Vehicle seat

Abstract

A vehicle seat includes a seat having a seat cushion and a seat back, a reclining drive section that inclines the seat back, and a slide mechanism that enables the seat to slide in a front-rear direction of a vehicle. The slide mechanism includes a slide rail having an upper rail and a lower rail and supporting the seat to be slidable in the front-rear direction, a slide drive section that enables the upper rail to slide with respect to the lower rail, and a mode switching switch that is capable of switching modes. In a normal mode, a sliding range of the seat in the front-rear direction is a sliding amount used when a vehicle is driven. In a relaxation mode, a sliding position is a sliding amount of a position that is rearward of a sliding position that is a rearmost end in the normal mode. The mode switching switch is disposed forward of the sliding position of the seat that is the sliding amount in the relaxation mode, and switching operation of the switch cannot be performed.

Description

Technical Field

[0001] This invention relates to vehicle seats. Background Technology

[0002] Conventionally, vehicle seats have included seats equipped with a sliding mechanism that allows the seat body to slide in the fore-and-aft direction. This sliding mechanism comprises: a pair of upper rails disposed on the left and right sides of the lower surface of the seat body; and lower rails fixed to the vehicle floor via feet, supporting the upper rails for sliding movement. The sliding mechanism is a structure that allows for forward and backward movement while maintaining an inclined position with the front end of the seat surface facing upward and the rear end facing downward.

[0003] In such a sliding mechanism, as described in Japanese Patent Application Publication No. 2019-38320, the seat moves back and forth within a range that the driver can drive in, known as the driving position.

[0004] In contrast, a relaxation position will be available in addition to the driving position. That is, there will be a driving position for movement, as well as a relaxation position where one can spend other activities inside the vehicle, such as when parked or in autonomous driving mode. This means a situation where one can immediately respond when needed, perform simple light tasks in the vehicle, and use the middle of the vehicle as a private living space. Therefore, for the relaxation position, the seat is considered to slide further back than in the previous driving position. Summary of the Invention

[0005] However, the existing technology does not envision a situation where the seat can slide further back than in the conventional driving position, and there is room for improvement in this respect.

[0006] Furthermore, the seat tilts downwards as it faces backwards, and the upper and lower rails also tilt accordingly. Therefore, in the relaxation mode, the center of gravity is located further back, and the load is applied further backwards when the seat back is reclined. As a result, if the conventional structure remains unchanged, there is a problem that the sliding mechanism cannot be used.

[0007] The present invention is proposed in view of the above circumstances, and its object is to provide a vehicle seat that can be used in a relaxed position in addition to the driving position.

[0008] In order to solve the above-mentioned problems and achieve the above-mentioned objectives, the present invention adopts the following solution.

[0009] (1) A vehicle seat according to one aspect of the present invention has:

[0010] A seat, which has a seat cushion and a seat back;

[0011] A tilt drive unit that tilts the seat back; and

[0012] A sliding mechanism that allows the seat to slide along the fore-and-aft direction of the vehicle.

[0013] The sliding mechanism includes:

[0014] The sliding track has an upper track fixed to the seat and a lower track fixed to the vehicle floor and capable of sliding relative to the upper track in a front-rear direction, and supports the seat so that it can slide in a front-rear direction;

[0015] A sliding drive unit that allows the upper track to slide relative to the lower track; and

[0016] A mode switching switch, which drives the sliding drive unit, allows switching between a normal driving mode and a relaxation mode.

[0017] In the normal mode, the fore-and-aft sliding range of the seat is the amount of sliding used when driving the vehicle.

[0018] In the relaxation mode, the seat slides further back in the fore-and-aft direction than it would in the normal mode.

[0019] The mode switching switch is located in front of the seat where it cannot be switched on or off from the sliding position of the seat, which is the sliding amount in the relaxation mode.

[0020] (2) In the above scheme (1), it is also possible that,

[0021] In the relaxation mode, the rear end of the upper rail protrudes further back than the rear end of the lower rail, and the rear end of the center of gravity range exerted by the driver, seated in the normal mode, on the seat cushion becomes positioned further back than the rear end of the lower rail.

[0022] (3) In the above scheme (1), it is also possible that,

[0023] At the foremost sliding position within the fore-and-aft sliding range of the seat in the normal mode, the front end of the upper track protrudes forward more than the front end of the lower track, and the overlap between the upper and lower tracks is more than half the fore-and-aft dimension of the lower track.

[0024] At the final sliding position within the fore-and-aft sliding range of the seat in the normal mode, the front end of the upper rail protrudes forward more than the front end of the lower rail, and the rear end of the upper rail protrudes rearward more than the rear end of the lower rail. The overlap between the upper rail and the lower rail constitutes the entire fore-and-aft dimension of the lower rail.

[0025] In the relaxation mode, at the last sliding position of the seat in the fore-and-aft direction, the rear end of the upper rail protrudes further rearward than the rear end of the lower rail, and the overlap between the upper rail and the lower rail is less than two-thirds of the fore-and-aft dimension of the lower rail.

[0026] (4) In any of the above schemes (1) to (3), it can also be that...

[0027] In the relaxation mode, the position of the buttocks point in the seat cushion in the fore-and-aft direction becomes a position further back than the rear end of the lower track.

[0028] (5) In the above scheme (4), it is also possible that,

[0029] The mode switching switch is located on the roof of the vehicle.

[0030] (6) In the above scheme (4), it is also possible that,

[0031] The mode switching switch is positioned forward of the position where it can be operated by sliding the seat from the position of the hip point in the relaxation mode.

[0032] (7) In the above scheme (6), it is also possible that,

[0033] The mode switching switch is a structure that allows for mode switching by a forward displacement switch operation.

[0034] (8) In the above scheme (5), it is also possible that,

[0035] The forward and backward movement speed of the seat based on the sliding drive unit is greater when switching between the normal mode and the relaxation mode than when switching between the normal mode and the relaxation mode.

[0036] (9) In the above scheme (6), it is also possible that,

[0037] The vehicle floor has a footrest area that is hidden by the seat in the normal mode and is accessible to the driver when seated in the relaxed mode.

[0038] According to the above scheme (1), by means of a sliding mechanism, the seat can be moved further back from the normal mode, which is the driving position for driving, to the relaxation mode. This allows the seat to be positioned further back than the sliding range of the normal mode, which is the sliding range for driving. As a result, a relaxation mode and a quiet mode can be created inside the vehicle without interference from the steering wheel or other objects, providing a relaxing space that was previously impossible. Moreover, while the movable roof is a structure that primarily provides a good feeling for the rear seats, it also provides a good feeling for the driver's seat. Furthermore, the normal mode can be switched to the relaxation mode and vice versa using only the operation mode switch.

[0039] In this state, with the seat back reclined in relaxation mode, sliding the seat while the backrest is reclined and the occupant is leaning back shifts the center of gravity far backward. This can lead to significant deflection of the track and excessive strain on the motor in the sliding drive unit. However, by positioning the mode switch in front of the seat, where the sliding position in relaxation mode is inaccessible, the switch cannot be operated unless the occupant is upright and leaning forward. Therefore, the switch operation and subsequent mode switching are performed while the occupant's center of gravity is shifted forward. This forward shift of the center of gravity allows the seat to move forward to the normal sliding position, reducing the strain on the track and motor and preventing the aforementioned problems.

[0040] According to the above scheme (2), the rear end of the center of gravity range of the seat cushion is located further back than the rear end of the lower track. In this state, the upper track is extended compared to the past, thus avoiding problems such as excessive deflection of the track and excessive burden on the motor of the sliding drive unit, and enabling a relaxation mode. With the rear end of the center of gravity range of the seat cushion located further back than the rear end of the lower track, it will not slide in the normal driving mode, so there is no need to consider the load during driving. Therefore, compared to the sliding range of the normal mode, the seat is located further back, allowing for light work without interference from the steering wheel, and enabling a relaxation mode and a quiet mode that create a relaxation space inside the vehicle that was previously impossible to achieve.

[0041] According to the above scheme (3), by extending the upper track more than before, it is possible to switch between the normal mode and the relaxation mode while maintaining a sufficient amount of overlap with the lower track. By achieving the required amount of overlap and sliding between the upper and lower tracks, there will be no adverse conditions such as excessive deflection of the track or excessive burden on the motor of the sliding drive unit in either the normal mode or the relaxation mode. With sufficient seat retention and load-bearing capacity, the normal mode and the relaxation mode can be switched quickly.

[0042] According to the above scheme (4), the position of the buttocks point in the front-back direction relative to the lower track is within a specified range, thereby enabling the switching between the normal mode and the relaxation mode. Therefore, it is possible to provide a vehicle seat that maintains the load-bearing capacity of the sliding mechanism, avoids adverse conditions such as excessive deflection of the track, and prevents excessive burden on the motor and other components of the sliding drive unit, thereby enabling the relaxation mode.

[0043] According to the above scheme (5), the mode switching switch is located in the roof of the vehicle. Therefore, in order to switch modes, the operator cannot perform the switch operation unless they straighten up and adopt a forward-leaning posture. Therefore, the switch operation and subsequent mode switching action are performed with the operator's center of gravity shifted forward. Thus, after shifting the center of gravity forward, the seat moves forward to the sliding position of the normal mode, thereby providing a vehicle seat that can reduce the burden on the track and motor, avoid the aforementioned adverse conditions, and allow switching from a relaxed mode to a normal mode.

[0044] According to the above scheme (6), in the relaxation mode, the position of the buttocks point in the seat cushion in the fore-and-aft direction is the sliding position of the seat behind the rear end of the lower rail. The switch operation cannot be performed from the sliding position of the seat corresponding to this buttocks point. Therefore, in order to operate the mode switching switch, the seated operator straightens their upper body and adopts a forward-leaning posture, moving the buttocks point forward. In this state, the mode switching operation and subsequent mode switching actions are performed. Thus, by shifting the center of gravity forward, the seat moves forward to the sliding position of the normal mode, thereby providing a vehicle seat that reduces the burden on the rail and motor, avoids the aforementioned adverse situations, and allows switching from the relaxation mode to the normal mode.

[0045] According to the above scheme (7), the mode switching switch is a structure that allows mode switching through a forward displacement switch operation. Therefore, in order to switch modes, even if the hand is within reach, the switch operation part also needs to be moved forward. Accordingly, the operator needs to move their upper body forward, and before switching modes, the center of gravity moves further forward, thereby suppressing the load acting on the seat.

[0046] According to the above scheme (8), the fore-and-aft movement speed of the seat based on the sliding drive unit in the normal mode, which focuses on adjusting the fore-and-aft position of the seat, is the fore-and-aft movement speed of the seat when switching modes in a short time. As a result, the user can shorten the waiting time until the switching is completed, and can prevent the user from feeling anxious. It can shorten the time required for mode switching and quickly reduce the load on the track and motor of the sliding mechanism.

[0047] According to the above scheme (9), the seat is moved backward to enter a relaxation mode, thereby allowing the occupant's feet to be placed using the footrest area, which is hidden under the seat in the normal mode. This creates a relaxation mode and a quiet mode that allows the legs to be extended compared to the normal mode, thus creating a relaxation space inside the vehicle that was previously impossible to achieve. At the same time, in the normal mode, the footrest area can be hidden under the seat, so it does not obstruct driving. Attached Figure Description

[0048] Figure 1 This is a simplified structural diagram (side view) of a vehicle in a general configuration of a first embodiment of the vehicle seat of the present invention.

[0049] Figure 2 This is a simplified structural diagram (side view) showing a relaxation mode in a vehicle equipped with a first embodiment of the vehicle seat of the present invention.

[0050] Figure 3 This is a schematic side view showing the sliding position of the sliding mechanism in the first embodiment of the vehicle seat of the present invention.

[0051] Figure 4 This is a flowchart illustrating the switching from a normal mode to a relaxation mode in a first embodiment of the vehicle seat of the present invention.

[0052] Figure 5 This is a schematic side view showing the switching from a normal mode to a relaxed mode in the first embodiment of the vehicle seat of the present invention.

[0053] Figure 6 This is a schematic side view showing the switching to a normal mode in the first embodiment of the vehicle seat of the present invention.

[0054] Figure 7 This is a schematic side view showing the switching to a relaxation mode in the first embodiment of the vehicle seat of the present invention.

[0055] Figure 8This is a schematic side view showing the switching to a normal mode in the first embodiment of the vehicle seat of the present invention. Detailed Implementation

[0056] Hereinafter, a first embodiment of the vehicle seat of the present invention will be described based on the accompanying drawings.

[0057] Figure 1 This is a simplified structural diagram of a vehicle equipped with a vehicle seat as described in this embodiment, which is the standard configuration. Figure 2 This is a simplified structural diagram of a vehicle equipped with a vehicle seat in the relaxation mode as described in this embodiment. In the diagram, symbol 10 represents the vehicle. Unless otherwise specified, the orientations (front, back, up, down, left, right, etc.) in the following description are the same as those in the vehicle. In the diagram, arrow UP indicates upward and arrow FR indicates forward.

[0058] [vehicle]

[0059] like Figure 1 As shown, in this embodiment, the vehicle 10 has front seats (vehicle seats) 12 and rear seats 13 arranged at intervals along the front-rear direction on the vehicle body floor 11.

[0060] [Seating]

[0061] like Figure 1 As shown, the front seats (seats) 12 have a seat body 33 formed by connecting the seat back 32 to the rear end of the seat cushion 31 in a tiltable manner. The seat body 33 is fixed to the vehicle floor 11 in a sliding manner via a sliding mechanism 34. Although not shown, the front seats 12 have a pair on the left and right sides.

[0062] The front seats 12 can slide forward and backward to allow for Figure 1 The driving pattern shown is the same as Figure 2 Switch between the relaxation modes shown.

[0063] A footrest floor portion 11a is formed on the vehicle floor 11. The footrest floor portion 11a is recessed below the vehicle floor 11. As will be described later, the footrest floor portion 11a becomes Figure 1 The seat cushion 31 in its normal configuration is hidden from the seated driver by the seat cushion 31, but in Figure 2 In the relaxation mode shown, the seated driver can place their feet in front of the seat cushion 31.

[0064] [Sliding Mechanism]

[0065] The sliding mechanism 34 includes: a pair of upper rails 35 fixed to the left and right sides of the lower surface of the seat cushion 31; and a sliding mechanism via feet 51, 52 (see reference). Figure 3 The system comprises: a sliding drive unit (motor) 53 that drives the upper rails 35 to slide relative to the lower rails 37; a lifting unit 54 that moves the seat surface of the seat cushion 31 up and down; a tilting drive unit 55 that drives the seat back 32 to tilt; a mode switching switch 57 that switches between modes described later; and a control unit 59. The upper rails 35 and the lower rails 37 constitute the sliding track 38 of this embodiment.

[0066] [Sliding track]

[0067] Each sliding track 38 is constructed with the same structure. Therefore, in the following description, the description of one sliding track 38 will be provided, while the description of the other sliding track 38 will be omitted as appropriate.

[0068] Figure 3 This is a schematic side view showing the sliding position of the sliding track of the vehicle seat in this embodiment.

[0069] like Figures 1-3 As shown, the upper track 35 extends along the front-to-back direction on the lower surface of the seat cushion 31. The upper track 35 may have a C-shaped upper base with an opening facing downwards. The upper surface of the upper base is fixed to the lower surface of the seat cushion 31 via a bracket. At the left and right ends of the upper base, an outward (outer and upper in the left-to-right direction) folded-in upper bending wall is formed along the entire length of the base.

[0070] An end cap, for example made of resin, can be fitted from the front to the front end 35a of the upper track 35. The end cap is fitted from the front in a manner that abuts against the aforementioned upper base and the front edge of the upper bent wall. The end cap prevents direct interference between the metal parts of the upper track 35 and the legs of the front seat occupant.

[0071] An end cap, for example made of resin, can be fitted from the rear to the rear end 35b of the upper track 35. The end cap is fitted from the rear in a manner that abuts against the rear end edge of the aforementioned upper base and upper bent wall. The end cap prevents direct interference between the metal parts of the upper track 35 and the legs of the rear passenger.

[0072] The lower track 37 corresponds to each of the upper tracks 35 and extends along the front-rear direction. The lower track 37 has a C-shaped lower base with an upward opening. Inwardly bent walls (inward and downward in the left-right direction) are formed at both ends of the lower base. The upper tracks 35 are received from above within the lower base of the lower track 37, and the upper bent walls engage with the lower bent walls of the lower track 37. Thus, the upper tracks 35 are supported so that they can slide on the lower tracks 37.

[0073] like Figures 1-3 As shown, the upper track 35 and the lower track 37 are structures that can switch between the normal mode and the relaxation mode (described later) by sliding relative to each other in the front-back direction.

[0074] Specifically, such as Figure 3 As shown, the upper rail 35 and the lower rail 37 can slide within the range from the foremost position FRM to the last position RRM in normal mode, and up to the rearmost position RROM in relaxed mode.

[0075] The following describes the sliding position and the length of the sliding track 38.

[0076] Figure 3 The foremost position FRM shown in the upper section is the foremost sliding position relative to the lower rail 37 within the fore-and-aft sliding range of the seat 12 in the normal mode. The foremost position FRM is the sliding position where the upper rail 35 is at its foremost position relative to the lower rail 37 in the normal mode. That is, the foremost position FRM is the sliding position where the seat cushion 31 has moved to its foremost position in the normal mode.

[0077] Figure 3 The final position RRM shown in the middle section is the sliding position relative to the rearmost end of the lower rail 37 within the sliding range of the seat 12 in the fore-and-aft direction in normal mode. The final position RRM is the sliding position where the upper rail 35 is located at the rearmost end relative to the lower rail 37 in normal mode. That is, the final position RRM is the sliding position where the seat cushion 31 has moved to the rearmost end in normal mode.

[0078] In normal mode, the sliding position of seat 12 in the fore-and-aft direction is defined as the sliding range between the foremost position FRM and the rearmost position RRM. That is, the upper track 35 will not move further rearward unless the mode switching switch 57 described later is turned on.

[0079] Figure 3 The rearward position RROM shown in the lower section is the sliding position in the relaxed mode where the upper rail 35 is at a predetermined position relative to the lower rail 37. The rearward position RROM is the sliding position located at the rearmost position of the upper rail 35 relative to the lower rail 37. That is, the rearward position RROM is the sliding position where the seat cushion 31 in the sliding mechanism 34 has moved to the rearmost position.

[0080] The upper track 35 and the lower track 37 can slide relative to each other from their foremost position FRM to their last position RRM, and up to their super-rear position RROM, which is further back than the last position RRM.

[0081] like Figure 3As shown in the upper section, in the foremost position (FRM) of the sliding range of the seat 12 in the fore-and-aft direction under normal mode, the front end 35a of the upper rail 35 protrudes forward more than the front end 37a of the lower rail 37. In the foremost position (FRM), the rear end 35b of the upper rail 35 is located at the center of the lower rail 37 in the fore-and-aft direction. In the foremost position (FRM), the overlap (wrp) between the upper rail 35 and the lower rail 37 is approximately more than half the fore-and-aft dimension of the lower rail 37. That is, in the foremost position (FRM), the fore-and-aft distance from the front end 37a of the lower rail 37 to the rear end 35b of the upper rail 35 is approximately half the fore-and-aft dimension of the lower rail 37.

[0082] Thus, at the foremost position FRM, the overlap amount wrop between the upper rail 35 and the lower rail 37, i.e., the longitudinal length of the upper rail 35, which overlaps with the lower rail 37 and is supported by the lower rail 37, is greater than half the longitudinal length of the lower rail 37. To achieve this overlap amount wrop between the upper rail 35 and the lower rail 37, the upper rail 35 in this embodiment is extended in the longitudinal direction compared to the conventional upper rail.

[0083] At the foremost position FRM, the upper rail 35 does not move further forward relative to the lower rail 37. Therefore, in the sliding range of the seat 12 in the fore-and-aft direction under normal conditions, where the upper rail 35 moves forward relative to the lower rail 37, the overlap amount wrop at the foremost position FRM is minimal, and the overlap amount wrop does not decrease further. Therefore, the overlap amount wrop at the foremost position FRM is approximately half the fore-and-aft dimension of the lower rail 37. As a result, sufficient mechanical strength, impact resistance, load resistance, and deformation resistance are achieved under normal conditions.

[0084] like Figure 3 As shown in the middle section, in the final position RRM of the sliding range of the seat 12 in the fore-and-aft direction in the normal mode, the front end 35a of the upper track 35 protrudes forward more than the front end 37a of the lower track 37. In the final position RRM, the rear end 35b of the upper track 35 protrudes rearward more than the rear end 37b of the lower track 37. In the final position RRM, the overlap amount wrop between the upper track 35 and the lower track 37 is equal to the fore-and-aft dimension of the lower track 37.

[0085] Thus, at the final position RRM, the overlap amount wrop between the upper track 35 and the lower track 37, that is, the longitudinal length of the upper track 35, which overlaps with each other in the longitudinal direction and is supported by the lower track 37, is equal to the total longitudinal length of the lower track 37. To achieve this overlap amount wrop between the upper track 35 and the lower track 37, the upper track 35 in this embodiment is extended in the longitudinal direction compared to the conventional upper track.

[0086] In the final position RRM, as in the normal mode, the upper rail 35 does not move further rearward relative to the lower rail 37. Therefore, in the sliding range of the seat 12 in the fore-and-aft direction in the normal mode, the overlap amount wrop at the final position RRM is the largest, where the seat moves rearward from a position where the rear end 35b of the upper rail 35 coincides with the rear end 37b of the lower rail 37. As a result, it can possess sufficient mechanical strength, impact resistance, load resistance, and deformation resistance as in the normal mode.

[0087] like Figure 3 As shown in the lower section, the sliding range in relaxation mode is set to be rearward compared to the fore-and-aft sliding range of the seat 12 in normal mode. This is because in relaxation mode, the aim is to prevent the steering wheel 15 (see reference) from being obstructed. Figure 2 Interference such as these can create a wide relaxation space inside the vehicle 10 that is currently impossible to achieve. Therefore, in the rearward position RROM, the front end 35a of the upper track 35 is located further rearward than the front end 37a of the lower track 37. In the rearward position RROM, the front end 35a of the upper track 35 is located further forward than the center of the lower track 37 in the longitudinal direction.

[0088] In the rearward position RROM, the rear end 35b of the upper track 35 protrudes rearward beyond the rear end 37b of the lower track 37. In the rearward position RROM, the overlap amount wrop between the upper track 35 and the lower track 37 is less than approximately 2 / 3 of the longitudinal dimension of the lower track 37. That is, in the rearward position RROM, the longitudinal distance from the front end 35a of the upper track 35 to the rear end 37b of the lower track 37 is approximately 2 / 3 of the longitudinal dimension of the lower track 37.

[0089] Thus, in the rearward position RROM, the overlap amount wrop between the upper rail 35 and the lower rail 37, that is, the longitudinal length of the upper rail 35, which overlaps with each other in the longitudinal direction and is supported by the lower rail 37, is greater than 2 / 3 of the longitudinal length of the lower rail 37. To achieve such an overlap amount wrop between the upper rail 35 and the lower rail 37, the upper rail 35 in this embodiment is extended in the longitudinal direction compared to the conventional upper rail.

[0090] In the rearward position RROM, the upper track 35 will not move further rearward relative to the lower track 37. Therefore, in the sliding position of the seat 12 in the fore-and-aft direction in the relaxation mode, the overlap amount wrop at the rearward position RROM becomes minimal, and the overlap amount wrop will not decrease further.

[0091] The rearward position RROM in the relaxation mode can also be a region within a defined range, rather than a single part, and can be a sliding position in the forward and backward direction.

[0092] In the relaxed mode, the rearward position RROM, in its sliding position, is a position further back than the rear end 37b of the lower track 37, where the rear end G of the center of gravity applied to the seat cushion 31 by the driver in normal mode becomes.

[0093] The rear end G of the center of gravity range is the furthest point in the front-rear direction from the center of gravity range of the load applied by the driver sitting on the seat cushion 31 in the normal mode. Here, the position of the center of gravity applied by the seated driver in the front-rear direction changes due to the tilt of the seat back 32, the posture of the occupant, etc. For example, when the seat back 32 is reclined, the center of gravity position is located further back than when the seat back 32 is in a nearly upright driving position.

[0094] Thus, the rearmost end position within the aforementioned range of center of gravity positions is defined as the rear end G of the center of gravity range. Specifically, the rear end G of the center of gravity range is located near the rear end of the seat cushion 31 immediately in front of the lower end of the seat back 32.

[0095] In the relaxation mode, the position of the buttock point H in the seat cushion 31 in the fore-and-aft direction is a sliding position that is further back than the rear end 37b of the lower track 37. Here, the position of the buttock point H in the fore-and-aft direction is near the rear end of the seat cushion 31, which is immediately in front of the lower end of the seat back 32.

[0096] The sliding track 38 is tilted downwards from the front to the rear, and the seat surface of the seat cushion 31 is also tilted downwards from the rear without causing the lifting part 54 (described later) to move. Therefore, the position of the buttocks point H in the fore-and-aft direction is near the rear end of the seat cushion 31, which is immediately in front of the lower end of the seat back 32, and in the rearward position RROM where the upper track 35 moves backwards, the load on the sliding track 38 is located further rearwards.

[0097] Therefore, the overlap amount wrop at the rearmost position RROM is approximately 2 / 3 of the longitudinal dimension of the lower track 37. In the rearmost position RROM, as described later, it is the relaxed mode, i.e., the vehicle 10 is stationary, and therefore no load other than that from the seated passenger is applied to the sliding track 38. Thus, even in the normal mode and the relaxed mode, when the upper track 35 and the lower track 37 slide from the foremost position FRM to the last position RRM and the rearmost position RROM, sufficient mechanical strength, impact resistance, load-bearing capacity, and deformation resistance are maintained.

[0098] Thus, by making the sliding track 38 the structure described above, it is possible to switch between the normal mode and the relaxation mode and achieve both modes.

[0099] like Figures 1-3As shown, a sliding drive unit (motor) 53 is provided on the lower track 37. The sliding drive units 53 are respectively provided on the left and right sides of the lower track 37. The sliding drive units 53 are connected to the control unit 59. The sliding drive units 53 are powered by a power source (not shown) to cause the upper track 35 to slide relative to the lower track 37 in the front-back direction. The sliding drive units 53 have a driving force transmission part such as a gear (not shown). The sliding drive units 53 have a detection unit for detecting the front-back position of the upper track 35 relative to the lower track 37.

[0100] As will be described later, the sliding drive unit (motor) 53 can be used for both sliding the seat body 33 in the forward and backward direction for adjusting the fore-and-aft position in normal mode and sliding the seat body 33 in the forward and backward direction for mode switching.

[0101] The sliding drive unit (motor) 53 is adjusted such that the driving speed of the seat body 33 used for mode switching in the forward and backward direction is greater than the driving speed of the seat body 33 used for fore-and-aft position adjustment in the normal mode. Specifically, the driving speed of the sliding drive unit (motor) 53 used for mode switching is about 2 to 3 times greater than the driving speed used for fore-and-aft position adjustment in the normal mode, for example, about 2.6 times greater.

[0102] like Figures 1-2 As shown, a lifting portion 54 is provided at the lower part of the seat body 33. The lifting portion 54 causes the seat surface of the seat cushion 31 to move up and down. Specifically, the lifting portion 54 causes the rear end of the seat surface of the seat cushion 31 to move up and down. The lifting portion 54 causes the seat surface of the seat cushion 31, which is tilted downwards at the rear end in the normal mode (described later), to rise to a substantially horizontal position when switching to the relaxation mode. The lifting portion 54 causes the seat surface of the seat cushion 31, which is substantially horizontal in the relaxation mode (described later), to descend to a rear end tilted downwards when switching to the normal mode.

[0103] The lifting unit 54 is, for example, an air unit, which is supplied with air by an air supply unit (not shown) to move the seat surface of the seat cushion 31 up and down. The lifting unit 54 is connected to the control unit 59. The lifting unit 54 can be any structure that can move the seat surface of the seat cushion 31 up and down.

[0104] As will be described later, the lifting part 54 can be used for raising and lowering the seat surface of the seat cushion 31 in normal mode for adjusting its vertical position, and for raising and lowering the seat surface of the seat cushion 31 for mode switching.

[0105] like Figures 1-2As shown, a tilt drive unit 55 is provided at the lower end of the seat back 32. The tilt drive unit 55 drives the seat back 32 to tilt, thereby adjusting the angle at which the upper end of the seat back 32 tilts relative to its lower end in the forward and backward direction. The tilt drive unit 55 is connected to a control unit 59. The tilt drive unit 55 is powered by a power source (not shown) to drive the seat back 32 to tilt, thereby adjusting the angle at which the upper end of the seat back 32 tilts relative to its lower end in the forward and backward direction. The tilt drive unit 55 is, for example, a motor, and has a drive force transmission part such as gears (not shown).

[0106] The tilt drive unit 55 includes a detection unit for detecting the tilt angle of the seat back 32. As will be described later, the tilt drive unit 55 can also be used to set the tilt position of the seat back 32 in the forward and backward directions for tilt angle adjustment in normal mode, and to set the tilt position of the seat back 32 in the forward and backward directions when switching modes.

[0107] like Figures 1-2 As shown, the mode switch 57 operates when switching between the normal mode and the relaxation mode, as described later. The mode switch 57 is connected to the control unit 59. The mode switch 57 is positioned out of reach and inaccessible to a person sitting in the relaxation mode, who is leaning against the seat back 32 in a stationary posture. That is, the mode switch 57 is configured such that it can only be switched on after the person is sitting in the rear seat 12 in the relaxation mode and has straightened up to move the load acting on the seat 12 forward.

[0108] Specifically, the mode switch 57 can be positioned at the front of the roof of the vehicle 10, or at a position forward of the steering wheel 15. Alternatively, the mode switch 57 can be positioned on a map lighting module mounted on the roof 17 of the vehicle 10, or on the control panel 16 of the central display screen, which is positioned forward of the steering wheel 15. Any such placement is acceptable as long as it is positioned in front of the vehicle where the mode switch 57 cannot be switched on or off from the sliding position of the seat 12 in the relaxation mode. The mode switch 57 can be positioned forward of the sliding position corresponding to the position in the fore-and-aft direction from the hip point H in the relaxation mode; the specific location is not limited.

[0109] Furthermore, the mode switch 57 is configured such that when switching from the relaxed mode to the normal mode, the switching action is forward. That is, when the mode switch 57 is a slide switch, the switch needs to be moved forward when switching to the normal mode. The mode switch 57 is a structure in which mode switching can be performed by a switch operation that moves forward.

[0110] With this configuration, the operator who operates the mode switching switch 57 can straighten their upper body and move the load acting on the seat 12 forward. Even when the lower rail 37 is extended backward, the center of gravity acting on the sliding mechanism 34 also moves forward. This can suppress overload on the sliding drive unit (motor) 53 in the sliding mechanism 34 or reduce deformation in the sliding rail 37, thereby enabling smooth mode switching.

[0111] The control unit 59 is connected to the sliding drive unit (motor) 53, the lifting unit 54, the tilt drive unit 55, and the mode switching switch 57. When the control unit 59 receives an on signal from the mode switching switch 57, it outputs a switching signal to drive the sliding drive unit (motor) 53, the lifting unit 54, and the tilt drive unit 55 to switch modes.

[0112] The following explains the mode switching process.

[0113] First, consider the scenario of switching from normal mode to relaxed mode while driving. In this case, the sliding mechanism 34 of the seat 12 is in the normal mode sliding range, i.e., in the fore-and-aft direction from... Figure 3 The indicated sliding position is any position between the foremost position FRM and the last position RRM. In normal mode, the seat back 32 is designed to be either an upright position for driving or a reclined position.

[0114] In this state, the mode switch 57 is turned on to switch to the relaxation mode.

[0115] Here, the switch from normal mode to relaxed mode can be made when the vehicle is parked, i.e., when the vehicle 10 is not being driven. Therefore, first, a determination is made as to whether the mode can be switched to relaxed mode.

[0116] Figure 4 This is a flowchart illustrating the switching from normal mode to relaxed mode in this embodiment.

[0117] In normal mode, when the mode switch 57 is turned on ( Figure 4 In step S01), the on signal output from the mode switching switch 57 is input to the control unit 59. In the control unit 59, it is determined whether the gear shifting device is in the parking range. Figure 4 Step S02). When the gear shifting device is in the parking area, the control unit 59 outputs a drive signal to the sliding drive unit (motor) 53. Figure 4 Step S04).

[0118] If the gear shifting device is not in the parking zone, the control unit 59 further determines whether the engine is stopped or idling. Figure 4 Step S03). When the engine is stopped, the control unit 59 outputs a drive signal to the sliding drive unit (motor) 53. Figure 4 Step S04).

[0119] When the engine is idling, in order to make it a parking area in the gear shifting device, a warning indicating this intention is output to the operator, and the process returns to step S2 to determine again whether it is a parking area in the gear shifting device.

[0120] Therefore, when the vehicle 10 is in motion, such as while driving or idling outside the parking area, it is impossible to switch to the relaxation mode.

[0121] Figure 5 This is a schematic side view illustrating the switch from normal mode to relaxed mode in this embodiment. Figure 6 This is a schematic side view illustrating the switch from normal mode to relaxed mode in this embodiment.

[0122] Here, as Figure 1 As shown, when the seat back 32 is in the upright position for driving, it is driven by the sliding drive unit (motor) 53, which receives a drive signal from the control unit 59. Thus, from Figure 5 Starting from the sliding position of the normal mode, indicated by the double-dotted line, the upper rail 35 moves rearward relative to the lower rail 37. Here, the sliding drive unit (motor) 53 sets the drive speed during mode switching, i.e., the movement speed of the upper rail 35 relative to the lower rail 37, to be greater than the drive speed during seat position adjustment in the normal mode. As a result, fine position adjustments are easily made during seat position adjustment in the normal mode, and during mode switching, the seat body 33 can be quickly moved rearward to rapidly switch the interior of the vehicle 10 to a relaxation space.

[0123] Here, as Figure 6 As shown by the double-dotted line, when the seat back 32 is in a reclined position, tilted backwards compared to the upright position during driving, the control unit 59 first outputs a drive signal to the tilt drive unit 55 before outputting a drive signal to the sliding drive unit (motor) 53. The tilt drive unit 55, having received the drive signal, then... Figure 6 As shown by the dashed line, the seat back 32 is raised to an angle that allows switching to the relaxation mode. Next, if the seat back 32 is raised to the predetermined angle, the control unit 59 stops driving the tilt drive unit 55. Then, the control unit 59 outputs a drive signal to the sliding drive unit (motor) 53, causing the seat body 33 to move backward.

[0124] In this case, the decision to activate or deactivate the tilt drive unit 55 depends on the tilt angle of the seat back 32. That is, when the seat back 32 tilts and moves the seat body 33 backward, the tilt drive unit 55 is activated if interference between the seat back 32 and the rear seat 13 occurs. Even when the seat back 32 is tilted, if the tilt is small and the seat body 33 moves backward, and interference between the seat back 32 and the rear seat 13 does not occur, the tilt drive unit 55 is not activated. The tilt angle of the seat back 32, which serves as the basis for determining whether the tilt drive unit 55 is activated, is preset and stored in the control unit 59. The tilt drive unit 55 includes a detection unit that detects the tilt angle of the seat back 32 and can output the detection result to the control unit 59.

[0125] The upper rail 35, driven rearward by the sliding drive unit (motor) 53, moves rearward relative to the lower rail 37, and stops when it reaches the rearward position RROM (see reference). Figure 3 (The next paragraph). Therefore, as... Figure 5 As shown by the solid line, this is the sliding position for the relaxation mode. In the relaxation mode sliding position, the footrest 11a, which is hidden under the seat cushion 31 in the normal mode, appears and becomes usable. As a result, unlike when driving, the occupant can easily stretch their legs and relax.

[0126] In the state immediately after the sliding position moves to the rearward position RROM, such as Figure 2 , Figure 5 As shown by the dashed line, the rear end of the seat cushion 31 slopes downwards, just like in the normal mode.

[0127] After the seat body 33 slides to the rearmost position RROM and the sliding drive unit (motor) 53 stops, the control unit 59 outputs a drive signal to the lifting unit 54. Then, the air unit of the lifting unit 54, which has received the drive signal, and whose air supply unit (not shown) provides air, causes the rear end of the seat cushion 31 to rise. Figure 2 , Figure 5 As shown by the solid line, the seat surface of the seat cushion 31 is made approximately horizontal. This completes the switch to the relaxation mode.

[0128] When switching to relaxation mode, the seat back 32 should be as follows: Figure 5 The seat can be positioned so as not to interfere with the rear seat 13, or it can be slightly reclined. Alternatively, the operator can adjust the seat back 32 to a preferred angle. The seat cushion 31 can also be raised to a position that is not roughly horizontal, or it can be raised to a position that the operator prefers.

[0129] Next, we will explain how to switch from relaxation mode to normal mode.

[0130] First, consider the case of switching from the relaxation mode to the normal mode. In this case, the sliding mechanism 34 of the seat 12 is in the sliding position of the rearward position (RROM). In the relaxation mode, the seat back 32 is envisioned to be in either an upright position similar to that when driving, or a reclined position. The seat cushion 31 is envisioned to be in either a position where it is raised to a roughly horizontal position, or a position where the rear end of the seat cushion 31 is lowered compared to the horizontal position.

[0131] In this state, the mode switch 57 is turned on to switch from the relaxed mode to the normal mode.

[0132] At this time, the switching action of the mode switch 57 is forward. Therefore, when performing the switching operation, the operator straightens up, causing the load acting on the seat 12 to move forward. Thus, even when the lower track 37 is extended backward, the center of gravity acting on the sliding mechanism 34 also moves forward. This reduces the load on the sliding mechanism 34.

[0133] Figure 7 This is a schematic side view illustrating the switch from relaxed mode to normal mode in this embodiment. Figure 8 This is a schematic side view illustrating the switch from relaxed mode to normal mode in this embodiment.

[0134] Here, as Figure 7 As shown by the double-dotted line, consider the case where the seat back 32 is reclined backward compared to the upright angle when driving. Furthermore, consider the case where the seat cushion 31 is raised to a roughly horizontal position.

[0135] In this case, firstly, before outputting a drive signal to the sliding drive unit (motor) 53, the control unit 59 first outputs a drive signal to the tilt drive unit 55. For example... Figure 7 As shown by the dashed line, the tilt drive unit 55, which has been input with a drive signal, raises the seat back 32 to an angle that allows switching to the relaxation mode. Next, if the seat back 32 is raised to the predetermined angle, the control unit 59 stops driving the tilt drive unit 55.

[0136] In this case, the decision to activate or deactivate the tilt drive 55 depends on the tilt angle of the seat back 32. However, unlike the switch from normal mode to relaxed mode, in this case, the tilt drive 55 is activated even when the seat back 32 is slightly reclined. The tilt angle of the seat back 32, which serves as the reference for determining whether the tilt drive 55 is activated, is preset and stored in the control unit 59.

[0137] In this state, such as Figure 7 As shown by the dashed line, the seat cushion 31 is kept in a state where the seat surface is raised to a roughly horizontal position.

[0138] Next, the control unit 59 outputs a drive signal to the sliding drive unit (motor) 53, causing the seat body 33 to move forward. During this forward and backward movement, the seat surface of the seat cushion 31 is maintained at a state where it is raised to a roughly horizontal position. As a result, compared to the state where the rear end of the seat surface of the seat cushion 31 is lowered, the occupant's center of gravity is positioned forward. This reduces overload in the sliding mechanism 34.

[0139] After the seat body 33 slides to a position between the rearmost position RRM and the foremost position FRM, causing the sliding drive unit (motor) 53 to stop, the control unit 59 outputs a drive signal to the lifting unit 54. Then, the air unit of the lifting unit 54, which receives the drive signal, returns air to an air supply unit (not shown), causing the rear end of the seat cushion 31 to lower, as... Figure 7 As shown by the solid line, the seat cushion 31 lowers to the same tilt position as in the normal driving mode. This completes the switch to the normal mode.

[0140] When switching from the relaxation mode to the normal mode with the rear end of the seat cushion 31 lowered, the seat back 32 moves from... Figure 8 The double-dotted line indicates the angled position. Figure 8 At the position indicated by the dashed line, the seat body 33 is then slid forward to... Figure 8 The sliding position, indicated by the solid line, completes the switch to the normal mode.

[0141] In relaxation mode, if the table T is manually unfolded from the seating unit, the table T is pre-folded away. In this case, similar to the judgment of the parking area mentioned above, a warning is issued if the table T is not folded away.

[0142] It can also be configured such that, in cases where the forward movement of the front end of the seat cushion 31 is obstructed by an obstacle placed on the footrest floor 11a, or in cases where an overload is applied to the sliding drive unit 53, the drive is stopped and the same warning is issued.

[0143] In this embodiment, by forming the sliding mechanism 34 into the structure described above, a relaxation space that was previously impossible to achieve can be created inside the vehicle 10 through mode switching.

[0144] That is, by means of the sliding mechanism 34, the vehicle can switch from the normal mode, which is the driving position, to the relaxation mode. As a result, the seat body 33 can be positioned further back than the sliding range of the normal mode, which is the sliding range of the driving position. This allows for a relaxation mode and a quiet mode that creates a relaxing space inside the vehicle that was previously impossible, such as the use of the table T without interference from the steering wheel 15. Moreover, the movable roof 18 is a structure that has previously provided a good feeling mainly to the rear seats 13, but now it can also provide a good feeling to the front seats 12. Furthermore, the normal mode can be switched to the relaxation mode and the relaxation mode can be switched to the normal mode simply by means of the operation mode switch 57.

[0145] At this time, with the seat back 32 reclined in the relaxation mode, this prevents the seat body 33 from sliding and the center of gravity from becoming too far back while the occupant is leaning back in the original reclined position. In contrast, by first raising the seat back 32 to the normal tilt position to shift the center of gravity forward, the seat body 33 is then moved forward to the normal sliding position. Controlling the drive of the lifting part 54 prevents the center of gravity from becoming too far back without disengaging the seat cushion 31's tilt. This reduces the load on the track and motor, thus preventing the possibility of excessive track deflection or excessive load on the motor of the sliding drive unit.

[0146] When switching from the relaxation mode to the normal mode, the mode switch 57 moves forward. Therefore, when performing the switch operation, the operator straightens their upper body, causing the load acting on the seat 12 to shift forward. This means that even when the lower track 37 is extended rearward, the center of gravity acting on the sliding mechanism 34 also shifts forward. This reduces the load on the sliding mechanism 34.

Claims

1. A vehicle seat, characterized in that, The vehicle seat has the following features: A seat, which has a seat cushion and a seat back; A tilt drive unit that tilts the seat back; and A sliding mechanism that allows the seat to slide along the fore-and-aft direction of the vehicle. The sliding mechanism includes: The sliding track has an upper track fixed to the seat and a lower track fixed to the vehicle floor and capable of sliding relative to the upper track in a front-rear direction, and supports the seat so that it can slide in a front-rear direction; A sliding drive unit that allows the upper track to slide relative to the lower track; as well as A mode switching switch is operatively connected to the sliding drive unit and drives the sliding drive unit to switch between a normal driving mode and a relaxation mode. In the normal mode, the fore-and-aft sliding range of the seat is the amount of sliding used when driving the vehicle. In the relaxation mode, the seat slides further back in the fore-and-aft direction than it would in the normal mode. The mode switch is located on the front of the vehicle's roof.

2. The vehicle seat according to claim 1, characterized in that, In the relaxation mode, the rear end of the upper rail protrudes further back than the rear end of the lower rail, and the rear end of the center of gravity range exerted by the driver, seated in the normal mode, on the seat cushion becomes positioned further back than the rear end of the lower rail.

3. The vehicle seat according to claim 1, characterized in that, At the foremost sliding position within the fore-and-aft sliding range of the seat in the normal mode, the front end of the upper track protrudes forward more than the front end of the lower track, and the overlap between the upper and lower tracks is more than half the fore-and-aft dimension of the lower track. At the final sliding position within the fore-and-aft sliding range of the seat in the normal mode, the front end of the upper rail protrudes forward more than the front end of the lower rail, and the rear end of the upper rail protrudes rearward more than the rear end of the lower rail. The overlap between the upper rail and the lower rail constitutes the entire fore-and-aft dimension of the lower rail. In the relaxation mode, at the last sliding position of the seat in the fore-and-aft direction, the rear end of the upper rail protrudes further rearward than the rear end of the lower rail, and the overlap between the upper rail and the lower rail is less than two-thirds of the fore-and-aft dimension of the lower rail.

4. The vehicle seat according to any one of claims 1 to 3, characterized in that, In the relaxation mode, the position of the buttocks point in the seat cushion in the fore-and-aft direction becomes a position further back than the rear end of the lower track.

5. The vehicle seat according to claim 4, characterized in that, The mode switching switch is located on the roof of the vehicle.

6. The vehicle seat according to claim 4, characterized in that, The mode switching switch is positioned forward of the position where it can be operated by sliding the seat from the position of the hip point in the relaxation mode.

7. The vehicle seat according to claim 6, characterized in that, The mode switching switch is a structure that allows for mode switching by a forward displacement switch operation.

8. The vehicle seat according to claim 7, characterized in that, The forward and backward movement speed of the seat based on the sliding drive unit is greater when switching between the normal mode and the relaxation mode than when switching between the normal mode and the relaxation mode.

9. The vehicle seat according to claim 8, characterized in that, The vehicle floor has a footrest area that is hidden by the seat in the normal mode and is accessible to the driver when seated in the relaxed mode.

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