Harness routing structure and suspension device

Abstract

Reduces stress on the harness. [Solution] The harness routing structure 50 includes a first clip 54 that is rotatably attached to the lower member 21 of the suspension device 20 around a first axis along the front-rear direction, a second clip 56 that is rotatably attached to the upper member 27 of the suspension device 20 around a second axis parallel to the first axis, and a harness 52 that is locked to the lower member 21 using the first clip 54 and locked to the upper member 27 using the second clip 56, with the portion between the first clip 54 and the second clip 56 being a curved portion 52B that is bent in an arc shape.

Description

Technical Field

[0001] The present invention relates to a harness wiring structure applied to a vehicle seat and a suspension device for a vehicle seat.

Background Art

[0002] Patent Document 1 below discloses a suspension device for a vehicle seat in which a plurality of cables are wired.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Problems to be Solved by the Invention

[0004] In such a suspension device, an upper member to which a seat cushion is connected moves relative to a lower member fixed to the floor portion of the vehicle body in the vertical direction of the seat (approach and separation movement). In such a suspension device, if the harness is fixed to the lower member and the upper member, stress is applied to a portion of the harness that repeatedly moves up and down at high speed.

[0005] An object of the present invention is to obtain a harness wiring structure and a suspension device that can reduce stress applied to the harness.

Means for Solving the Problems

[0006] A harness routing structure according to a first embodiment is a harness routing structure applied to a vehicle seat comprising a first member and a second member, the first member and the second member being connected so as to be movable relative to each other in a first direction, and comprises: a first clip rotatably attached to the first member about a first axis along a second direction perpendicular to the first direction; a second clip rotatably attached to the second member about a second axis parallel to the first axis; and a harness that is locked to the first member using the first clip and locked to the second member using the second clip, with the portion between the first clip and the second clip being a curved portion in an arc shape.

[0007] A vehicle seat to which the harness routing structure of the first embodiment is applied comprises a first member and a second member, the first member and the second member being connected so as to be movable relative to each other in a first direction. A first clip is attached to the first member so as to be rotatable about a first axis along a second direction perpendicular to the first direction. A second clip is attached to the second member so as to be rotatable about a second axis parallel to the first axis. The harness is secured to the first member using the first clip, and the harness is secured to the second member using the second clip. The portion of the harness between the first clip and the second clip is bent in an arc shape. Therefore, when the first member and the second member move relative to each other in the first direction, the bent portion of the harness deforms. In this case, the first clip rotates relative to the first member around the first axis, and the second clip rotates relative to the second member around the second axis. This reduces the stress on the harness.

[0008] The harness routing structure of the second embodiment, in the first embodiment, comprises a vehicle seat equipped with a suspension device, the suspension device comprising a lower member which is a first member fixed to the floor of the vehicle body, an upper member which is a second member to which the seat cushion of the vehicle seat is connected, and a lifting mechanism which connects the upper member to the lower member so as to be movable relative to the lower member in the first direction, which is the vertical direction of the seat.

[0009] In the harness routing structure of the second embodiment, the harness is secured to the lower member of the suspension device using a first clip and to the upper member of the suspension device using a second clip, and the portion between the first and second clips is bent in an arc shape. Therefore, when the upper member moves relative to the lower member in the vertical direction of the seat (up and down), the bent portion of the harness deforms. At this time, the first clip rotates around a first axis relative to the lower member, and the second clip rotates around a second axis relative to the upper member. This reduces the stress on the harness.

[0010] In the third embodiment of the harness routing structure, the first clip and the second clip are arranged offset from each other in the second direction, as in the first or second embodiment.

[0011] In the harness routing structure of the third embodiment, the first clip and the second clip are positioned offset in the second direction, so that when the first member and the second member move relative to each other in the first direction, the bent portion of the harness is more easily deformed between the first clip and the second clip in the second direction.

[0012] In the harness routing structure of the fourth embodiment, in any one of the first to third embodiments, the first clip and the second clip are positioned offset from the first direction and the third direction perpendicular to the second direction.

[0013] In the harness routing structure of the fourth embodiment, the first clip and the second clip are positioned offset in the third direction described above, making it easier to control the range and position of the flapping of the bent portion of the harness in the second direction when the first member and the second member move relative to each other in the first direction.

[0014] A fifth embodiment of the suspension device comprises a lower member fixed to the floor of the vehicle body, an upper member to which a seat cushion of a vehicle seat is connected, a lifting mechanism connecting the upper member to the lower member so as to be movable relative to the seat in the vertical direction, a first clip rotatably mounted to the lower member around a first axis along the horizontal direction of the seat, a second clip rotatably mounted to the upper member around a second axis parallel to the first axis, and a harness that is locked to the lower member using the first clip and locked to the upper member using the second clip, with the portion between the first clip and the second clip being a curved portion in an arc shape.

[0015] In the fifth embodiment of the suspension device, a lower member and an upper member are connected by a lifting mechanism so as to be able to move relative to each other in the vertical direction of the seat. A first clip is attached to the lower member so as to be rotatable about a first axis along the horizontal direction of the seat. A second clip is attached to the upper member so as to be rotatable about a second axis parallel to the first axis. A harness is secured to the lower member using the first clip, and the harness is secured to the upper member using the second clip. The portion of the harness between the first and second clips is bent in an arc shape. Therefore, when the lower member and the upper member move relative to each other in the first direction, the bent portion of the harness deforms. At this time, the first clip rotates relative to the lower member about the first axis, and the second clip rotates relative to the upper member about the second axis. This reduces the stress on the harness. [Effects of the Invention]

[0016] As described above, the harness routing structure and suspension device according to the present invention can reduce the stress on the harness. [Brief explanation of the drawing]

[0017] [Figure 1]It is a side view showing a vehicle seat equipped with a suspension device according to an embodiment. [Figure 2] It is a perspective view showing a suspension device according to an embodiment. [Figure 3] It is a schematic side view showing a suspension device according to an embodiment, and is a view of a state where an upper member is located at an uppermost position. [Figure 4] It is a schematic rear view showing a suspension device according to an embodiment, and is a view of a state where an upper member is located at an uppermost position. [Figure 5] It is an exploded perspective view showing a part of a suspension device according to an embodiment. [Figure 6] It is a schematic rear view showing a suspension device according to an embodiment, and is a view of a state where an upper member is located at a lowermost position. [Figure 7] It is a schematic rear view showing a suspension device according to a first comparative example, and is a view of a state where an upper member is located at a lowermost position. [Figure 8] It is a schematic rear view showing a suspension device according to a second comparative example, and is a view of a state where an upper member is located at an uppermost position. [Figure 9] It is a schematic side view showing a suspension device according to a second comparative example, and is a view of a state where an upper member is located at an uppermost position. [Figure 10] It is a schematic rear view showing a suspension device according to a first modification example of an embodiment, and is a view of a state where an upper member is located at an uppermost position. [Figure 11] It is a schematic side view showing a suspension device according to a first modification example of an embodiment, and is a view of a state where an upper member is located at an uppermost position. [Figure 12] It is a schematic side view showing a suspension device according to a third comparative example, and is a view of a state where an upper member is located at an uppermost position. [Figure 13] It is a schematic side view showing a suspension device according to a third comparative example, and is a view of a state where an upper member is located at a lowermost position. [Figure 14] It is a schematic side view showing a suspension device according to a second modification of the embodiment, and is a view in a state where the upper member is located at the uppermost position. [Figure 15] It is a schematic side view showing a suspension device according to a second modification of the embodiment, and is a view in a state where the upper member is located at the lowermost position.

Mode for Carrying Out the Invention

[0018] Hereinafter, a suspension device 20 according to an embodiment of the present invention will be described with reference to FIGS. 1 to 15. In each figure, some reference numerals may be omitted for the sake of clarity of the drawing. Further, the arrows FR, LH, RH, and UP appropriately shown in each figure indicate the front, left, right, and upper directions of the suspension device 20, respectively. Hereinafter, when simply using the directions of front, rear, left, right, up, and down for explanation, it shall indicate the direction with respect to the suspension device 20.

[0019] As shown in FIG. 1, the suspension device 20 according to the present embodiment is a component of the vehicle seat 10. The vehicle seat 10 is composed of a seat body 12 on which an occupant sits and a suspension device 20. The seat body 12 includes a seat cushion 14 that supports the occupant's buttocks and thighs, a seat back 16 that supports the occupant's back, and a headrest 18 that supports the occupant's head. The front, rear, left, right, up, and down directions of the seat body 12 coincide with the front, rear, left, right, up, and down directions of the suspension device 20.

[0020] The suspension device 20 is a shock absorber for suppressing the transmission of vehicle vibrations during vehicle travel to the seat body 12 of the vehicle seat 10, and is disposed below the seat body 12. This suspension device 20 connects the seat body 1 to the floor of the vehicle (not shown) so as to be able to move up and down. The harness cable structure 50 according to the embodiment of the present invention is applied to this suspension device 20.

[0021] This suspension device 20 is, for example, an air suspension device, and as shown in Figures 1 and 2, comprises a pair of left and right lower rails 22, a pair of left and right upper rails 24, a pair of left and right X-links 26, an upper bracket 46, a lower bracket 47, and an air spring (not shown). The left and right X-links 26 correspond to the "lifting mechanism" in this invention.

[0022] The left and right lower rails 22 are made of, for example, press-formed metal plates and have an elongated shape with the longitudinal direction as the length. Each lower rail 22 has a roughly U-shape with the inward side in the left-right direction open when viewed in the front-rear direction. Each lower rail 22 is fixed to the floor of the vehicle via front and rear brackets 34 and 36.

[0023] The front ends of the left and right lower rails 22 are connected in the left-right direction by the front lower frame 23, and the rear ends of the left and right lower rails 22 are connected in the left-right direction by the rear lower frame 25. The front lower frame 23 and the rear lower frame 25 are made of, for example, press-formed metal plates and have an elongated shape with the left-right direction as their longitudinal side. The left and right lower rails 22, the front lower frame 23, and the rear lower frame 25 constitute the lower member 21.

[0024] The left and right upper rails 24 are positioned parallel to each other above the left and right lower rails 22. The left and right upper rails 24 are made of, for example, press-formed metal plates and have an elongated shape with the front-to-back direction as their length. Each upper rail 24 has a roughly U-shape with the inward side in the left-to-right direction open when viewed in the front-to-back direction. These upper rails 24 are connected to the left and right lower rails 22 via left and right X-links 26. The seat body 12 is connected to these upper rails 24, for example, via a well-known seat slide mechanism.

[0025] The front ends of the left and right upper rails 24 are connected in the left-right direction by a front upper frame 29, and the rear ends of the left and right upper rails 24 are connected in the left-right direction by a rear upper frame 31. The front upper frame 29 and the rear upper frame 31 are made of, for example, press-formed metal plates and have an elongated shape with the left-right direction as their longitudinal side. The left and right upper rails 24, the front upper frame 29, and the rear upper frame 31 constitute the upper member 27.

[0026] Each of the left and right X-links 26 is composed of a pair of link arms 28 and 30 arranged in an X shape. The pair of link arms 28 and 30 are made of, for example, press-formed metal plates, and are elongated with their length in the front-to-back direction and their thickness in the left-to-right direction. One link arm 28 is inclined upward as it approaches the front, and the other link arm 30 is inclined downward as it approaches the front. The pair of link arms 28 and 30 are connected at their longitudinal middle sections via a link shaft 32. The link shaft 32 has its axis in the left-to-right direction, and the pair of link arms 28 and 30 are able to rotate relative to each other around the axis of the link shaft 32. The pair of link arms 28 and 30 are displaced (rotated) relative to each other as the seat body 12 is raised and lowered.

[0027] One link arm 28 of the left and right X-links 26 has its front end fixed to the upper slide shaft 38 and its rear end fixed to the lower rotation shaft 40. The other link arm 30 of the left and right X-links 26 has its front end fixed to the lower slide shaft 42 and its rear end fixed to the upper rotation shaft 44. The upper slide shaft 38, lower rotation shaft 40, lower slide shaft 42, and upper rotation shaft 44 are made of, for example, metal pipe material and are arranged with the left-right direction as the axial direction. The link arms 28 and 30 are fixed to the upper slide shaft 38, lower rotation shaft 40, lower slide shaft 42, and upper rotation shaft 44 by means of welding or other means.

[0028] The upper slide shaft 38 is inserted inside the front of the left and right upper rails 24 and is slidable in the front-rear direction relative to the left and right upper rails 24. The left and right ends of the lower slide shaft 42 are inserted inside the front of the left and right lower rails 22 and are slidable in the front-rear direction relative to the left and right lower rails 22.

[0029] The left and right ends of the lower rotating shaft 40 are inserted inside the rear ends of the left and right lower rails 22 and are rotatably supported by the rear ends of the left and right lower rails 22 via bearing members. The left and right ends of the upper rotating shaft 44 are inserted inside the rear ends of the left and right upper rails 24 and are rotatably supported by the rear ends of the left and right upper rails 24 via bearing members.

[0030] In the suspension device 20 with the above configuration, the left and right X-links 26 extend and contract synchronously with the lower rotation axis 40 as a pivot point, causing the left and right upper rails 24 to move (rise and fall) relative to the left and right lower rails 22 in the vertical direction. Specifically, when the left and right upper rails 24 rise, the left and right X-links 26 extend upward so that the inclination direction of the pair of link arms 28 and 30 approaches the vertical direction. At this time, the upper slide axis 38 and the lower slide axis 42 slide linearly rearward with respect to the left and right upper rails 24 and the left and right lower rails 22, approaching the upper rotation axis 44 and the lower rotation axis 40.

[0031] On the other hand, when the left and right upper rails 24 descend toward the left and right lower rails 22, the left and right X links 26 retract downward so that the inclination direction of the pair of link arms 28 and 30 approaches the front-rear direction. At this time, the upper slide shaft 38 and the lower slide shaft 42 slide linearly forward relative to the left and right upper rails 24 and left and right lower rails 22, and move away from the upper rotation shaft 44 and the lower rotation shaft 40.

[0032] An upper bracket 46 is spanned between one link arm 28 of the left X-link 26 and one link arm 28 of the right X-link 26. The upper bracket 46 is made of, for example, a press-formed metal plate and has a long plate shape with its length in the left-right direction and its thickness in the approximately vertical direction. The upper bracket 46 is positioned above one link arm 28, behind the link shaft 32, and is fixed to one link arm 28.

[0033] Below the upper bracket 46, on the underside of the left and right lower rails 22, the lower brackets 47 are positioned. The lower brackets 47 are made of, for example, a press-formed metal plate, and are elongated in shape with the left-right direction as the length and the approximately vertical direction as the thickness. The lower brackets 47 are positioned behind the link shaft 32 and on the underside of the left and right lower rails 22, and are fixed to the left and right lower rails 22.

[0034] An air spring (not shown) is positioned between the upper bracket 46 and the lower bracket 47. The air spring is cylindrical in shape, with its axis oriented approximately vertically. The upper end of the air spring is fixed to the upper bracket 46, and the lower end of the air spring is fixed to the lower bracket 47. This air spring receives a compressive load between the upper bracket 46 and the lower bracket 47, biasing the upper bracket 46 upward relative to the lower bracket 47. This air spring deforms elastically as the X-link 26 expands and contracts, i.e., as the upper rail 24 moves up and down.

[0035] The suspension system 20 includes a damper (not shown) that absorbs vibrations of the air spring. This damper is, for example, a hydraulic cylinder type. The load of the occupant seated on the seat body 12 is elastically supported by the air spring, and vibrations of the seat body 12 are absorbed by the damper. The air spring is supplied with compressed air, for example, from an air compressor that constitutes the vehicle's air brake system, via an air tube or the like. As the air is supplied, the air spring expands upward, raising the height of the left and right upper rails 24 and the seat body 12. Conversely, as the air is exhausted, the air spring contracts downward, lowering the height of the left and right upper rails 24 and the seat body 12.

[0036] The vertical direction, which is the relative movement direction of the upper rail 24 with respect to the lower rail 22, corresponds to the "first direction" in this invention; the front-rear direction, which is perpendicular to the vertical direction, corresponds to the "second direction" in this invention; and the left-right direction, which is perpendicular to both the vertical and front-rear directions, corresponds to the "third direction" in this invention.

[0037] As shown in Figures 3 to 5, the harness routing structure 50 applied to the suspension device 20 is provided, for example, at the rear end of the suspension device 20 and includes a harness 52 (not shown in Figure 5), which is electrical wiring, and a first clip 54 and a second clip 56, which are harness clips. The harness 52 is, for example, a harness for a seat heater or a harness for a seat belt reminder. The first clip 54 and the second clip 56 are manufactured, for example, by resin injection molding and integrally have an annular harness mounting portion 58 (not shown in Figures other than 5) attached to the harness 52 and an arrowhead-shaped locking portion 60 (not shown in Figures other than 5) projecting radially from the harness mounting portion 58.

[0038] As shown in Figure 5, the rear lower frame 25 of the suspension device 20 has a first locking hole 62 corresponding to the first clip 54, and the rear upper frame 31 of the suspension device 20 has a second locking hole 64 corresponding to the second clip 56. The first locking hole 62 penetrates the rear lower frame 25 in the front-rear direction, and the second locking hole 64 penetrates the rear upper frame 31 in the front-rear direction. The first locking hole 62 and the second locking hole 64 are circular in shape when viewed in the front-rear direction. In this embodiment, as an example, the first locking hole 62 is formed slightly to the right of the left-right center of the rear lower frame 25, and the second locking hole 64 is formed slightly to the left of the left-right center of the rear upper frame 31.

[0039] The locking portion 60 of the first clip 54 is inserted into the first locking hole 62 from the rear, and the locking portion 60 of the second clip 56 is inserted into the second locking hole 64 from the rear. During insertion, the arrowhead-shaped locking portion 60 is elastically deformed and then elastically returned to its original shape, preventing the first clip 54 and the second clip 56 from falling out of the first locking hole 62 and the second locking hole 64.

[0040] The first clip 54 is rotatably mounted to the rear lower frame 25 around a first axis L1 (see Figure 5) in the longitudinal direction, and the second clip 56 is rotatably mounted to the rear upper frame 31 around a second axis L2 (see Figure 5) in the longitudinal direction. The first axis L1 and the second axis L2 are set to be parallel.

[0041] As described above, the first clip 54 and the second clip 56 are attached to the rear lower frame 25 and the rear upper frame 31, and the harness 52 to which the harness mounting portions 58 of the first clip 54 and the second clip 56 are attached is locked to the rear lower frame 25 and the rear upper frame 31. As shown in Figure 4, the portion of the harness 52 between the first clip 54 and the second clip 56 is bent in an arc shape, forming a bent portion 52B. This bent portion 52B is curved with a convex shape to the left.

[0042] In this embodiment, as an example, the rear upper frame 31 is positioned offset forward relative to the rear lower frame 25, and the first clip 54 and the second clip 56 are positioned offset in the front-rear direction (second direction). In addition, in this embodiment, the first locking hole 62 and the second locking hole 64 are positioned offset in the left-right direction, and the first clip 54 and the second clip 56 are positioned offset in the left-right direction (third direction).

[0043] In the suspension device 20 with the above configuration, the lower member 21 and the upper member 27 are connected by left and right X-links 26 so as to be able to move relative to each other in the vertical direction. A first clip 54 is attached to the lower member 21 so as to be able to rotate about a first axis L1 along the front-rear direction. A second clip 56 is attached to the upper member 27 so as to be able to rotate about a second axis L2 parallel to the first axis L1. A harness 52 is secured to the lower member 21 using the first clip 54, and a harness 52 is secured to the upper member 27 using the second clip 56.

[0044] The harness 52 has a curved section 52B between the first clip 54 and the second clip 56, which is bent in an arc shape. Therefore, when the lower member 21 and the upper member 27 move relative to each other in the vertical direction, the curved section 52B of the harness 52 deforms (see Figures 4 and 6). In this case, the first clip 54 rotates around the first axis L1 relative to the lower member 21, and the second clip 56 rotates around the second axis L2 relative to the upper member 27. This reduces the stress on the harness 52.

[0045] In other words, as shown in the first comparative example in Figure 7, when the first clip 54 is non-rotatably attached to the lower member 21 and the second clip 56 is non-rotatably attached to the upper member 27, the harness 52 bends near the first clip 54 and the second clip 56 when the upper member 27 descends toward the lower member 21, causing stress on the harness 52. Therefore, in order to reduce the stress on the harness 52, measures such as increasing the length of the portion of the harness 52 between the first clip 54 and the second clip 56 are necessary. In this embodiment, the stress on the harness 52 is reduced by the rotation of the first clip 54 and the second clip 56, improving the durability of the harness 52, enabling efficient routing of the harness 52, and reducing the length of the harness 52.

[0046] Furthermore, in this embodiment, since the first clip 54 and the second clip 56 are offset from each other in the left-right direction, it becomes easier to control the range and position of the flapping of the bent portion 52B of the harness 52 in the front-rear direction when the upper member 27 moves relative to the lower member 21 in the vertical direction. Moreover, in this embodiment, since the first clip 54 and the second clip 56 are offset from each other in the front-rear direction, it becomes easier to deform the bent portion 52B of the harness 52 between the first clip 54 and the second clip 56 in the front-rear direction when the upper member 27 moves relative to the lower member 21 in the vertical direction.

[0047] The above effects will be further explained using Figures 8 to 15. In the second comparative example shown in Figures 8 and 9, the first clip 54 and the second clip 56 are not offset from each other in the left-right direction, and the second clip 56 is positioned directly above the first clip 54. In this configuration, when the upper member 27 moves relative to the lower member 21 in the vertical direction, the bent portion 52B of the harness 52 flaps considerably in the front-rear direction (see harness 52 shown by the dashed line in Figure 9). In contrast, as in the first modified example of this embodiment shown in Figures 10 and 11, when the first clip 54 and the second clip 56 are offset from each other in the left-right direction, the range of flapping of the bent portion 52B in the front-rear direction when the upper member 27 moves relative to the lower member 21 in the vertical direction can be reduced (see harness 52 shown by the dashed line in Figure 11).

[0048] Furthermore, in the third comparative example shown in Figures 12 and 13, the first clip 54 and the second clip 56 are not offset in the front-rear direction. In this configuration, when the upper member 27 moves relative to the lower member 21 in the vertical direction, the bent portion 52B of the harness 52 deforms significantly to one side in the front-rear direction relative to the first clip 54 and the second clip 56. In contrast, as in the second modified example of this embodiment shown in Figures 14 and 15, when the first clip 54 and the second clip 56 are offset in the front-rear direction, the bent portion 52B of the harness 52 is more easily deformed between the first clip 54 and the second clip 56 in the front-rear direction when the upper member 27 moves relative to the lower member 21 in the vertical direction.

[0049] In the above embodiment, the case in which the harness routing structure 50 is applied to a suspension device 20 has been described, but the harness routing structure according to the present invention is not limited to this and can be applied to devices in which the constituent members move relative to each other, such as seat slide devices and seat lifter devices.

[0050] Furthermore, the present invention can be implemented with various modifications without departing from its spirit. Of course, the scope of the present invention is not limited to the embodiments described above. [Explanation of symbols]

[0051] 10 Vehicle seats 14 Seat Cushions 20 Suspension System 21 Lower member (first member) 26 X-link (lifting mechanism) 27 Upper member (second member) 50 Harness routing structure 52 Harness 52B Bent section 54 Clip 1 56. Clip 2

Claims

1. A harness routing structure applied to a vehicle seat comprising a first member and a second member, wherein the first member and the second member are connected so as to be movable relative to each other in a first direction, A first clip is attached to the first member so as to be rotatable around a first axis along a second direction perpendicular to the first direction, A second clip is attached to the second member so as to be rotatable around a second axis parallel to the first axis, A harness that is secured to the first member using the first clip and secured to the second member using the second clip, with the portion between the first clip and the second clip being a curved portion that is bent in an arc shape, A harness rigging structure having the following characteristics.

2. The aforementioned vehicle seat is equipped with a suspension system, The suspension device is The lower member, which is the first member, is fixed to the floor of the vehicle body, The upper member, which is the second member to which the seat cushion of the vehicle seat is connected, A lifting mechanism is provided in which the upper member is connected to the lower member so as to be movable relative to it in the first direction, which is the vertical direction of the seat. A harness rigging structure having the following characteristics.

3. The harness routing structure according to claim 1 or claim 2, wherein the first clip and the second clip are offset from each other in the second direction.

4. The harness routing structure according to claim 1 or claim 2, wherein the first clip and the second clip are offset from each other in a third direction perpendicular to the first and second directions.

5. A lower member fixed to the floor of the vehicle body, An upper member to which the seat cushion of a vehicle seat is connected, A lifting mechanism is provided which the upper member is connected to the lower member so as to be able to move relative to it in the vertical direction of the seat, A first clip is attached to the lower member so as to be rotatable around a first axis along the horizontal direction of the seat, A second clip is attached to the upper member so as to be rotatable around a second axis parallel to the first axis, A harness that is secured to the lower member using the first clip and secured to the upper member using the second clip, with the portion between the first clip and the second clip being a curved portion that is bent in an arc shape, A suspension system equipped with this device.

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