved.

FIG. 7 shows a control flowchart according to a third embodiment of the present invention. In this embodiment, step S14 is used instead of step S9 in the control flowchart of FIG. That is, when driving in traffic jams and at high speeds, the bending/stretching mode and torsion mode similar to those shown in FIG. The bending/extending mode and the second mode as shown in FIG. 8(a) or FIG. 8(b)
The torsion mode is alternately repeated to reduce fatigue in the bending and twisting directions of the lumbar vertebrae.

In general, when driving on the left side and making a left turn while driving in a city, clockwise twisting occurs passively in the lumbar vertebrae due to the rightward acceleration of the vehicle. There is not much acceleration in the left direction, so counterclockwise twisting of the lumbar vertebrae is less likely to occur. For this reason, a second torsion mode is adopted in which the torsion in the counterclockwise direction is weighted.

Fig. 8(a) shows the counterclockwise twisting weighted by increasing the amplitude, and Fig. 8(b) shows the counterclockwise twisting weighted by increasing the actuator operating time Td. This is a weighted twist.

9 and 10 show a fourth embodiment of the invention. This embodiment is similar to the embodiment shown in FIG.
In place of R and thigh support air mats 7L and 7R, side support air mats 33L are placed on both sides of the seat cushion 1.

33R.

FIG. 10(a) shows the bending/stretching mode in the fourth embodiment. Mode A is the side support air mats 33L and 33R of seat cushion 1.

and seat back 3 lumbar support air mat 9L
, 9R is set to high pressure and back support air mat 11L, 1
1R is set to low pressure. Mode B sets lumbar support air mats 9L and 9R to low pressure, back support air mats IIL and IIR, and thigh support air mats 33L,
33R is set to high pressure. During the bending/stretching mode in which these modes A and B are alternately repeated, the side support air mats 33L and 33R of the seat cushion 1 hold the occupant's entire buttocks still, allowing the lumbar vertebrae and surrounding muscles to flex in a stable state. I have to.

Further, FIG. 10(b) shows a screw remote in the fourth embodiment. In mode C, the pressure of the lumbar support air mat 9R and back support air mat IIR placed on the right side of the seat S center line CL of the seat back 3 is set to low pressure.
The lumbar support air mat 9L disposed on the left side is set to high pressure, the thigh support air mat 11L is set to ultra-high pressure, and the side support air mats 33L and 33R are set to high pressure.

In mode D, the lumbar support air mat 9R arranged on the right side with respect to the seat S center line CL is set to high pressure, the back support air mat IIR is set to ultra-high pressure, and the lumbar support air mat 9L and back support air mat 11L arranged on the left side are set to low pressure. Side support air mat 3
3L and 33R are set to high pressure. Then, during the torsion mode which alternately repeats modes A and B, the entire buttocks of the occupant are held still by the side support air mats 33L and 33R,
I try to twist the lumbar vertebrae and surrounding muscles in a stable state.

Therefore, in this embodiment, the lumbar vertebrae and surrounding muscles can be bent and twisted more reliably.

11 to 13 show a fifth embodiment of the present invention. In this embodiment, a lateral acceleration sensor 35 and a door switch 37 are added as vehicle running state detection means C8C to the embodiment shown in FIG.
On the other hand, the vehicle speed sensor 25 is omitted, and side support air mats 33L, 33R are provided on both sides of the seat cushion 1, and lumbar side support air mats 39L, 39L are provided on both sides of the seat back 3.
It is configured by adding 39R.

In this fifth embodiment as well, the modes shown in FIGS. 3 and 10 can be repeated as needed, and the mode shown in FIG. 12 can also be adopted. In other words, when the vehicle turns to the right, the seat S is
The air mats 5R, 7R, 33R in the seat cushion 1 arranged with respect to the center line CL and the air mats 9R, IIR, 39R in the seat back 3 are all set to low pressure, and the seat cushion arranged on the mullion side The air mats 5L, 7L, and 33L in the seat back 3 and the air mats 9L, IIL, and 39L in the seat back 3 are all set to high pressure. Further, when the vehicle turns left, each air mat 5R in the seat cushion 1 is disposed on the right side with respect to the seat S center line CL as in mode B.

7R, 33R and each air mat 9R in seat back 3,
IIR, 39R are all set to high pressure, and each air pin (5L, 7L, 33) in the seat cushion 1 arranged on the vertical side
Air mats 9L, 11L, 3 inside L and seat back 3
91 are all low pressure.

Therefore, changes in the occupant's posture when the vehicle turns can be suppressed.

Further, when the door is opened, a control mode in which the air mattresses on the center side of the vehicle are set to high pressure, while the air mattresses on the outside of the vehicle are set to low pressure, allows the occupant to easily get on and off the vehicle.

The effects of this embodiment when opening/closing the door and when turning the vehicle are as follows:
The explanation will be based on the control flowchart shown in the figure.

First, in step S15, it is determined whether the door switch 37 is ON. When the door is opened, the door switch 37 is turned OFF, the process moves to step S16, and the front seat right side (FR
In the case of the seat), the actuator is controlled by mode A shown in FIG. 12, and in the case of the left front seat (FL seat), the actuator is controlled by mode B.

If the door is closed in step S15, the lateral acceleration G detected by the lateral acceleration sensor 35 is G≧Go.
Or, G≦−G. It is determined whether

Here, when the lateral acceleration is G≧Go, the vehicle is turning to the right, so the process moves to step 818 and the actuator is controlled in mode A shown in FIG.
-Go means that the vehicle is turning left, so the process moves to step S19 and the actuator is controlled in mode B shown in FIG.

Also, the lateral acceleration G is −Go<G<G. At this time, since the vehicle is traveling straight, the process moves to step S20 and the actuator is controlled to optimize the body pressure distribution of the occupant.

Therefore, changes in the posture of the occupant due to vehicle turns are suppressed, improving drivability and reducing fatigue.

FIG. 14 shows a sixth embodiment of the invention. In this embodiment, when controlling the actuator in the bending/extending mode in each of the above-mentioned embodiments, the electric reclining mechanism and lifter mechanism are interlocked as shown by the dotted line in the figure to increase the amount of bending of the lumbar vertebrae. It is something. Therefore, it becomes possible to bend and stretch more.

FIG. 15 shows a control mode according to a seventh embodiment of the present invention. In this embodiment, in the configuration shown in FIG. 2, the bending fatigue of the lumbar vertebrae in the left-right direction is also reduced.

That is, in mode A, each air mat 5R in the seat cushion 1 disposed on the right side with respect to the center line CL of the seat S
, 7R and the lumbar side support air mat 39R inside the seat back 3 are set to low pressure, and the respective air mats 5L and 7L inside the seat cushion 1 disposed on the left side and the lumbar side support air mat 3.9 L inside the seat back 3 are set to high pressure.

Mode B includes each air mat 5R, 7R in the seat cushion 1 arranged on the right side with respect to the center line CL of the seat S and the lumbar side support air mat 3 in the seat back 3.
Seat cushion 1 placed on the left side with high pressure on 9R
Each of the air mats 5L and 7L inside and the lumbar side support air mat 39L inside the seat back 3 are set to low pressure. Then, modes A and B are alternately and repeatedly controlled.

Therefore, bending fatigue of the lumbar vertebrae in the left and right direction can also be reduced.

Note that the seat shape can also be changed manually. Torsion control tilts the entire seat cushion to the left and right,
Alternatively, this can also be done by rotating the entire seat pack left and right. Further, the seat of the present invention can be applied to other than vehicles, such as seats for ships, aircraft, etc., and general seats.

[Effects of the Invention] As is clear from the above description, according to the configuration of the present invention, the shape of the seat surface can be changed protrudingly between the left and right sides of the seat, so that by twisting the seated person's body, the lumbar vertebrae and its It can effectively reduce fatigue of surrounding muscles.

[Brief explanation of drawings]

Fig. 1 is a block diagram of the present invention, Fig. 2 is a block diagram of a vehicle seat according to a first embodiment of the present invention, and Figs. 3(a) and (b).
) is an explanatory diagram showing an example of the control mode, FIG. 4 is a control flowchart based on the configuration of FIG. 2, and FIGS.
) is a time chart of the control mode, FIG. 6 is a control flowchart according to the second embodiment of the invention, FIG. 7 is a control flowchart according to the third embodiment of the invention, and FIG.
)(b) is a time chart of the control mode, FIG. 9 is a configuration diagram of a vehicle seat according to a fourth embodiment of the present invention, and FIG.
Figures (a) and (b) are explanatory diagrams showing an example of the control mode, Figure 11 is a configuration diagram of a vehicle seat according to the fifth embodiment of the invention, and Figure 12 is an explanatory diagram showing an example of the control mode. , 1st
3 is a control flowchart based on the configuration of FIG. 11, FIG. 14 is an explanatory diagram of the operation of the seat showing the sixth embodiment of the present invention, FIG. 15 is an explanatory diagram showing an example of the control mode, and FIG.
The figure is a perspective view of a conventional vehicle seat. 1... Seat cushion 3... Seat back S... Seat FO... Actuation means Po... Drive means C8C... Traveling state detection means MTC... Control mode setting means CON... Control means

Claims (2)

[Claims] (1) A seat consisting of a seat cushion and a seat back, the shape of which can be changed protrudingly between the left and right sides of the seat,
A seat comprising an actuating means capable of driving and changing the shape of the seat surface at a predetermined timing. (2) A seat consisting of a seat cushion and a seat back, the shape of which can be changed protrudingly between the left and right sides of the seat,
a driving means for changing and driving the seat shape; a driving state detecting means for detecting the driving state of the vehicle; a control mode setting means for setting a control mode for changing the seat shape by detecting the driving state; and a control means for controlling the means.