JPH037629A - Vehicular seat device - Google Patents

Abstract

PURPOSE:To change the oscillating characteristic in the title rolling seat which utilize lateral gravity as a drive source for oscillation by disposing a means for providing a resistance force to the oscillation of the seat and a resistance force adjusting means. CONSTITUTION:When lateral gravity is applied, a seat is liable to be oscillated in such a way that, the turning outer and inner sides of a seat surface 1 are higher and the seat surface 1 is kept in the horizontal state. A damper 21 is suspended between a seat frame 13 and an intermediate frame 3 and the effective section or damping force of an orifice is adjusted by a solenoid 24 attached to a cylinder 21b. Thus, it is possible to lock the expansion of the damper 21 in the full open state of the orifice. A control unit U controls the solenoid 24 or damper 21 based on a parameter of a steering angle from a sensor 31.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a vehicle seat device.

(Prior art and its problems) When a vehicle turns, due to the action of lateral G, that is, centrifugal force, the outer part of the vehicle body sinks (bump), and the inner part of the vehicle body lifts ( reband), resulting in the so-called Loire phenomenon. As a result of this roll phenomenon, the seat surface is lower on the outer side of the turn and higher on the inner side of the turn, and the occupant sitting on the seat is forced to move toward the outside of the turn. You will be forced to take a stance.

In order to prevent the occupant from being tilted during this turning, a so-called rolling seat has been proposed. Basically, this rolling seat uses guide rails that extend in the vehicle width direction and are curved downward to form a convex shape. The outer part is swung high (and the inner part is swung low).
(See Publication No. 40).

(Problems to be solved by the invention) However, in the conventional rolling seat,
Since the rocking angle of the seat relative to the magnitude of the lateral G, that is, the rocking characteristics, are set uniformly, it is easy to find that the seat does not suit the passenger's preference. For example, the magnitude of the lateral G when the seat begins to sway may vary depending on the occupant, and how to deal with this point is a major factor in the practical application of this ring seat. It becomes a challenge.

(Object of the invention) The present invention has been made in consideration of the above circumstances, and
Assuming that it is a rolling seat that uses lateral G as the driving force for rocking, we have developed a vehicle seat device that can change the rocking angle of the seat relative to the size of lateral G, that is, the rocking characteristics. (the purpose is to share)

(Structure and operation of the invention) In order to achieve the above-mentioned object, the present invention has the following structure. That is, in a vehicle seat device in which the seating surface is swung so that the portion on the side of the one-swivel supination force is higher and the portion on the inner side of the turn is lowered when receiving lateral G generated during a turn, the above-mentioned oscillation of the seat A resistance force applying means for applying a low resistance force to the resistance force applying means, and a resistance force adjusting means for adjusting the magnitude of the resistance force by the resistance force applying M means.

In the present invention configured in this way, the larger the resistance force is, the greater the magnitude of the lateral G required to swing the sear changes.

The resistance force adjustment may be performed manually (or by using a separate drive source such as a motor. In particular, when a drive source such as a motor is provided, this motor may be electronically controlled. By doing this, it is possible to optimally control the rocking characteristics of the sea, and in this case, the steering wheel angle can be set as a parameter as the rocking characteristics, which has a wide range of applications.

(Effects of the Invention) As described above, according to the present invention, by adjusting the rocking resistance force of the seat, it is possible to set the rocking characteristics of the seal l· relative to lateral G more optimally.

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

In FIGS. 1 and 2, ▪ is a seat cushion, and 2 is a sea back connected to the rear end of the seat cushion l. This seat cushion 1 has an intermediate frame 3
It is hooked to the car body floor F via the nails.

As shown in FIG. 3, the intermediate frame 3 includes a pair of left and right -L slide rails 4 extending in the front and rear directions, and a pair of front and rear connecting vibes 5.6 that connect the pair of left and right rails 4 to each other. It is generally rectangular in shape. "1" - The slide rail 4 is slidably fitted into a pair of left and right lower slide rails 7 that are fixed to the floor surface F of the vehicle body and extend in the front and rear directions, respectively. The intermediate frame 3 can be locked at a desired position with respect to the lower slide rail 7 by a known locking mechanism (not shown).

The intermediate frame 3 has a pair of front and rear guide rails 11.
．． 12 is fixed. In other words, target guide rail 1
1 is fixed on the front connecting vibe 5, and the rear guide l knob 1 is fixed on the front connecting vibe 5.
2 is fixed to the rear connecting vibrator 6-''-. Each of the guide knobs 1], ]2 extends in the vehicle width direction and is curved in an arc shape j[ε so as to be convex downward as a whole. The radius of curvature and the center of the guide rails 11 and 12 are made equal to each other, and as shown in FIG. 1, the center O of the radius of curvature H is the center line of the seat S in the vehicle width direction. It is set to be located above the combined center of gravity X of the Sea 1-S and the occupants seated thereon. As a result, when a lateral G is applied, the seat S moves as if swinging about the center O. In other words, the portion of the seating +ffi Ia on the outside of the turn is higher with respect to the floor surface F'', and the portion on the inner side of the turn is lower with respect to the floor surface F, and as a result, the seating surface 1a is in a nearly horizontal state. Trying to make a oscillation that will be maintained.

On the other hand, a pair of left and right rollers 15R and i5L are rotatably held on the front surface of the frame 13 so that the rollers 15R115L are transferred into the guide groove 1a of the front guide rail 11 without rattling. is engaged with.

Similarly, a pair of left and right rollers 16R116L are rotatably held on the rear surface of the seat frame 13.
6R1+6L is the guide groove 2 of the rear guide rail 12
It is engaged so that it can roll without rattling inside a.

Note that the rear guide rail 12 has, at its left and right ends,
A stopper 17 made of an elastic material is fixed, and the roller 16R or 16L comes into contact with this stopper 17, thereby preventing the sheet from swinging beyond a predetermined level.

Between the seat frame 13 and the intermediate frame 3, a third
As shown in FIG. 4, a damper 21 is installed as a resistance force applying means. That is, seat frame 1
Bracket 2 fixed to the left end of 3 (right end in Figure 4)
2, the piston rod 21a of the damper 21 is rotatably attached, and the cylinder 21 of the damper 21 is attached to the bracket 23 fixed to the right end of the intermediate frame 3.
b is rotatably attached. This damper 21 is
The effective opening area of the orifice as a damping force generating mechanism in the cylinder 21b is variable, and the effective opening area of the orifice, that is, the magnitude of the damping force, is adjusted by a solenoid 24 attached to the cylinder 21b. In the embodiment, the orifice is fully closed and locked, that is, the expansion and contraction of the damper 21 can be locked.

FIG. 4U shows a control unit configured using a microcomputer. The control unit U receives signals from each sensor or switch 31 to 35 manually, and the control unit U outputs signals to the solenoid 24. The sensor 31 detects the operating speed of the steering wheel, that is, the steering angle speed (actually, it detects the steering angle position, which is determined by looking at the amount of change in the steering angle position per unit time). The switch 32 detects that the transmission mounted on the vehicle is in reverse gear. The switch 33 detects whether a turn signal indicating a right or left turn is operating. The switch 34 detects that the parking brake is activated.

Switch 35 is an ignition switch.

The control unit U basically has the following functions as shown in FIG.
The damping force of the solenoid 24, that is, the damper 21, is controlled using the steering angular velocity as a parameter. However, when the reverse gear is selected, the parking brake is activated, or the turn signal is activated, it is preferable for the driver that the seat S does not swing, so the orifice is fully opened. Lock the damper 21. Furthermore, the damper 21 is also locked when the ignition switch 35 is turned off (to prevent unnecessary rocking of the seat S caused by the passenger getting on and off the seat).
. Note that by controlling the magnitude of the damping force of the damper 21 using the steering angular velocity as a parameter, control can be performed that quickly predicts how the lateral G will be applied next.

The contents of such control are shown in flowchart 1 of FIG. That is, when the ignition switch 35 is turned on
After the signals from each sensor or switch 31 to 35 are read at 5l (S is the same as Steppuu and below), it is determined by steps 82 to S4 that the reverse gear is selected or the parking brake is activated. In either of the states where the blinker is operating, the damper 21 is locked in S8.

If all of the determinations in S2 to S4 above are No, the damping force of the damper 21 is adjusted in S5 so as to follow the characteristics shown in FIG. After S5 or S8, it is determined in S6 whether or not the ignition switch 35 is turned off.

If the determination in S6 is No, the process returns to Sl.

Further, when the determination in S9 is YES, the damper 21 is locked in S7 and the control operation ends.

Since FIGS. 7 to 9 show other embodiments of the present invention, components substantially the same as those in the embodiments described above are given the same reference numerals and their explanations will be omitted.

In this embodiment, a pair of left and right version bars each extending in the front-rear direction is used as the resistance force applying means, and due to the symmetrical structure, the 1-version version on the left side of the seat S is used as a resistance force applying means. The explanation will focus on

First, by intermediate frame 3, 1-version version 31
The front and rear ends are rotatably held. This 1・-
A stopper cam 32 having a shape as shown in FIG. 7 is fixed to the front end of the version bar 31. As shown in FIG. Further, a locking member 33 having a locking step portion 33a is fixed to the lower surface of the seat frame 13. The stopper cam 32 can move forward and backward during the locus of movement of the locking step portion 33a when the stopper cam 33a swings about the center O.

That is, when the stopper cam 32 is in the position shown by the solid line in FIG. When the stopper cam 32 is in the position shown by the broken line in FIG. 7, the stopper cam 32 and the engagement step portion 33a are prevented from interfering with each other. Therefore, the seventh version of version 31
By adjusting the twisting force in the counterclockwise direction in the figure, the magnitude of the lateral G when the IL step portion 33a climbs over the stopper cam 32 and starts swinging is determined.

To explain the portion of the torsion bar 31 that adjusts the torsional force, as shown in FIGS. 8 and 9, a bracket 34 is fixed to the rear end of the torsion bar 31. As shown in FIGS. One end of a threaded rod 35 extending in the vehicle width direction is connected to this bracket 34 using a spherical seat 36 and a lock nut 37. The other end of the threaded rod 35 is rotatably held by a bracket 38 fixed to the intermediate frame 3. A worm wheel 39 is screwed onto the outer periphery of the threaded rod 35, and a worm 41 driven by a motor 40 is screwed into the worm wheel 39. And worm wheel 39
The movement of the screw I435 in the axial direction 1] 2 is regulated by a stopper 42 fixed to the intermediate frame 3. Thereby, when the worm 41 is rotationally driven by the motor 40, the worm wheel 39 is rotated. At this time, since the worm wheel 39 is restricted from moving in the axial direction of the threaded rod 35,
As a result, the rotation of the worm 41 causes the screw
is driven in the left-right direction in FIG. 9, and the torsional force of the torsion bar 31 is changed by 1 g. In addition, the motor 40
(1--Initial twisting force of the version bar 31) can be controlled by the control unit l-tJ in the same manner as in the embodiment described in ii. Note that rotation of the stopper cam 32 (torsion bar 31) in the counterclockwise direction in FIG.

FIG. 10 shows still another embodiment of the present invention, in which the torsion force is changed by manual force, in which the twisting bar 31 as shown in FIG. 7 is utilized. That is, a threaded rod 52 is screwed into a brace 51 fixed to the intermediate frame 3.

In addition, the bracket 3 fixed to the version bar 31
4, one end of a connecting rod 55 is rotatably connected, and the other end of this connecting rod 53 is connected to one end of the threaded rod 52 via a rotation joint 54. The rotary joint 54 allows relative rotation between the threaded rod 52 and the connecting rod 53, but restricts relative displacement in the axial direction. Therefore, by rotating the threaded rod 52, the threaded rod 52 and the connecting rod 53 are
The torsion bar 31 is moved from side to side in Figure 0, thereby changing the torsional force of the torsion bar 31. The other end of the threaded rod 52 is an operating section 52a which is bent at a bend 90'.
By moving 2a forward or backward by manual force, the threaded rod 52 is rotated.

Although the embodiment has been described above, the guide rail 11.1
2 to seat cushion 1, and roller 15R11.
5L, 16R1! , 6 L on the small body side (intermediate claim 3
) may be installed. Of course, the sliding elements 11 and 12 guided by the guide rails may not rotate.

[Brief explanation of drawings]

FIG. 1 is a front view of the seat device according to the present invention. Figure 2 is a right side view of Figure 1. FIG. 3 is an exploded perspective view of FIG. 1 and the second alliance. FIG. 4 is a partially sectional front view showing how a damper is attached as a resistance force applying means. Figure 5 is Sea! - A flowchart showing a preferable control example. FIG. 6 is a characteristic diagram showing an example of preferable control characteristics of the sheet. 7 to 9 show other embodiments of the present invention, in which FIG. 7 is a front view, FIG. 8 is a partially omitted sectional view taken along the line ■-■ in FIG. FIG. 9 is a detailed view of FIG. 8 viewed from the right side. FIG. 10 shows still another embodiment of the present invention, and is a diagram of a portion corresponding to FIG. 9. S: 1: 2: 3: 11, 12; 15R. 16R1 2l : 24 : 31 : 35 = 52 Seat seat cushion Seat back intermediate frame guide rail 15L Roller 16L: Roller damper (f-stage resistance force imparting) Solenoid (for resistance force adjustment) Torsion bar (resistance force imparting means) Screw Rod (for adjusting resistance force) Threaded rod (for adjusting resistance force) 0: Swing center 5 6 Fig. 5

Claims (1)

[Claims] (1) In a vehicle seat device that swings so that a portion of the seating surface on the outer side of the turn becomes higher and a portion on the inner side of the turn becomes lower when receiving lateral G generated during turning, 1. A vehicle seat device comprising: a resistance force applying means for applying a resistance force against the resistance force; and a resistance force adjusting means for adjusting the magnitude of the resistance force by the resistance force applying means.